24 32 1900 http://seafarerslog.org/archives/files/original/878ec8884e890ec3b8692645f12b4066.PDF bdef98008e45c716427eb821053ee320 PDF Text Text "•jf • - OfftoUil frabUmitlMi «i tiM SBAFAIIBmS INTBIINATIONAL UNEON • Atl«atl«/Oi^^ lAliw anB iaBmd Wattrt IHMMtr* AR-GIO ••.,>'••• X '• . . A -wC-vV'' 1 - - 't •..r I trs- • -J -" • • : -• ;'3£,.-35Sc;-"53arii^^ • -I"' "'r ., r.Si' • v.; .r^, •f - , " * ,rf « --'y I#/ ^ Nov«mber, 1974 \ •i i• /•I- • ^I • i ; ^ k %ii I V. ; . i t rf • T-' •. |V/" ' i'M I' ;• i i Here are Just some examples of how Seafarers can advance themselves through the vocational and academic programs at the Lundeherg Schooi. Ciockwise from leftt many jobs on today's ships require a knowledge of burning and welding, see page 30; bosun participates in first aid course, see page 7; Brother Pierangelo Poietti gets high school diploma, see page 30, and SIU members In LNG course, see centerfold. ilill wrnximmsm t mm H' 'eamefiS:. li 'iiSf ii JM �Marifime G>mmiftees Virfually Intact Democrats Post Big Election Gains WAmUNGTON — Draiocrats io congressional and state elections swept to landslide victories in their biggest election day gain in more than ten years. In the Senate—with oae race still undedded in North Dakota—the Dem­ ocrats won a net gain of three seats, giving them a 61-38 majority in the 94th Congress which will take office Jan. 1,1975. The five Democratic members of the Senate Commerce Committee — all strong supporters of the U.S. merchant marine—easily won re-election to sixyear terms. These included Commerce Committee Chairman Warren A. Magnuson (D-Wash.) and Senate Merchant Marine Subcommittee Chairman Rus­ sell B. Long (D-La.). In the House, the Democrats posted substantial gains which will give them a two-thirds majority. Although some races are still undecided, the E>emocrats appear to have picked up 40 seats —giving them a 292-141 majority in the 94th Congress. House Merchant Marine and Fish­ eries Committee Chairman Leonor K. Sullivan (D-Mo.) easily won re-elec­ tion, but Merchant Marine Subcommit­ tee Chairman Frank Clark 0>-Pa.) lost his bid for re-election. Clark will he re­ placed as the head of the Merchant Marine Suocommittee by either Jobn D. Dingell (D-Mich.) or Thomas L. Ashley (D-Ohio). Thomas N, Downing (D-Va.), chair­ t man of the House Subcommittee on Oceanogr^>hy, was re-elected and John M. Murphy (I>-N.Y.), chairman of the House Subcommittee on Coast Guard and Navigation, also won his bid for rc-dectlon. The sweep of the Democratic land­ slide was symbolized by two of its most politically important victories — the election of Rep. Hugh L. Carey <D-N.Y.) as Governor of New York, and Edmund C. Browto as Governor of California. Carey's election was the most stun­ ning victory in this year's political cam­ paign. Coming from behind after he lost his party's endorsement in the primary campaign, Carey rolled to vic­ tory in the state primary election and then went on to rack up a victory mar­ gin of over 800,000 votes over incum­ bent Governor Malcolm Wilson. LOG to Explain Effect on 5IU Plan New Pension Law's Provisions Aired The Employe Retirement Income Security Act of 1974, signed into law in September by President Ford, repre­ sents a massive piece of legislation cov­ ering and regulating over 300,000 pension plans and upwards of 45 mil­ lion American workers. The complexity of the law is repre­ sented by its almost 250 pages of de­ tailed statutory language, which is to be added to, probably in an equal amount, by regulations to be drawn by the U.S. Labor and Treasury Departments. It is unquestioned that it will be many years before we know exactly the meaning, reach and effect of the law and all its provisions. However it is clear that pension plans will have to establish and follow minimum basic rules set up under the law. In the December issne ol the SEA­ FARERS LOG a special centerfold win appear to lay out and discuss the basic provisions of this new penrikm law, with emphasis qwn its aiqdkation the PRESIDENT'S REPORT: to the Seafarers Pension Plan. Most of the pension plans which will be regulated by the new law are single company plans, as distinguished from multi-union-management joint plans, such as the Seafarers. In some aspects under the law, different rules apply de­ pending upon the type of the plan — joint union-management or single com­ pany. The thrust of the law is to establish minimum standards and conduct for pension plans. Those standards include: the time when a worker becomes a par­ ticipant in a plan; how he builds up service or credit toward his pension; the circumstances under which he may lose such service credits; the manner and method by which time worked be­ comes vested, or phrased differently, when it is considered banked for a per­ son; how vesting may be interpreted or applied for the purpose of a man being able to draw his proportionate or full share as the case may be, upon his normal retirement age and standards as to funding the monies received for pen­ sion benefits. By this it is meant, the procedures to be followed regarding adequate monies to provide the earned benefits and what must be done where the funding is insufficient, so as to assure the availability of monies when needed for an eligible person's retire­ ment. Other standards include: provisions for joint and survivor options, which means upon a retired worker's death, the surviving husband or wife may se­ cure a continued pension payment but at the expense of a reduced amount, both for the survivor and the pensioner during his or her retirement; the estab­ lishment of a government insurance company so as to make available nec­ essary monies in a situation where a pension plan is insolvent or cannot meet pension payment requirements or when Continued on Page 5 to gain newcargoes for American-flag ships. In three years, the NMC has alerted thousands of U.S. importers and exporters to the advantages of ship­ ping American. Continued participation in this organization will have sub­ stantial effects on U.S. flag cargo percentage in the future. In 1972, unity in maritime brought to fruition the precedent setting bilateral trade agreement with the USSR. As a result, scores of laid up American vessels received cargoes, and 1,500 jobs were created for Sea­ farers on 50 SlU-contracted tankers employed on this route. raadHdl Shaping Our Own Future More recently, the SIU received the active support of organized labor throughout the United States in our campaign for enactment of the Energy Transportation Security Act of 1974 which would guarantee that a certain percentage of imported oil be carried on American-flag ships; There is no question that the accomplishments we have made to date are of extreme importance to the survival of the U.S. maritime industry. Yet, they are still only a part of our overall revitalization program for the mer­ chant marine. e ''! "'"(J By using the same basic principle that fostered the growth of the American labor movement and still keeps it strong today, the maritime industry will overcome the many problems that have plagu^ it for so many years. We are now meeting in Washington under the auspices of the AFL-CK) with the other maritime unions to develop a coordinated plan of attack fOx the future. , What I am talking about is unity—all segments of the maritime industry —unions, ship operators, shipbuilders—^working together despite personal likes or dislikes to achieve the common goal of a completely revitalized, globally competitive merchant marine. Our immediate goal is the final enactment of the oil bill. From there/we will work for a fair share of other cargoes for American-flag ships, and we will continue to press for new bilateral trade agreements with other natioiis. By standing together on certain issues we have already taken significant steps forward in reaching our goal. Four years ago, a concerted effort brought about passage of the Merchant Marine Act of 1970—a bill which has greatly benefited all areas of the industry. It has enabled American operators to upgrade their fleets to com­ pete with the foreigner; 200,000 man years of employment have been created for U.S. shipyard workers, and Seafarers are manning a majority of the new ships built under the Act. i. In 1971, the National Maritime Council, a coalition of labor, manage­ ment and government was initiated to develop effective marketing programs At the same time we will be fighting for the formation of one govern­ mental maritime agency to implement the provisions of both new and long standing maritime laws. Presently there are many federal maritime agencies with only scattered duties and diluted implementation powers. We cannot let the progress of the maritime industry get bogged down in bureaucracy. As always, though, the cornerstone of our efforts still is and will continue to be the unified support of SPAD by thousands of individual Seafarers. Your support of SPAD has enabled us to break ground on the long-term construction project oi a viable U.S. marchant marine. And it will be your continued support of SPAD that will enable us to shape our own future instead of having it shaped for us. Change of address cards on Form 3079 should be sent to Seefarers International Union, Atlantic Gulf, Lakes and Inland Waters District, AFL'CIO, 678 Fourth AvanUC^mHttm" New York 11232. Published monthly. Second Class postage paid at Brooklyn, N. Y. Vol. XXXVI, No. 11. November 1974. Page 2 Seafar^^Log �ft . r. if' Congress Sef fo Reconvene; Senate Vote Due: SlU Unifies Labor Support For Oil import Bill WASHINGTON—^As Congress pre­ pares to reconvene on Nov. 18 after a month-long pre-election recess, the SlU has mobilized the labor movement across the nation in support of the En­ ergy Transportation Security Act of 1974 which is expected to come before the Senate this month. The bill (H.R. 8193) was reported out of the House-Senate Conference Committee early last month, and the compromise version of the bill was passed later in October in the House by a vote of 219-40. The Senate had been expected to act on the measure in the last week before recess, but the press of President Ford's emergency anti-infla­ tion bills prevented a vote on'the Oil BiU. The bill will require that 20 percent of all petroleum imports—^including crude and residual fuel oils—be carried on U.S.-Flag ships. The import quota will increase to 25 percent on July 1, 1975, and to 30 percent in 1977. In anticipation of the Senate vote, the Maritime Trades Department—under the leadership of the SIU—has held two planning meetings which brought to­ gether the legislative representatives of a number of AFL-CIO unions and com­ mittees. Assignments were made to per­ sonally contact Senators in all 50 states to reemphasize the importance of the bin to ^e economy and national de­ fense. In addition, letters have been sent to the presidents of all AFL-CIO state central bodies asking them—and thenlocal union afiiliates -to urge Senators in their states to sup ort the bill. AFLCIO regional directors have also been contacted and urged to coordinate the efforts of afBliates in their areas in this legislative drive. Meanwhile, the giant multi-nation oil lobby—directly and through well-fi­ nanced front organizations — has laimched a massive campaign in a lastditch effort to scuttle the import bill. Editorials written on information sup­ 50% of Tonnage Losf Is In Runaway Fleet Flag of convenience vessels comprise 23 percent of the world's merchant fleet but last year they accounted for more than 50 percent of all tonnage lost, ac­ cording to a keynote paper delivered at a recent conference in Berlin of the In­ ternational Union of Marine Insurance. Written by the chairman of the Liver­ pool Underwriters' Assn., Peter Quaile, the paper compared the average loss ratio (the ratio between tonnage lost and tonnage registered) of the princi­ pal flags of convenience to the loss ratio for the rest of the world during the last five years. INDEX Legislative News Oil bill vote due in Senate . Page 3 President's Report Page 2 Washington Activities column Page 9 Union News Membership meeting in port of Norfolk Page 4 Headquarters Notes column Pages Money due in Falcon takeover Page 5 Great Lakes Seafarers ratify new contract Page 3 General News • Blackwell predicts 300 new ships Page 5 Tonnage lost on flag of convenience ships ... . Page 3 AFL-CIO labor studies center opens Page 9 U.S. pension bill Page 2 Shipping Dispatchers Reports Page 12 Ships' Digests Page 22 Ships' Committees Page 6 Delta Brasil Page 13 TT Brooklyn Page 21 Robert E. Lee Page 27 Transhuron wrecked on reef Page 15 Training and Upgrading Seafarers participate in bosun recertification and 'A' seniority upgrading ...... .Pages 10-11 Upgrading class schedule, requirements and application Pages 30-31 GED requirements and application Page 30 LNG program at Piney Point Centerfold Welding course ....Page30 First aid course for bosuns ... Page 4 Membership News First SlU pensioner to get high school diploma at MLS Page 9 Seafarer gets first . assistant engineer license .Page8 Seafarer Poletti successfully completes GED program .......Page 30 New SlU pensioners Page 20 Final Departures Pages 28-29 November, 1974 plied directly by the oil lobby's public relations group have appeared in the Wall Street Journal and other antilabor publications, and a number of Senators are being pressured to vote against the bill. However, the SIU—with the active participation of a united labor move­ ment—is vigorously campaigning for final passage of the bill, and will con­ tinue to keep the forces of the AFLCIO marshalled until the bill is passed and signed into law. r r 1 ', I-. I ' 1 Quaile qualified this statement by adding that "there are many fleets reg­ istered under flags of convenience . . . whose records are at least as good as those of fleets registered by other na­ tions," but he admitted that "if an owner wishes to put to sea an ill found, under­ manned and wornout ship, a flag of con­ venience is probably his best vehicle for doing so." In the background, the liquid petroleum carrier Yuyo Maru burns, as fireboats attempt to control the fires aboard the Liberian freighter Pacific Ares, a fiag of convenience vessel, following their collision in Tokyo Bay. At least 19 seamen are dead and 14 missing as a result of the Nov. 9th crash which occurred despite calm seas and fair visibility. Carrying iiquid petroieum products butane and naphtha, the fire aboard the LPG carrier Yuro Maru was successfully extinguished using recently developed LNG and LPG firefighting techniques like those covered in the LNG program at Piney Point (see centerfold of this LOG). In either case, flag of convenience fleets have proved to be unsafe vehicles operated without regard for crew safety, environmental protection or any consid­ eration other than profit. Lakes Seafarers Ratify New Contract Final ratification of a three-year Great Lakes contract was reached last month when Lakes Seafarers voted overwhelmingly to accept a new con­ tract and independent operators signed the SIU agreement. The new contract gives Lakes Sea­ farers the best wage, benefit and work­ ing rules conditions ever negotiated for unlicensed seamen on the Great Lakes. Among the highlights of the new con­ tract are large homly rate increases spread out over the next thrpe years. Retroactive to Aug. 1, 1974, all ratings wUl receive a 28 or 30 cents an hour increase and a 67 cents per hour cost of living adjustment. Further hourly wage increases will be added to the wage scales of all ratings on Aug. 1, 1975 and again on Aug. 1, 1976. In addition, cost of living adjustments will be added to hourly wage rates four times a year. These cost of living adjustments will add another 13 cents an hour to all wages earned after Aug. 1, 1974 and an additional 16 cents an hour to wages earned after Nov. 1, 1974. The cost of living increases are con­ sidered "add-on" adjustments until Jan. 1, 1976, when they will be rolled into the wage scale and treated as part of the standard hourly wage rate. The new contract dso offers Lakes Seafarers an early normal'pension. This means that after Jan. 1, 1975, any Sea­ farer on the Lakes with 20 years seatime and 55 years of age or older may be eligible for retirement. By working beyond this point. Lakes Seafarers will be able to raise their pension benefits. Increased fringe benefits and sub­ stantial changes in working rules have also been won by SIU members on the Great Lakes. Page 3 i •{ ' "In every case the loss ratio is very much higher than the figure for the rest of the world—for Somalia it is nine times higher—but there are, neverthe­ less, significant differences in loss ratio, tonnage afloat and average age between flags," Quaile said. Continuing, Quaile concluded that "the problem is not one of flag but of ownership or management." This con­ clusion was reached despite observa­ tions made in the beginning of his paper that the cause of the overwhelming majority of shipping casualities was hu­ man failure and that "Flag of conveni­ ence ships have suffered a vastly greater incident of human failure and ship fail­ ure" than other ships in the world fleet. ' i ;• ii ;V �When veteran Seafarer F. J. Mears, left, attends the Norfolk Informational meeting, he makes It a family affair. Bosun Mears' wife, Tony, a Norfolk cab driver, drives the 30-year SlU veteran to the Hall and his son Phillip comes along because he Is Interested In sailing with the SlU. Meeting officers and SlU patrolmen Richard Avery, left, Steve Papuchls, center, and Marvin Hauf chair Norfolk's October informational meeting. Norfolk holds a membership meeting on the Thursday following the first Sunday of each month. Norfolk Members Have Informational Meeting Each Month VI • O eafarers in the port of Norfolk hold an Infork? mational meeting on the Thursday following the first Sunday of each month. An informational meeting is held each month in every SIU port not designated as a Constitu­ tional port. These informational meetings perform the essential task of keeping all Seafarers abreast of the latest Union business and activities. At Norfolk's October informational meeting, Two SIU members, 24-year veteran Seafarer Dallas Hall, left, and 12-year veteran Seafarer C. C. Wil­ liams, wait in Norfolk's modern Union Hall for their membership meeting to begin. on the atatna of the Oil BUI, the number of new ships commg under SIU contract, the total amount welfare payments made to Union members during the month, as weU as a report on shipping in Norfolk. • ;=• NSA V _ P^ney^PoW graduate John "fioundtree, 7g"ht, brought his friend Davey Davis to the Norfolk Haii jg physical for the Harry Lundeberg School. Davis talked to his friend about sailing with the SlU and decided he would like to go to HLSS and start a seafaring career. ^ SIU patrolman Steve Papuchls, standing, talks to veteran SIU members Floyd Simmons, left, Clyde Marrlner, center, and P. 0. Adklns about shipping out of Norfolk after the membership meeting. These three veteran seamen have a combined 88 years of sailing with the SIU. 1 or.ii v-. .1) Vif-'- .i V, Clockwise from the left. Seafarers David Johnson, C. C. Williams, R. Allen, Lloycf Brlght and F. Payton pass time playing cards as they wait for a job call after the Norfolk meeting. , j An active port, many Seafarers in Norfolk turn out for their monthly Informational meeting. At the October meeting, over 120 Norfolk Seafarers attended. Page4 f.- , 'rnh/:,./ The modern SIU Hall In Norfolk Is the center of all Seafaring action in that port. ^ Seafarers Log .t'. �V'iw.---nt^V iijIKiw/'''"' Mdmferjy *i,-»<rTt ,<;•vv>„a;??r Blackwell Predicts 300 New Ships by 1985 Projection of deliveries on new U.S. Blackwell credits the great upsurge in ship construction through 1985 include ^ shipbuilding to the passage of the Mer­ 66 containerships of various types, 8 chant Marine Act of 1970, and said that barge carriers, 5 roll on/roll off vessels, the present orderbook for the shipbuild­ 35 liquid natural gas carriers, 63 tank­ ing industry is four times greater than ers fot domestic trade as well as 19 for in the months prior to the 1970 pro­ carriage of Alaskan oil, and 104 tank­ gram's enactment. He reported that the ers for offshore operations, according to Act had already created over 200,000 a detailed report recently submitted by man years of employment for the Amer­ Assistant Secretary of Commerce for ican maritime worker. Maritime Affairs Robert J. Blackwell to Blackwell's projections do not in­ the seapdwer subcommittee of the clude provisions for the additional ton­ House Armed Services Committee. nage that would be needed if the Energy Blackwell told the subcommittee Transportation Security Act is finally hearings ijhat his projection was based signed into law. He did report, though, on "an Malysis of the current fleet, the that if the oil bill is enacted, it would expected deniand for replacement of require an additional 69 tankers in the existing capacity at the end of its eco­ 265,000-ton class by 1980 and 100 of nomic life, and certain growth factors these ships by 1985. Since 1970, Blackwell estimated that to reflect increase in the levels of U.S. American shipbuilders had invested foreign commerce^." The .Assistant Secretary of Com­ $371 million in shipyard improvements merce als5 report^ that there are pres­ and expects that an additional $342 mil­ ently 94 merchant vessels either under lion wifl be spent in the next few years. construction Or on order at American He said: "With modernization and ex­ pansion currently planned, there will be shipyards. These vessels, valued at $4.2 billion sufficient U.S. shipyard facilities to and aggregating 7.9 million deadweight handle commercial shipbuilding require­ ments in the near future." tonSj include 9 LASH, 4 roll on/roll off Blackwell said that the present short­ vessels, 2 ore-bulk-oil carriers, 22 tank­ age of steel and other ship construction ers in the 35,000 to 89,000 dwt range, materials is having an effect on the 13 supertankers and 9 LNG carriers al­ ready under construction, as well as 34 boom in American shipbuilding, and he ships, mostly energy carriers, on order. warned that if the shortage continues Warrior Committee in Rotterdam Members of the ship's committee on the Warrior (Sea-Land) posed for a picture when the ship docked in Rotterdam, Holland recently. Seated are Frank Naklick, secretary-reporter (left) and Pablo Laterre, steward delegate. Standing are, from left: Laverne Quantz, ship's chairman; D. Papageorgiou, educational director; R. Hutchinson, engine delegate, and I. Perez, deck delegate. The Warrior is on a shuttle run from Felixstowe, England to Rotterdam. "it would mean longer building periods and delayed ship deliveries." For the past six months, Blackwell said the Maritime Administration had been considering awards of construc­ tion differential subsidy for the building of nuclear powered merchant vessels. Five companies: Pacific Lighting Ma­ rine Co., Globtik Tankers, Zapata Corp., Seres Shipping, Inc., and Aber­ deen Shipping, Inc. have applied, but no decision has been forthcoming. The awards, though, would be granied only, for the construction of nuclear super­ tankers. Blackwell said that construc­ tion subsidy for these type vessels would probably not be granted until further research was done on nuclear ship propulsion. In addition to his basically optimistic' report on merchant shipbuilding. Blackwell said that the long term outlook for shipping remains "very good" despite inflation and cutbacks in consumer spending. He said that "forward cargo book­ ings" on American-flag vessels "seem to be holding up well, and I don't see any recession-like fall off in shipping coming." Blackwell backed up his statement with statistics showing that overall U.S. foreign trade had grown from 426 mil­ lion tons in 1969 to 623 million tons in 1973, with the share of cargo car­ ried on American-flag ships rising from 4.5 percent to 6.4 percent. The Assistant Secretary of Com­ merce for Maritime Affairs also re­ vealed that American shipping officials would soon be meeting with the Soviets to make a start on modifying and re­ newing the unique U.S.-USSR bilateral shipping agreement which expires in little more than a year. In Takeover of Falcon Tankers Arbitrator Rules Money Due Union and Crewmembers Seafarers who served as crewmem­ bers aboard the Falcon Countess, Fal­ con Duchess, Falcon Lady and Falcon Princess before Mar. 13,1974 and were released by Falcon after that date, should contact SIU Headquarters. These men have money due them as the result of a labor arbitrator's ruling that, because Falcon had failed to no­ tify the SIU 90 days in advance of the Military Sealift Command takeover of these four tankers, the operator must pay compensation to both the Union and eligible crewmembers. This award was ordered by the arbi­ trator because Falcon was bound by the SIU tanker agreement to notify the Union 90 days in advance of any trans­ fer or sale of SlU-contracted ships. Falcon had notified the SIU on Mar. 13, 1974.of MSC's intention to take over the ships, but after periods ranging from 35 to 51 days. Falcon released the crews of each ship. Crewmembers who had come aboard one of the four tankers before this date, and remained aboard their ship until released by Fal­ con, will receive compensation for their wages based on the number of days left in the 90 day period when they were released. However, because all Seafarers have lost the right to sail aboard these ves­ sels, the arbitrator ruled that the total amount of wage compensation be di­ vided equally between the SIU and those specific crewmembers released by Falcon. The compensation for lost wages includes payment of overtime premiums as well as base wages. The SIU will also receive the opera­ tor's contributions to the various Sea­ farers Plans for each day of the 90 day period, even though the crews were re­ leased before the end of that period. To receive the money due them, excrewmembers who served aboard the Falcon Countess, Falcon Duchess, Fal­ con Lady and Falcon Princess before Mar. 13, 1974 and who were released after that date, should contact Edward X. Mooney, Headquarters Representa­ tive, c/o SIU Headquarters, 675 Fourth Ave., Brooklyn, New York 11232, tele­ phone (212) 499-6600. Pension Law's Provisions ;A . ' , ^ Continued irom Page 2 it is terminated and standards as to conduct of trustees with appropriate ob­ ligations to meet certain requirements. Also, the law sets up standards for extensive reporting and disclosure of pension plan matters of interest to worker beneficiaries and of course methods of enforcing the law's com- Unclaimed Wages The following two Seafarers have unclaimed wages due them from the time they spent on vessels of Motorships of Puerto Rico. The Seafarers are Joaquin DaSilva and Charles Nicola. Please con­ tact George Van Ausdall at Motorships Inc., 482 Hudson Terrace, Englewood i Cliffs, N.J. 07632, or call (201)871.0700. IL' tf/. November, 1974 mands and different effective dates for different sections of the law. The above capsuled summary sets forth highlight captions of the law's pro­ visions, as well as some of the technical language used. The special centerfold in the Decem­ ber LOG will attempt to break down some of these subjects and their tech­ nical expressions into language more readily understandable by the average person, as distinguished from profes­ sionals and technicians. Of course the special centerfold will contain explanations based upon the law as analyzed by our general counsel, certified public accountant, actuaries, technicians and staff. However, the law as interpreted, ex­ plained and applied by the courts will be the controlling factor at all times, and as with other laws, will probably take several years before final court in­ terpretations are handed down. Ken Lapenteur receives help in preparing for his GEO examinations from social studies teacher Jean Magrini. Brother Lapenteur became the twentyfifth GEO graduate of the Harry Lundeberg School. He also achieved his QMED-FOWT ratings through the school's upgrading program. Seafarer La­ penteur ships from the port of New Orleans, which is also his hometown. Pages •h. i '"I 'A ri �\ The Committee Page Sea-Land Venture Eagle Voyager Committee •'i I The ship's committee aboard the Sea-Land Venture goes over some contrac­ tual questions with SlU Patrolman Tom Gould, seated center, at a payoff in the port of New Orleans last month. Committee members, standing from the left are: Joe Pettus, deck delegate; Bayard Heimer, engine delegate, and Johnny Young, steward delegate. Seated left is Charles Boyle, ship's chair­ man, and seated right is Sam Davis, secretary-reporter. Formerly known as the SL-180, the Sea-Land Venture was launched in 1971 in Bremerhaven, West Germany. She is 720 feet in length and carries 733 containers with capacity for 152 temperature controlled units. Usual run for the Sea-Land Venture \s the Gulf to Europe. The head of the Eagle Voyager's deck crew and chairman of the ship's com­ mittee is Recertified Bosun R. Johnson, right. Right to left from Brother John­ son are fellow committee members Jim Matheson, deck delegate; Jesus D. Reyes, steward delegate; Robert Kiedinger, secretary-reporter, and Felipe Torres, engine delegate. Photo was taken at the vessel's payoff on Nov. 4 at Stapieton Anchorage off Staten Island. The Eagle Voyager has been running coastwise, but is now enroute to the Gulf of Mexico to pick up a load of corn destined for the USSR. Panama Committee Maumee Committee 4 I i' I t, y & % Recertified Bosun Arthur Beck, left, of San Francisco joins brother Seafarers in the Panama's committee for a quick photo while discussing Union business with SlU Patrolman Ted Babkowski, seated, at the ship's payoff Cot. 12 in Port Elizabeth, N. J. Standing left to right from Ship's Chairman Beck are committee members J. Lugan, deck delegate; Abe Rosen, steward delegate; H. Vina, educational director, and Tom Hoiman, engine delegate. Before signing articles on Sept. 20, the Panama had been laid up at the Willamette Shipyard in Richmond, Calif, for repairs. The containership Panama runs intercoastal and to Europe. Sam Houston Committee J. R. Thompson of Houston, standing right, a graduate of the Bosuns Recertification Program, is now sailing as head of the deck gang aboard the SlU-contracted T-5 Navy tanker Maumee. Standing to Ship's Chairman Thompson's right are committee members Joseph Spell, deck delegate; Benjamin Davis, engine delegate; Vasser Szymanski, secretary-reporter, and crewmember Allen Spell, a QMED. Seated is SlU Representative Ted Babkowski filling out a patrolman's report on the Maumee's payoff in Carteret, N. J. last month. On her most recent voyage, the Maumee called at ports in Spain, Scotland, Trinidad and South America. Delta Brasil Committee The ship's committee aboard the Sam Houston headed by Recertified Bosun Ctto Pedersen, third from left, poses for a photo in the new LASH vessel's lounge during a payoff in the port of New York last rhonth. The entire com­ mittee is, from the left: Gary Bryant, engine delegate; Eden Ezell, Jr., deck delegate; Bosun .Pedersen, ship's chairman; Michael Toth, secretary-reporter, and Ambrosia Fachini, steward delegate. The Sam Houston, one of three new LASH/containerships operated by Waterman, was built under provisions of the Merchant Marine Act of 1970. This Act has enabled Water­ man, as well as many other American shipping companies, to once again compete effectively with foreign-flag operators. Page6 At a payoff in the port of New Orleans, the ship's committee of the SlUcontracted Delta Brasil headed by Recertified Bosun Edward Rihn, right, gathers for a photo in the ship's lounge. They are from the left: Bill Coley, educational director; Nathaniel Garcia, engine delegate; John Klondyke, deck delegate; Edward Sinush, steward delegate; Bill Marion, secretaryreporter, and Bosun Rihn, ship's chairman. The committee reported no beefs or contractual disputes at the New Orleans payoff. The Delta Brasil is on the South America service. Seafarers Log �•• I Bosuns at HLSS Take Red Cross First Aid Course At the SD^estioii of bosims attending the Recertification Program at Piney Point, a first aid course, taught by a certified Red Cross in- structor, has been added to their pro­ gram. In die fntore, all Seafarers going flirongh die Bosims Recertifi­ cation Program will be required to take this course. This Red Cross first aid course in­ cludes instruction in all aspects of practical first aid work, including the use of artificial respiration, the appli­ cation of emei^ency methods to stop bleeding, as well as various bandag­ ing and splinting techniques. Upon completing the one-month course, the bosuns in the Recertifica­ tion Program will take a one hour Red Cross test. If they pass, they re­ ceive a first aid certificate and a cardiac pulmonary resuscitation cer­ tificate. By taking this course, the bosuns going through the Recertification Program will add another facet to their ahUity to help maintain a safety conscious, alert and well trained SIU Bosun John Hazel practices artificial respiration on a specially constructed dummy during the Red Cross first aid course crew that can remain on top of any situation. ttiat has been incorporated into the Bosuns Recertification Program. I i ' IJ. i' •t Bosun Stanley Krawczynski ties a bandage around the head of Bosun Bertil Hager. This bandage is used to bind an ear wound. Looking like the Spirit of 76, SIU Patrolman Mark Evans sits quietly as Bosun Tom Brooks applies a full head bandage. This bandage is used when a man has injured a temple or the top of his head. Practicing his tourniquet technique, Bosun Walter LeClair uses the arm of Bosun Bill Funk to sharpen his emergency first aid skills. First Aid Instructor Jimmy Houser (standing) lectures on the symptoms of heart failure during the Red Cross-sanctioned course Using a spiral bandage on the arm of Bosun Michael Casanueva, Bosun Ed Wallace practices a technique used to stop the bleeding from a laceration, as Bosun T. A. Tolentino looks on. Page 7 ' NbvektiMv 1974 -jr' �GEP Program's First Pensioner Headquarters Notes WW 2 PW Escapee, Gefs High School Diploma by SIU Vice President Frank Drozak| • War Bonus Arbitration TTiis past spring, an impartial arbitrator ruled that all claims for the payment of Vietnam War bonuses prior to Jan. 9, 1974 must be honL^SnsiSlNleieicach payments after that date are denied. Therefore, any Seafarer who has Vietnam War bonus payments due for work done prior to Jan. 9,1974, should contact the company for his money. It had been the contention of the Military Sealift Command that they were not required to reimburse steamship companies for war bonus payments after the date of July 1, 1973 with the end of the Selective Service Act. However, the arbitrator decided that claims up till Jan. 9, 1974 must be honored. Sabine Tankers Organizing Drive Our organizers are continuing to meet with Sabine Tankers' unlicensed sea­ men in order to maintain our strength aboard these ships and we find that ou; support keeps growing. Presently we are awaiting the decision of the National Labor Relations Board in the case of Sabine Tankers' dismissal of one of its workers for supporting the SIU. At the same time, we are also preparing our position for the NLRB hearing which will be held this month on the broader issue of Sabine's alleged illegal conduct during a pre-election campaign for the certification election held last February to decide what union will represent Sabine's unlicensed seamen. if- Bosuns Recertification Program I am proud to tell you that 11 Seafarers graduated this month from the Bosuns Recertification Program bringing to 165 the number of our men who have successfully completed the two=month program. On page 11 of this issue of the LOG you can see the photos of each of these brothers and read some background about them. You will also find on that page a list of the bosuns who htrve graduated the program since it began in June of 1973. I want to congratulate these 11 Seafarers and wish them smooth sailing in the years ahead. They are: "Ole" Olson; Mack Brendle; Arne Eckert; P. G. Wingfield; Jimmy Foster; Tony Palino; Nick Bechlivanis; J. W. Allen; Roy Meffert; Vincent Grima, and Cyril Mize. Also, in an effort to constantly improve our upgrading programs, we have instituted a first aid course as part of the bosuns' curriculum. Given on Tuesday and Thursday while the bosuns are in Piney Point, the first aid course is cer­ tified by the American Red Cross. A full page photo layout on the program can be found on page seven of this issue of the LOG. v '?• r k Firefighting Until the U.S. Maritime Administration's new firefighting school opens in Earle, N.J.—probably sometime in late January—courses are being held at the Navy Damage Control School in Norfolk, Va. Dates for this month are: Nov. 18 and Nov. 29. This is a one-day course that may prove to be among the most useful classes you have ever taken. Not only could the course mean the difference between life and death aboard ship, but it could also help you get a job aboard the high technology vessels of the future on which a firefighting endorsement may be mandatory. Anyone who hasn't obtained this endorsement should see the Port Agent or any SIU patrolman in his port and find out how he can take the one-day course. •1 *A* Seniority Upgrading In connection with firefighting, it was good to see at this month's member­ ship meeting in New York that some of our seven 'A' seniority upgraders re­ ceived their firefighting endorsement along with their full books. These men are securing their jobs by not only getting their full 'A' book but also by making sure they have an endorsement that may be required by the Coast Guard in the future. The seven brothers who received their full 'A' book this month bring to 120 the number of Seafarers who have completed this one-month program. I congratulate each of them and wish them good luck in the future. They are: James McParland; Frank Adams; Bob Keith; Doug Heller; Ronnie Laner; "Bud" LeClair, and Duane Stevens. New Ships Aries Marine/Westchester Shipping's Golden Endeavor will tentatively be delivered this month while their Golden Monarch is scheduled to be launched in March or April of 1975. Delta Steamship is chartering the Marymar for one year from Calmar Lines. The ship was laid up when Calmar had to cut back on her intercoastal service. Delta hopes to crew the vessel this month for runs from the Gulf of Mexico to the West Coast of Africa. Pages J,, Brother Leo Moval, right, the first SIU pensioner to receive his high school diploma through the GEO program at the Lundeberg School, studies with a Trainee who will soon be going out to sea. Young trainees and older Seafarers often work together at the HLSS and help each other both in academic and vocational areas. Seafarer Leo Moval, 57, recently became the first SIU pensioner to re­ ceive his high school diploma through the GED Program offered at the Lunde­ berg School in Piney Point, Md. Bom in Aland Island, a possession of Finland, Brother Moval went to sea for the first time at the age of 13. The story of his career is typical of the great heroism shown by the Brothers of the SIU during the Second World War. Seafarer Moval came to the United States in 1940 and shipped on an Amer­ ican oil tanker that was sailing under the Panamanian flag. The ship was on a run to Dunkirk, France and was sunk in the Battle of Dunkirk. He was res­ cued in the English Channel and made his way to Bordeaux. In Bordeaux, he caught a British tanker, one of the last Allied ships in the area. However, the Bordeaux Harbor had been mined and the tanker hit a Ger­ man minefield as it left the port and was destroyed. One of four survivorSj Brother Moval was again rescued, but he was later captured by the German Army and placed in a prison camp in France. Seafarer Moval escaped twice and was caught twice. His third escape at­ tempt was successful, and he managed with the help of the French and Ger­ man undergrounds, to make his way to Sweden. One month later he caught an English ship making a mn to South America and finally made his way back to the United States. He worked ashore during 1942 until he succeeded in getting his necessary seaman's documents. After joining the SIU, Brother Moval's first ship took him to the invasion of Casablanca. He re­ turned to the U.S. and immediately shipped out again, this time as a chief steward. For the duration of the war, Moval shipped as a member of the SIU. He served in the D-Day invasion of Anzio Beach and the invasion of Okinawa. Seafarer Moval continued sailing in the steward department until he had a heart attack while serving aboard the SS Manhattan, and had to retire. "The SIU has been so good to me," said Brother Moval. "I remember our hard fight for the pension plan and our great victory when we got it. It is the best thing that could happen for Seafarers. I know. I saw too many oldtimers thrown away like old dishrags. Without this plan, myself and so many other Seafarers just simply couldn't make it." After retirement. Seafarer Moval did volunteer work for awhile but found it didn't take up enough of his time. "I feel that a day you don't learn some­ thing is a day wasted," Brother Moval said. "I decided that I'd wasted too many days since I retired." So he ap­ plied for admission to the Lundeberg School GED program. "The GED program is great, and the teachers are outstanding," he said. "They take a personal interest in each student and I'm especially grateful to Margaret Nalen for all the help and encouragement she's given me." Mrs. Nalen is the director of academic education. When Leo Moval, who first learned to speak English by reading newspapers and consulting a dictionary, received his high school diploma a few weeks ago, he said. "The SIU made it possible. They won our fine pension plan and they built this beautiful school. I'm proud to be a member." He returned home to Baltimore where he lives with his wife, daughter and stepdaughter. "When I get home," Brother Moval said, "I'm going to at­ tend the community college. I want to work on a major in history or political science." Notify Union Of Address Change In order to insure that every Seafarer continue to receive all benefits due him, when a member changes his address he should im­ mediately notify Union Head­ quarters. Members should notify the Rec­ ords Department, Seafarers Inter­ national Union, 675 Fourth Ave­ nue, Brooklyn, N.Y. 11232. They should also include their Social Security number and book number with the new address. Seafarers Log V.-, . .1 -f: .ii-i:, �Activities By B. Rocker Cargo Preference Bill SIU has been deeply committed for many months in a struggle to win passage of H.R. 8193, to guarantee a percentage of oil imports to U.S.-flag ships. Our representatives have met with other labor organizations to prepare information and statements to clarify some oi"(BL*puints to members of the House of Representatives and the Senate. Last month the bill was in a House-Senate conference committee to work out some differences in the House and Senate versions. That committee finished work and sent the final draft back for approval. The House passed the con­ ference report; the Senate did not take action. We are awaiting the return of the Congress from its month-long recess so that the Senate can vote. While members are out-^many of them at home campaigning—we have not been idle. An ad hoc committee has been formed with other labor groups and this committee is continuing to hold meetings to discuss further action as we come down to the wire. Reorganization of the House of Representatives The Boiling Report, which proposed major changes in the standing com­ mittees of the House, has failed. The proposal which would have hit Seafarers hm-dest was that the Merchant Marine and Fisheries Committee be dismantled and its functions scattered to several other committees. A report from another committee, chaired by Chairman Julia Hansen, was offered as a substitute for the Boiling Report. The Hansen Report gave added jurisdiction to Merchant Marine and Fisheries. On Oct. 8, the House voted to accept the Hansen Committee Report. Deepwater Ports On Oct. 9, the Senate passed S. 4076, its version of the deepwater port bill, which authorizes the Department of Transportation to issue licenses to own, build and operate deepwater ports. The House version, H.R. 10701, gives licensing authority to the Interior Department. PensioB Plan RegulaticHi Our representatives in Washington have kept in close contact with Labor Department and Treasury Department people since the Pension Bill waspassed and signed into law. The law gives broad guidelines for private pension plans, but Labor and Treasury representatives are still charged with the responsibility for regulations. These regulations help to clarify the broad guidelines spelled out in the law. The SIU is working closely with those charged with writing regulations to make certain that the rights of Seafarers are fully protected and guaranteed. (See story on Page 2.) National Maritime Council At its regular meeting this month, attended by SIU President Paul Hall, the National Maritime Council set qp a special committee to determine public relations policy. The Council seeks to promote the intere..;ts of the American merchant marine by encouraging U.S. businesses to ship American. The new committee will coordinate a speakers' bureau, prepare texts and spell out policy. This will give unity to statements made by high-level manage­ ment members of the Council when they appear and speak throughout the "country. Congressional Budget Reform Government spending has a direct effect on the cost of living of every American family. Studies show that increased costs are a leading concern of most Americans. Recent Congressional action may refiect the concern of the people. Congress has lost much of its power of legislative initiative to the Executive branch over the years. In large part, the problem has been the inability of this rather cumbersome body, with many powerful leaders, to speak with a single voice for its 535 members. Government is complex, and growing, and each member has interests which are specifically related to his constituents and his district. In an effort to reassert Congressional control over government spending, a joint study committee was appointed to make recommendations. As a result, a bill was passed to create new House and Senate committees to analyze budget options and prepare budget resolutions. The way the system operates now, the President prepares his budget, with input from his departments, coordinated through the Oflfice of Management and Budget. He submits the budget to Congress and they act on his proposal. Existing practices foiled Congressional control over how much the federal government spent. The bill will provide procedures to limit backdoor spending and to force the President to spend impounded funds. House and Senate Budget committees will study and recommend changes in the President's budget. They will then draw up a resolution with a tentative, alternative Congressional budget. The bill creates a Congressional Budget Office to provide experts and com­ puters to absorb and analyze data. Appoint SIU Official to Committees On Puerto Rican Minimum Wages An elected SIU oflScial has been ap­ pointed by the U.S. Secretary of Labor to two Puerto Rico Minimum Wage In­ dustry Committees as a representative of labor. Headquarters Representative Ed­ ward X. Mooney was nominated for appointment to these committees by AFL-CIO President George Meany. The first committee met in October to hold hearings on new proposed Fed­ eral minimum wages for the plastic, rub­ ber and jewelry workers in Ihierto Rico. The second committee will meet this month to study minimum wage rates for Puerto Rico's tobacco workers. As required by law, all committees reviewing new minimum wage propos­ als in Puerto Rico are composed of representatives from labor, business and the public. 'SIU oflScial Mooney was joined by C. Stephen Clem, Jr. of the United Rub­ ber Workers and Benjamin Feldman of the Leather Goods, Plastics and Nov­ elty Workers International Union as the labor representatives on the Committee hearing new wage proposals for the plastic, rubber and jewelry workers. On the second committee which will review minimum wage rates for tobacco workers. Brother Mooney will be joined by Wallace Mergler of the Tobacco Workers International Union and Anne Draper of the AFL-CIO Department of Research as labor's representatives. Delayed Benefits The following membcn have had (heir benefit paymenti held up because fliey failed to anpply complete Information when filing their clalnu. Please con. tact Tom Cranford at {212) 499-6600. Social Sicuflty Number Union Name ' Antonoppuloii •»••••" • Lewiif SiTii Di 1111 > t •«I > • f Fitte. Bi f II I11»1,11111111 r Novembtr, 1974 .. 1. 1, .. ,, ,1 .. ,, .. ,, ,, 112-50-0840 297-01-0726 433-20-3774 363-36-7788 019-40-5970 212-20-6272 236-80-5966 435-16-2901 423-05-3272 278-46-2628 070=^70-3602 UIW IBU IBU A&G UIW A&G A&O IBU A&G UIW A&O Seafarers are urged to contribute to SPAU. It Is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. AFL-CIO Labor Studies Center WASHINGTON — The AFL-CIO Labor Studies Center was formally dedicated this month by President George Meany before a large audience of trade union leaders and educators. Speaking on the grounds of the 47acre campus located in Silver Spring, Md., President Meany said: "We realize the need for education— not just for the citizenry as a whole— but special edncation for our own people . .. to make our people better, more intelligent trade unionists so that they can do their job better and make a better contribution not only to the people we represent but to this nation." AFL-CIO Secretary Treasurer Lane Kirkland said the new education center will "contribute greatly to the future growth of the trade union movement." The SIU was represented at the dedi­ cation ceremonies by Harry Lundeberg School Vice President Mike Sacco and a group of Seafarers who are in the Bo­ suns Recertification program and in various upgrading programs at the Lundeberg School. The purposes of the Labor Studies Center are to develop trade union lead­ ership through training and educa­ tional programs: to develop educa­ tional programs which will carry labor's basic philosophy to all parts of the community, and to involve trade union­ ists in the problems of the total labor movement. Plans for a college degree program leading to a bachelor's degree in labor studies are now under way, and a num­ ber of men and women in the labor movement are now studying for their degrees. •. (,i '4 ' �•i:- I;- Mack Brendle Seafarer Mack Brendle, 46, has been a member of the SIU since 1947, and has been sail­ ing as a bosun for the past 15 years. A native of Louisiana, Seafarer Brendle now ships from the port of Houston where he makes his home with his wife Carolan and their son. Ame Eckert Seafarer Arne Eckert, 38, has been sailing with the SIU since 1963, and has been shipping as a bosun for the past two years. Brother Eckert ships from the port of Seattle and makes his home in that city with his wife Diana and their three sons. I i $ I 4^ 4 P.G.Wingfield Seafarer P. G. Wingfield, 52, has been sailing with the SIU since 1948, and has been ship­ ping as a bosun for the past five years. Born in Roanoke, Va., Brother Wingfield now ships from the port of Jacksonville and makes his home there with his wife Margie and their son. James Foster Seafarer Jimmy Foster, 51, has been sailing with the SIU since 1944, and has been shipping out as a bosun since 1947. A native of Mobile, Ala., he ships from that port and makes his home there with his wife Bonnie and their two children. Anthony Palino Seafarer Tony Palino, 47, has been a member of the SIU since 1946, and started shipping out as a bosun 15 years ago. A native -f of New Jersey, Brother Palino still makes his home there. He ships out of the port of New York. Nicb"lqs Bcchlivanis Bosuns Recertificafion Program Providing More Knowledge Another class of bosuns graduated from the SIlTs Bosun Recerttfication Program this montii, and soon they will go aboard the SlU's contracted ships with a greater knowledge and understanding of their Union and the entire maritime industiy. Through this program, flie SIU is continuing to provide its contracted companies with Seafarers who are highly qualified to be leaders of the unlicensed seamen aboard ship. With the graduation of this class, the total number of bosuns to have gone through the program is now up to 165. Bosun Rich Newell, from flie port of Houston, was originally in this class. However, upon coming up to Headquarters—after completing the one-month stay at Piney Point—Brother Newell was taken ill and had to return home. • ' }' i Following are the names and home ports of the 165 Seafarers who have I. w., Seattle Jaadora, Stanley, New York " Janmn, Sven, New York Johnson, Ravaugbn, Houston Kerngood, Morton, Batthnore KleimoJa, WiUfam, New York Knoies, Raymond, San Francii^ , Edgar, Net dtfffladbi, Eak^ore Baker, Elmer, Hoestou Koza, Leo, Baltimore? Lamht^ Reidus, Landrun, Mannel, San Juan Lasso, Rolnsrt, San Joan yie, Jedn, New Orleans pivolne, Raymond, -- ^ • 1^, Hans, Settle Levin, Jacob, Baltimore Leyal,. Joseph, jphiladelphia . EJbby^ Geoj^e^ New Orleans Mackert, Robert, Baltimore Manning, Denis. Seattle Mattioli, Gaetano, New York McCaskey, Earl, New Orleans McGinnis, Arthur, New Orleans Meehan, William, Norfolk i^doin, James, Houston Bechiivanis, Nicholas, New Yoik r,Havid, Norfolk ]|^e,Jan,NewYoik lk>|ko, Stanley, San Eraachkca Boaey, Andrew, Norfolk aBrendle. Mack. Houston an, jEmest, Houston it, Vernon, Tampa George, New Orleans ' Burlm, Cieorge, New York "•"-•on, Ronald, New York long, Wttliam, Seattle Walter, Norfolk ^ Hormon, Hcnsfon Anthony, Houston Carbone, Victor, San Juan , ^ t>stro, GnUlemto, San Juan lestnnt, Donald, Mobile ',Rjcbard,SMtt Francisco , PiA-: ' Federsen, Otto, New Orleids . ' Pehlep,Fmleriok,!Vltfblle fence, Floyd, Hoiisftiw K , ' ferry, Vincent Grima " Seafarer Vincent Grima, 54, has been shipping out with the SIU since 1962, and has been sailing as a bosun for the past five years. A native of Malta. Brother Grima now makes his home in Brooklyn, N.Y. and ships from that port. « ' »: mm:'- . Piii Ik m^mrnk, Rains, Horace, Houston la, Vincent, New Y ioback,8wrt,NewYoJ _ / ^ iw Vork licks, Donald, New York -ges,. Raymond, . -, Mobile Hodges, RaymondtW., W., Baltimore Hogge, Elbert, Baltimore Homka, Stephen, New York .. Hhydc, Arw, Fhlladelphi Ipsen, Orta, New York Page 10 Viekko,Ne J Maurice Olson ^ Rivera, Alfonso, San Juan Rodnques, Lancelot, San Juan RodrlKoez, Ovidio, New York Ruley, Edward. Baltimore „ Schwara, Robert, Mobile Self, Thomas, Baltimore ' Selix, Floyd, San Francisco Sheldrake, Peter, Houston Smith, Lester, Norfolk ^kol, Stanley, lf»ron,lobn,J ' Seafateii' Cfjil Mize, 52, hq J Seen d member of the SIU since 1943. and began sailing as a bosun 10 years ago. A native of Oakland, Calif., Brother Mize now makes his home in Ajo, Ariz, with his wife Josephine and their daughter, He ships out of the port of San Francisco. Aathor^ New Yoi^ •w Roy Meffert Seafarer Roy Meffert, 56, has been sailing with the SIU since 1956, and has been ship­ ping out as a bosun for the past 13 years. A native of Louisville, Ky., he now makes his home in St. Petersburg, Fla. Brother Meffert ships out of the port of Jack­ sonville. CyrilMize Nicholson, Eogenc, Baltimore Nielsen, Vagn^ New York ' O^Brfen, WiMlanu New York <YCoanor» WiBlam, Seattte CS«ojti,Fred,Sasr" —• • Ison, Maurtce, . J.W.Allen Seafarer J, W. Al­ len, 47, has been a member of the SIU since 1953, and has been sailing as a bo­ sun for the past 10 years. A native of Tennessee: Brother Allen now makes his home in Ed­ monds, Wash, with his wife Bea and their four children. He ships out of the port of Seattle. Seafarer Maurice "Ole" Olson, 56, started shipping with the SlU in 1944, and began sailing as a bosun in 1946. A native of Milwaukee, Wise., Brother Olson now makes his home in Somerville, Mass, where he lives With his wife Doris and three children. He ships out of the port of Boston. ' MerriU, Charles, Mobile ^ Michael, Joseph, italtlmore Clyde, Seattle Jacksonville Monardo, Sylvester, New Orl^ Morris, Edward Jr., Mobile Morris, William, Baltimore Moss, John, New Orleans Moyd, Ervin, Mobile Mollis, James, Mobile Murry, Ridph, San John, San Francisco , ; ^ William, New York . ., «.-v., o, Cbartes, Hourtpn Richard. Houston New York J Wte' '' Seafarer Nick Bechlivanis, 58, has been sailing with the SIU since 1947, and started shipping out as bosun five years ago. A native of Greece, Brother Bechlivanis ships from the port of New York and makes his home in Brooklyn, N.Y. with his wife Despina and their three children „ Tlcer,Dan,S Tillman, William, San F„ Tirclll, Enrico, New York Todd, B^symond, New Ortehhi Turner, Paul, New Orleans Wahaco, Ward, Jacksonville Wallace, William, Mobile Wardlaw, Richard, Honston ,, / Weaver, Harold, Houston • :;^hitmc^.:Alaii. New Yorit Wlnghold, f, G. Jacksonville |^orkm«n#H«M»er*;Ncw Orleaiiii; lEaragoasa, Roberto, New York h-: �Robert Keith Seafarer Robert Keith, 22, gradu­ ated from the Harry Lundeberg School in 1971 and re*turned to Piney Point in 1974 to obtain his AB tick­ et. Brother Keith lives in Philadelphia with his wife, Kathryn and ships from the port of San Francisco. Doug Heller Seafarer Doug Heller, 20, gradu­ ated from the Harry Lundeberg School in 1971. Prior to at­ tending the Senior­ ity Upgrading Pro­ gram, Brother Hel­ ler obtained his third assistant cooky rating at Piney Point. Born in Detroit, Brother Heller makes his home in New Orleans and ships out of that port. i " I' This month seven mo/e siiccessfn%> ^ flie SIlPs Siniority Upg^^ aiuS took oath of obhgaiiQh at the generfkl lemberahip meeting in New Yoik. S EstahUshed tohelp piepaio oar mein^ blip for the innovadons aboard fly constructed ships, the Seniority Duane Stevens Seafarer Duane Stevens, 23, gradu­ ated from the Harry Lundeberg School in April of 1972. Brother Stevens re­ turned to Piney Point to obtain his AB ticket before at­ tending the Senior­ ity Upgrading Program. A native and resident of Husser, La., he ships out of the port of New Orleans. Dpi^dihg Program also serves ^e these thiion members with a anderstanding of the SIU's operatii apd problems. These seven Seafarers bring the toi nnmber of men who have attained ^ai^rtatiisthpU James McParland Seafarer James McParland, 24, has been sailing with the SlU since 1971. Prior to attending the Seniority Up­ grading Program, Brother McParland obtained his QMED rating at Piney Point. A native of Brooklyn, he still makes his home there and ships out of the port of New York. ,. .. Following dre the names ;^dains, Francis, Deck ^len, Lawrence, Engine AUison, Muipfc^, Engine Andrepont, P. Engine Arnold, Mott, E^k Bartol, Thomas, Deck IfoxtetvAian, Engine |Bean,.E hi. Deck- „ • B^uverd, Arthur, En|^ Bellinger, WiUJiam, Steward Blaeklok, iUchard, Engine Bolen, Timothy, Deck Bnrke, Lee Roy, Engine Buirke, Timothy, Deck Castle, Stephen, Deck Ci^, Garrett, Deck ConkUn, Kevin, Engine Cnnningham, Robert, Deck Daniel, Wadsworth, Engine Davis, William, Deck DiWf John, Engine Derice, Michael, Engine Deskins. WiUiam, Steward Maximo, Engine Ewing, Lany, Steward Fanner, WBliam, Deck Fila, Marion,] Frost, Stephen, Garda^ Robert, Deck Gilliam, Robert, Steward Gutay, Raul, Steward Gower, David, Engine Grabam, Patrick, Deck Grimes, M^:R., Deck^ ^ Hart, Ray, Deck Hawker, Patrick, Deck Haynes, Blake, Engine Heick, Carroii, Deck Heller, Douglas, Steward Humason, Jon, Deck Hnmmerick, James, Jr., Steward Hiatchinson, Richard, Jr., Engine Ivey, D. E, Engine Johnson, M., Deck Jones, Leggette, Deck ]^ KeDi^Tiiomas, Engine Keith, Robert, Deck .eliey,John, Deck ae Kemey, Paul, Engine Kirksey, Charl^, Engine Kittleson, L, Q., Deck Knight, Donald, Engine Koaetes, Johnnie, Deck Kmic, Lawrence, Deck LeClair, Lester,Steward Lehmann, Artbnr, Deck completed the 'A' Seniority Upgrading Program. T^sch^ Robert, Deck Sanders, Darry, Engine Lundeman, Louis, Deck Sanger, Alfred, Deck Makarewicz, Richard, Engine Shaw, Ronald, Engine iHanning, Henry, Steward Simonetfi, Joseph, Steward iMarcus, M. A., Deck Simpson^ Spiirgeon, Engine McAttdhew, Martin, Engine Sisk, Keith, Deck iHcCabe, John, Engine iy ^ B., Steward ~ McC^, T. J., Engine Smitb, Robert, Deck^ McParland, James, Engine Spell, Gary, £^ne IVitiiix, R. G., Jr., Engine Speii, Joseph, Deck ivRranda, John, Engine Spencer, H. D., Engine ; Moore, C. M., Deck Stauter, David, Engine Moore, George, Deck Stevens, Duane, Deck Moore, William, Deck Svoboda, Kvefoslar, Engii Mortier, William, Deck Tanner, Leroy, Engine Painter, Philip, Engine Thomas, Robert, Engine, Paloumbis, Nikolaos, Engine Thomas, Timothy, Dect Trdnor, Robert, Deck Parker, Jason, Deck Utterback, Larry, Deck Poletti, Pierangelo, Deck Vain, Thomas, Deck Reamey, Vaifon, Sidney, Engine Vanyi, Thomas, Stev Vokmir, George, Deck ^ William^ Dec! Walker, Marvin, Engine Rivers, Sam, Engine Wambach, Albert, Deck Roback, lames. Deck Rodi%nez, Charles, Engine , Steward John, Deck RtHinie Laner ~ Seafarer Ronnie Laner, 28, gradu­ ated from the Harry Lundeberg School in 1970. Prior to obtaining his full A book. Brother La­ ner earned his QMED rating at Piney Point. A resi­ dent of Franklin, N. J., he ships out of the port of New York. Lester LeCIair Seafarer Lester "Bud" LeClair has been sailing with the SlU for eight years. Prior to attending the Seniority Up­ grading Program, Seafarer LeClair upgraded to chief steward at Piney Point. He makes his home in San Fran­ cisco and ships from that port. Francis Adams Seafarer Francis Adams, 20, gradu­ ated from the Harry Lundeberg School in 1971. Brother Adams returned to HLSS and received his AB ticket before attending the Sen­ iority Upgrading Program. A resident of Baltimore, he ships out of that port. Get Passports All Seafarers are advised that they should have United States passport books and should carry them with them at all times. Seafarers have encountered problems in some areas of the world because they did not have passports, and the problem seems to be increasing. In- addition, many Seafarers have not been able to make flyout jobs to foreign countries be­ cause they lacked passports. A U.S. passport can be secured in any major city in the country. If you need assistance in getting a passport, contact your SIU port agent. To Preserve a 'Lifeline', Seafarers Donate to Blood Sank 'A* Seniority Upgrader Ronnie Laner (left) and Recertified Bosun Cyril Mize make their contribution to the SIU Blood Bank by donating a pint of blood.at the SIU Medical Clinic at Headquarters. Both men know the necessity of keeping the Blood Bank as full as possible because it is a lifeline for SIU members and their families. Seafarers Laner and Mize were in New York last month completing their necessary time in the Upgrading and Recertification Programs. Nurse Cheryl Edel assists in the process. November, 1974 Page 11 �•Jf, •^ . ... ......rTI DISPATCHERS REPORT. OCTOBER 1-31, 1974 Port Boston New York .... Philadelphia . Baltimore ... Norfolk Tampa Mobile New Orleans . Jacksonville . . San Francisco Wilmington .. Seattle 6 103 10 28 11 3 26 79 46 51 22 20 14 58 0 0 2 0 9 13 8 9 3 521 Puerto Rico .. Houston . , .. Piney Point .. Yokohama ... Alpena Buffalo Cleveland .... Detroit Duluth Frankfort .... Chicago Totals 1 f- TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York Philadelphia . Baltimore . .. Norfolk Tampa Mobile New Orleans . Jacksonville . . San Francisco Wilmington . . Seattle Puerto Rico .. Houston .... Piney Point . . Yokohama ... Alpena .Buffalo Cleveland .... Detroit Duluth Frankfort .... Chicago Totals 1 21 1 7 3 1 4 10 7 9 8 10 0 12 0 2 0 1 3 2 3 0 1 106 1 0 0 0 0 2 0 1 1 0 1 0 0 0 0 2 2 0 2 2 2 0 2 18 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 0 0 2 0 20 66 0 13 4 0 7 25 0 10 1 1 3 8 0 7 19 0 23 48 1 10 30 0 35 7 0 2 9 0 5 12 0 3 7 0 3 41 0 11 0 2 4 1 8 3 8 2 1 1 24 9 11 21 13 25 14 8 12 9 0 13 3 3 6 85 147 402 REGISTERED ON BEACH All Groups Class A Class B Class C 12* 195 20 65 20 13 61 144 68 128 60 63 26 186 0 4 5 3 8 18 5 4 5 1,123 3 48 5 9 9 2 13 23 15 25 16 23 0 43 0 1 1 2 2 2 1 1 1 245 1 4 0 0 1 1 0 1 2 0 1 1 0 7 0 2 3 4 3 0 1 0 3 35 4 154 12 54 28 11 58 132 39 95 26 30 18 129 0 2 3 1 3^ 21 5 4 1 830 6 109 7 21 14 3 18 45 30 42 17 23 7 67 0 2 2 0 0 2 5 1 2 413 3 10 0 4 3 1 0 3 0 1 0 0 0 2 0 2 0 0 1 2 2 2 4 40 3 87 12 32 20 6 45 79 36 61 20 31 25 125 0 2 1 0 0 4 1 0 0 590 2 23 0 2 2 1 1 5 7 19 6 10 1 14 0 0 0 0 0 0 1 1 0 95 1 0 0 0 0 0 0 0 1 0 0 0 0 1 0 1 0 1 0 0 0 1 2 8 ENGINE DEPARTMENT 2 98 8 29 13 6 19 71 19 45 7 19 9 43 0 1 3 0 4 19 6 2 2 425 4 44 5 10 7 3 3 17 8 19 7 10 3 16 0 2 2 0 3 2 6 2 0 173 1 2 0 1 0 0 0 1 0 1 0 0 0 0 0 0 0 0 1 1 3 3 2 16 0 55 9 29 8 1 19 22 14 38 5 13 4 46 0 4 3 1 3 21 7 2 3 312 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 8 0 2 3 3 4 0 21 1 25 7 16 1 1 2 15 9 10 3 5 4 4 5 3 1 0 7 5 9 2 0 135 •r Port I ?• Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals STEWARD DEPARTMENT 0 43 4 11 7 3 18 35 21 30 8 23 11 48 0 0 ' 0 272 0 11 0 2 0 0 1 0 5 6 2 8 0 1 2 0 0 0 0 1 2 0 0 41 0 40 4 21 5 2 8 38 9 26 1 12 7 31 0 1 4 5 8 21 4 18 5 270 1,488 2 100 15 26 14 6 15 43 35 55 12 30 11 43 22 2 4 2 3 8 6 3 2 459 879 1 0 3 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals . Totals All Depts 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 3 0 0 1 0 0 1 0 7 0 38 1 17 5 2 14 29 20 30 5 15 4 24 0 1 3 1 2 11 3 6 3 234 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 5 8 0 6 0 2 1 0 24 1 26 8 6 6 2 7 12 8 10 2 9 2 3 9 I 1 1 1 4 3 1 2 125 ENTRY DEPARTMENT 30 • 0 * 18 0 * * 26 5 25 24 ' * J; 17 252 948 407 130 - 4 64 9 32 19 6 20 70 13 44 8 21 16 48 I 0 0 3 5 7 22 6 12 4 433 2,982 7 210 20 58 38 6 48 98 56 131 43 42 35 117 0 1 2 5 5 10 7 5 2 946 1,699 14 61 1 11 14 0 0 20 6 12 0 5 4 73 0 8 67 16 28 67 16 14 39 476 559 PRESroENT PaulHaU SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS €75 4 Ave, Bkiyn. 11232 (212) HY 9-6600 ALPENA, Midi. 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. BaltimoK St. 21202 (301) EA 7-4900 BOSTON, Man. 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y.... .290 Franklin St. 14202 SlU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, ni.. .9383 S. Ewing Ave. 60617 SIU(312)SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROrr, Mich. 10225 W. lefferson Ave. 48218 (313) VI3-4741 DULUTH, Mlna 2014 W. 3 St. 55806 (218) R A 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) EL 7-2441 HOUSTON, Tex. ... .5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla..2608 Pearl St. 32233 (904) EL 3-0987 JERSEY CTTY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala.. ....IS. Uwrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St 23510 (804) 622-1892 PADUCAH, Ky. 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1321 Mission St. 94103 (415)626^6793 SANTURCE, P.R..1313 Fernandez, Juncos, Stop 20 00908 (809) 724-2848 SEATTLE, Wash .2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gnvob Ave. 63116 (314)752-6500 TAMPA, Fla. .312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio .... .935 Summit St. 43604 (419)248-3691 WILMINGTON, CaBf. 510 N. Broad St. 90744 .(213) 549-4000 YOKOHAMA, Jq^ ....... .P.O. Box 429 Yokohaaui Port P.O. 5-^NiiioiiOlidori Naka-I^ 2^1-91 201-7935 Ext 281 As reported at this month's general membership meeting In New York, shipping has slowed down somewhat over the past month. This Is do mainly to the rush In shipping we experience each year after Labor Day, and the fact that a number of U.S.flag vessds are laid up awaiting cargoes. The slowdown In shipping, however. Is only a temporary situation. Several ships are crewlng up this month and as usual shipping picks up around the Christmas holidays. We are also expecting a successful vote on the Enc^ Transportation Security Act late this month, which should have an Immediate effect on U.S. flag shipping. Page 12 ' Seafarers Log �Delta Brasil Pays Off After South American Run SS Delta (Delta Line) had a smooth payoff last month In New Orleans after one of her South America mns. The 522-foot long vessel has two regularnms: from ffie U^. Gnlf to West Africa, and from the Gulf to Central America and North Brazil. The general cargo ship is a floating "grocery store," and rarries types of cargo bom "sonp to nuts." The Delta Brasil was buUt in 1968 at Ingalls Shipyards in Pascagonla, Miss. She is one of five sister ships built for Delta Line that year; the others are the Delta Argentina, Delta Paraguay, Delta Uruguay and Delta Mexico. The C-2 ship has a deadweight tonnage of 13,039, a horsepower of 11,660, and travels at a speed of 18.6 knots. She carries a full crew of 39 men. The Delta Brasil (Delta Line) at the docks in New Orleans at payoff last month. Able-seaman John Klondyke gets his book back from SlU Patrolman Stanley Zeagleras Crew Messman R. B. Kelly looks on. i Cook and Baker Calvin Troxclair at work in the galley oh the Delta Brasil. Wiper Antonio Villanueva (left) and Steward Bill Marion get receipts from Patrolman Zeagler after making SPAD donation at payoff. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership.- This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. ..V .•• • . • ^ - ^^FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Wateris District makes specific provision for safeguarding the membership's money and Union itoanceSi The ('constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly JiD'ance committee of rank and file members, elected by the membership, makes examiiration each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and: ^parate findings. TRtfST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters Districf are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disburse­ ments .of trust funds are made only upon approval by a majority of the trustees. All trust fund financiaj records are available at the headquarters of the various trust funds. SIIIPFING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shirowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is; Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N. Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. November; 1974 PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. . EQUAL.RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or Information, he should immediately notify SIU President Paul Hall at headquarters by cettified mail, return receipt requested. Page 13 �•Pi I AT SEA "Old Timers" From Virginia SS Summit Crewmembers of the containership SS Summit (Sea-Land) donated $106 from the ship's fund to Mrs. Larry B. Kelly of Fallbrook, Calif., widow of AB Larry Kelly who died in a crane accident aboard this vessel at Captain's Bay, Unalaska, Alaska on Sept. 1. SS Wacosfa After running aground off Freeport, the Bahamas, the 8,673-ton container vessel, SS Wacosta (Sea-Land) was refloated showing bottom damage, but no leaks. On a coastwise run, the crew was paid off in New York on Oct. 21. SS Warrior Following a run from Rotterdam, the crew of the SS Warrior (Sea-l,and) was paid off in New York on Oct. 23. Then the 27,135-dwt ship left for the West Coast to deliver oil to Japan. SS Overseas Arctic The SS Overseas Arctic (Maritime Overseas) carried 50,000 tons of wheat to Chittagong-Chalna, Bangladesh this month after a payoff in New Orleans on Oct 14. Her last voyage was to Nigeria. SS Sugar Islander Sailing from New Orleans and San Francisco, the SlU-contracted SS Sugar Islander (Pyramid) carried a 24,100-ton cargo to Japan late last month. SS Delta Norte Three exchange teachers from Latin America—Eduardo Taroco and Mary Rivero of Uruguay and Nelida Giacobbe of Argentina—^received a complimentary voyage aboard the SlU-contracted SS Delta Norte (Delta Line). The educators will teach Spanish history, language and culture in New Orleans high schools this term. SS Delta Argentina Another free cruise aboard the SS Delta Argentina (Delta Line) went to Merchant Marine Essay Contest winner Robert T. Morgan of Gallipolis, Ohio who vacationed in Central America, north Brazil and Caribbean ports. The contest is sponsored aimually by the Propeller Club of the United States. SS Bradford Island The master of the SS Bradford Island (International Transport) received a letter of commendation and thanks from the crew for his "quick handling of a sick crewmember," Robert Lenleck, who was lifted off the ship while at sea by an Air Force helicopter. The ill seaman who suffered a heart attack was flown to a hospital in Honolulu. "Old Timers" from Mathews County, Va., AB 0. Majette (I.) and Recertified Bosun W. Meehan pose together on the Azalea City (Sea-Land) during a recent voyage. Bosun Meehan, as the ship's chairman, reported in the ship's minutes that the crewmembers of the Azalea City had read an edi­ torial in the Washington Post concerning oil imports on American ships during a shipboard meeting, and decided that "This story made the seamen look like a bunch of thieves and completely distorted the whole issue." Union Brotherhood in Action In a recent letter to the editor of the SEAFARERS LOG, SIU Brother Dan­ iel D. Backrak wrote that, "... (at) Piney Point, you will see the Seafarers of the future." And this is indeed true. Union Brotherhood is a way of life at the Harry Lundeberg School. Seafarer John Rozmus came to HLSS as an upgrader to achieve his QMED. While there, he requested that, in addi­ tion to the individualized mathematics instruction he received in class, he got extra help in fractions and decimals. Trainee Gary Smuck volunteered to help Brother Rozmus, and they worked together in the evenings and on week­ ends. According to both himself and his teachers, Brother Rozmus made excel­ lent progress. In a recent letter to Mar­ garet Nalen, Director of Academic Education at the Lundeberg School, he wrote, "Mrs. Nalen, I owe you a debt of gratitude for having assigned Gary SS Arizpa After the Arizpa laid up in Port Elizabeth, N.J. late last month. Recertified Bosun Stanley J. Jandora thanked the crew for "their willing cooperation in everything." Chief Steward W. Seltzer expressed his thanks to the bosun by saying he's "one of the best I ever sailed with." SS Council Grove Coming from Yokosuka, Japan, the SS Council Grove (Cities Service) docked in Rota, Spain and Dognes, France early this month before heading for the Azores and the Gulf. USNS Maumee it was reported at a payoff in Carteret, N.J. last month that B/R Terry Ostermier was sent home ill from Rota, Spain. SS Potomac We have a bit of poetry from the SS Potomac (Ogden Marine). Chief Steward Newelle Johnson, Jr. wrote: "A beautiful woman pleases the eye, a good woman pleases the heart; one is a jewel, the other a treasure." And, "I am a strenuous advocate for liberty and property, but when these rights are invaded by a pretty woman, I am neither able to defend my money nor my freedom." Gaiy Smuck John Rozmus Smuck to help me with mathematics while at Piney Point.'! Once both men had left HLS, Sea­ farer Rozmus was able to return trainee Smuck's favor. "Last week I took a job as an oiler on an overseas supertanker called the "Overseas Arctic," Rozmus wrote. "We're on our way to Nigeria, West Africa. Gary Smuck is a member of the engine department here." Brother Rozmus became the young formertrainee's teacher while at sea. In a letter to Mrs. Nalen, Seafarer Smuck wrote, "Do you remember John Rozmus? He was going for his QMED, and you let me give him a little help in math. Well, John's on this ship now. He's a cool dude. We get along good." Success has come to both men through the highest tradition of mutual help and Union Brotherhood. Brother Rozmus is maintaining his QMED en­ dorsement to allow himself a variety of career options, and Brother Smuck has just completed upgrading to FOWT at Piney Point. SS Seatrain Maryland Seafarers aboard the SS Seatrain Maryland (Hudson Waterways) gave "an extra vote of thanks to the steward, F. Urias, for the lobster dinner and the music and news supplied in the messroom." SS Vantage Defender Crew Messman Ray Herrin was^ put ashore to a hospital on the Cape Verde Islands early last month. SS Marymar SlU-contracted Delta Steamship has chartered the C-4 general cargo ship Marymar on a one-year contract from Calmar Lines. The Marymar, laid up for over a month, is one of the seven Calmar C-4s affected by the company's cutback on intercca^tal service. The Marymar will crew this month in Baltimore and she will run from the Gulf to the west coast of Africa. Page 14 Seafarers Log 1, �In 1965 I-ASHORE ,'? meer Washington, D.C. Aerial color photography called "photobathymetry" is being used to measure ocean depths off the U.S. coasts to map nauticd charts, says the U.S. Commerce Department's National Oceanic and Atmospheric Administration Ocean Survey. One aircraft and 11 ships conducted tests for several years off Puerto Rico, the Virgin Islands, the Florida Keys, Beaufort and Oregon Inlets, N.C., the Pacific Coast and the Great Lakes. A new experimental film specifically for clearer underwater detail is being tested. Portland, Me. A protest to the U.S. State Department recently by Michael Orlando, an official of the SIUNA-aflfiliated Atlantic Fishermen's Union in Gloucester, Mass. resulted in the seizure of a Japanese fishing dragger's cargo and 22-man crew at a dock here. The seizure of the Koto Shiro Maru was for violating the international pact which bans foreign fishing within 12 miles of the U.S. Brother Norbert Patrick, standing, shows his new first assistant engineer's license to SlU New York Port Agent Leon Hall. After sailing with the SIU for three years and graduating from the MEBA/ District 2 School as a third assistant engineer in 1968, Brother Norbert Pat­ rick recently earned his first assistant engineer's license. A native of the West Indies, ex-Sea­ farer Patrick began sailing with the SIU in 1965 as a FOWT and within a year had earned his full SIU "A" book through the Union's "A" Seniority Up­ grading Program. And though a mem­ ber of the MEBA/District 2 since 1968, Brother Patrick has maintained his book and his membership in the SIU. One of the reasons that Brother Pat­ rick feels strongly bound to the SIU and its membership is that in 1967 he was encouraged by the Union to attend the engineers training school offered by MEBA/District 2 and earn his third assistant engineer's license. To Brother Patrick, sailing since the age of 16, this was an important oppor­ tunity to continue advancing in the field he had chosen as his career while still a young man, and he elected to remain an active member of the Union. Brother Patrick graduated from the engineers training school in 1968 and began shipping as third assistant engi­ neer. Happy with his new Coast Guard li­ cense, but anxious to take his training one step further. Brother Patrick re­ turned to school in 1971 and stayed there until he had earned his second assistant engineer's license. A few years of sailing in his new position followed, and then earlier this year. Brother Patrick had accumulated enough seatime as second assistant engi­ neer to again return to school. A good student. Brother Patrick spent three hard months studying be­ fore he passed the Coast Guard exam and was awarded his first assistant engi­ neer's license last month. Now First Assistant Engineer Patrick has shipped out on the SlU-contracted Transcolumbia (Hudson Waterways) and will stay aboard this ship for awhile. But this active seaman's plans for the future don't end there. Never con­ tent to rest on his laurels, career sea­ farer Patrick is already counting the days left until he will be eligible to take the exam for his chief engineer's license. Transhuron Runs on Reef Off Indian Island The SlU^manned Transhuron.(Hudson Waterways) ran aground on a reef off an Indian island in September crack­ ing her hull in the process and was dam­ aged beyond repair. Twenty-eight of the crewmembers were forced to abandon ship and took refuge on the nearby island until they were brought to the mainland of India three days later. The Transhuron's troubles began on Sept. 24 when a major fire in the engine room caused all loss of power. The ves­ sel had been enroute from the Persian Gulf to Subic Bay in the Philippines with a shipment of oil. The tanker drifted for two days until she ran aground on the reef off the island of Kiltan, about 200 miles off the western coast of India. While the master and four officers remained on board, 28 crewmembers took shelter on the island. They remained there for three days un­ til they were rescued by an Indian tug (the Gaj) and transported the 200 miles or so to Cochin, India. Here is a perfect example of the im­ portance of lifeboat training. The men November, 1974 of the Transhuron were able to man the lifeboats and get to the nearby island quickly and without injury. Chief Steward Kasmirz; Lynch and Recertified Bosun Wallace Perry, Jr. were two of the SIU crew which spent three days on Kiltan. Seafarers Lynch and Perry said the conditions on the island could not be described as "luxurious." "We were housed in shacks about 12' X 12' and we got food only once a day," Lynch said. "At first they took our lifeboats and supplies, but later we were permitted to go back to the ship for more stores," said Perry. While the Gaj was taking the men from the island another tug Chal­ lenger) picked up the remaining officers from the ship. The crew had praise for the able assistance rendered by the In­ dian navy and the tugs. After being detained by the Indian government for 13 days, the crew was flown back to the West Coast by Hud­ son Waterways. The Coast Guard will hold an investigstion into the mishap. Piney Point Egyptian maritime delegate, Alfonse Sadek visited here recently on a U.N.sponsored torn of American merchant marine schools. He was impressed with HLSS and the trainees. Sadek was here as an observer for the United Nations which is building a merchant marine and maritime shoreside training school for Arab students. 12^ SEAFARERS POLITICAL ACTIVITY DONATION B 10001 Dale. Conlrtbutor's Name Address State. City. S.S. No. SPAO IS a separate setrfated furttf. its proceeds are used to rurther lis oojects and purposes including, but not limited to turtnenng irte poiilivai. social and economic interests of Seatarer seamen, the preservation and .furthenrsg of the American Merchant Mann# wtfh improved employment opportunities for seamen and the advancement of trade union concepts, in connection with such objects. SPAO supports and contributes to political candidates for elective office AM contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condilion of membershipin the Union (SiUNA AGLiWD) or of employment, if a contribution »s made by reason of the above improper conduct, notify the Seafarers Union or SPAO at the above ecWress. certified mail witnm thirty days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAO to protect and further your economic, political and social Interests, American trade urrlon concepts and Seafarer seamen (A copy of our r^ort filed with the appropriate supervisory officer is (or wiii be| available for purchase from the Superintendent of Documents, U.S. Government Printing Office. Wasnmgion. D C. 20402.1 M' Signature of Solicitor 1974 Port *2000^ WWWWWWW First Tripper Gives to SPAD Messman K. Lawdry, left, gets SPAD receipt from SIU Patrolman Stanley Zeagler at the Sea-Land Venture's payoff last month in the port of New Orleans. Brother Lawdry completed his first trip as a Seafarer aboard the vessel since graduating the Harry Lundeberg School. Our members' support of SPAD has enabled the SIU to begin the work of revitalizing the U.S. mer­ chant marine. A healthy maritime Industry means more jobs and job security for SIU members. Page 15 �I f' -I ^afarers in the LNG course at Piney Point study a detailed diagram of an LNG storage system. They are. - —— m iiTTiTniiiiwMMiTrnmMiiiii~T'-Tn-"---T:y"-'r-ii--^ structor Charlie Nalen; Seafarers William sTrulisf Bob sSskrand^SMcLandom" LNG carriers mL^ed^bylhe^S n- r — SlU-contracted th^safety s^tems^'f^^^^ - lii^-- - —"-TMlTrii Lundeberg School. uses this blueprint to explain am a If tfie SIU is to grow with the expanding American merchant marine, Seafarers will need special training to keep pace with the technological advances that are making diis expansion possible. Among the most important and complex of the new types of ships beginning to crew-np are the Liquid Natural Gas carriers. These ships are able to carry large amounts of natural gas that has been converted to a liquid state through a super cooling process. In this liquid state, the natural gas, transported at minus 260 degrees F. in special con­ tainers, occupies only 1/600 of the space needed to hold the same product in its gaseous state. The SIU realizes that these highly sophisticated energy carriers will be required to carry well trained crews that have received special train­ ing in all phas^ of operating these ships and handling their cargo. To meet this need, an LNG program has been set up at the Lundeberg School to give Seafarers in all departments the training necessary to safely man LNG vessels. The course at the Lundeberg School begins with an introduction to the chemistry of LNG and its physical properties. This section also covers the dangers of skin contact with LNG and other toxic effects View forward over an LNG carrier's five cargo tanks. Courtesy of Marine Engineering/Log '-it I #•:.• The LNG carried by these new ships will be stored in special ^^"ks llko thls 000 in Brooklyn. N.Y.. until needed during This artist's conception of an LNG tanker shows the soecial tanks that wiii carry the LNG at rnmus 260-F aSSOClatcd Wlth tlUS CargO. It then covers fire prevention techniques aboard LNG carriers and the use of special safety equipment needed to handle LNG. After this introduction. Seafarers enrolled in the course will receive instruction in the use of equipment used in pumping and storing the Shipyard workers guide the huge shell of an LNG tank into an outer shell. When completed, the unit will be hoisted into the LNG, as well as the operation of inert gas systems used to clean the tanker's hull, tanks. This section will also cover the loading and unloading pro­ cedures, and the various monitoring systems used to insure safe handling of this special cargo. The SIU's LNG program at the Lundeberg School, praised by the U.S. Maritime Administration as "one of the best examples of labor support of improved ships capabilities," is designed to provide mem­ bers of the deck, engine and steward departments with the information needed by all Seafarers who will sail aboard these vessels. To be eligible to attend this comprehensive four week course. Sea­ farers in the deck and steward departments must hold a rating in their department, and black gang members must hold a QMED rating. The LNG carriers have been carefully designed to provide safe transportation of this important cargo. By offering this LNG course, the SIU can be assured that Seafarers wiU be among the best trained m^r Coast Guard Lt.-Commander Fred Hal- back ® ^ P'"®" . Courtesv of oi Brooklyn Brooklvn Union Ilttinm Cos Company Courtesy At® fatee. Y \ LOG.) '"'•'J' conseioiB sapors manning these energy carriers of 'A gas industry representative demon- •••• (For an application to the program, see page 31 of this strates the conversion of natural gas to 'Here, shipyard workers construct a o liquid liniitH state, ctato a courtesy of Brooklyn unton cas cnhonVol LNG I Mt^ ftank. sphorical vorsen discusses the safe carriage of LNG with trainees and upgraders at the Lundeberg School. rfV ' pi®i Page 17 |i':i .Pi,,:- 'j — —L-j—ip r �r-' The Back Stobber •, :• rr'r'-. A Threat to Freedom An organization exists in this country today which presents a real and serious threat to the U.S. labor movement and the millions of American workers it represents. The organization calls itself Ameri­ cans Against Union Control of Govern­ ment (AAUCG). Its ulimate goal is the destruction of the basic principles—the right to organize and the right to strikeupon which the American labor move­ ment was built. Americans Against Union Control of Government, invariably, are those in the upper class of business and political so­ ciety—^people least in need of union rep­ resentation and best in a position to benefit by breaking the back of the labor movement. They have been trying to get their "message" to the general public through widespread letter writing cam­ paigns initiated by well-known figures in business and government. A typical AAUCG letter claims that because of the political activities of labor unions "freedom's days are numbered." Labor, they say, will accomplish this coup on democracy by working for a "veto-proof Congress that will push for "further regulation and strangulation of private business, and expansion and en­ forcement of the Occupational Safety and Health Act." . These letters of course neglect to say that it was the American labor movement that ended the slavery of seven-day work weeks, sweat shops and abusive child labor. Coal miners no longer have to "seU their souls to the company store," and American seamen are no longer under­ paid, overworked, second class citizens. In fact, it is the American labor move­ ment, through its years of work, that has elevated the standard of living for the working man in this country to the high- I '"f est in the world. This doesn't sound much like a threat to freedom. In the political arena, the goal of the labor movement is not a blind "veto proof Congress. Labor's goal is, though, an openminded Congress that has the best interests of the working man at heart and the courage of conviction to vote accord­ ingly despite outside pressures. In the area of business, labor does not advocate over regulation or strangula­ tion. However, business must be regu­ lated by the government to prevent the price gouging and windfall profit making that took place during last year's energy crisis at the expense of the American consumer. Turning to the Occupational Safety and Health Act, AAUCG claims this also is a threat to freedom. OSHA is a law which regulates and enforces safety standards in work areas. Violators are not prosecuted, though, unless unsafe conditions are not corrected. Safety costs money; that is what AAUCG protests. Welreceived our son Paul^Septeml^rcbi;^ of l.og yesterday. Imagiiie ;my husband's surprise when he read page 12 and read that tte 55 Punuwu was fomerly the SS Marine Jumper. me to explain. When our son eOm. pleted the l^c course at the Lundeberg School in Scptci^berv 1973, he si^ed on Xhe Panama ea a w^r, and sah^ on it before he returned to Luhdeberg to upgmde as an oiler, i \ My husband had a long voyage on the Marine Jumper hmk ! in 1947 as an enlisted man in the U.S. Army. He boarded her at Yokohapia, Japan, travelled to Shanghai, China, the island of Ceylon, through the Suez Canal to Bremerhaven, Germany and then to Staten Island, New York. To think that 26 years later our son sails on the same Ship. How often docs that happent Of all ships that fiy the U^S. flag, it really is something for such a coincidence. We niust write Paul and tell him. He's oh the Alaska now. Thank you for letting us share this bit of nostalgia with yto Mrs. Edhitt htajss ' i . ^ i ^ A ' . I am 55 years old and have been sailing with the SiU for over 20 years. I've yelled about the Union as much as ahyone, but after Cphun^ is all about, I think that the training and upgrading here is the best thing the SIU can do for its young members. Some day you young fellows will realize it yourselves. Keep up the good work! Fmggam FineyPoimrMd. ' ;A % V' Nw.mtwtm , Velum^XXXVI, N«. 11 ' ffliilBltfiMlllt'ateTjIMI ' ' t^Uvt'catnin Ucsi~r, vt th» tn» oeaforent North Americ* - • AFt-CIO Paul r . (momotioRiiii union of inline Are?<e«nf Cal Tannai. Btamhe Vict'-fimsidmt Earl Shopard, Vicd-Pmsleftnl Jos DlGiofplc, Soc/etary-Tteasmr Lindsay Vfifllems, Vice-Pfasldent Frank Orozak, Vica-Pfesidam Paul Drozak, Vica-Prasident fHibtlshed monthly by Seafar«r« International Union. Atlantic. Uulf. Uakcs and inland Watisra OletWct. AFtiOSO 676 Fou.-t,". Ayanita, Brooklyn, NiY. 11232. Tel. 499,$^: Saeond oiBse poatasa paid at Brooklyn, N.Y, ' ' Page 18 "" y- ^ •'lijM': ... i - There does exist a real and serious threat to freedom in this country today, but it does not stem from the American labor movement. It is the i^UCG and organizations like it that have adopted the policy of 'profit over people' that is creating the crisis. - The SIU, along with the entire Amer­ ican labor movement, will fight these or­ ganizations on any front they choose. Seafarers can join in this fight simply by their continued support of SPAD. AAUCG correspondence usually con­ tains apologetic passages like: "Frankly we were reluctant to add to your burdens —^realizing that you may very well have the inclination to toss this letter and its enclosures into the trash can." We fully agree. The trash can is just where it belongs. 'K. • U Seafarers;Log �m Years, Plus, At •m 5. From Antwerp to Brussels by Fast Train, To Catch the Cooks Bus Tour of the Town, Where they took us to Laacken Palace, Then, to Waterloo, where J^apoleon Acted IVe Rambled and Gambled All Over the World, Had Sweethearts In Every Port, Spanish, German, French and Greek, > Girls ot Byery Sort. % 'Mi: London, Liverpool and Belfast Of Course, Dublin, Glasgow, Bristol too. Yes, I Saw them Folks, Many Times, While Sailing on the Blue. ^Fve Ccrtaihly Seen Most of the Sights, That Most of the Salors Have Never Seen, And After Thinking it over Several Times, It Seems to me, Just a Dreain. 3. Le Havre, Antwerp and Rotterdam, In the Twenties, and Thirties, Was Nice, You Had Your Fun, Lots of it, ^4?orReaUy Nothing, Just Be Nice. 4, B. Bremen, Hamburg and Danzig But I Realize You Have Just so much Space, ; . Were Tops of most of the Men, ' ' . After That, It Makes the Bucket, Called Waste. ^ You Made your Trip, Then came back Again, / So, Fll Say Adieu to my old Shipmates and Friends, "She" was Waiting, Thai's Sure, She was Your Friend. This is jnst a God-Bye, and Not The End. St. Marks Cathedral and the Grand Canal, , 35. The Leaning Tower of Pisa, Too, . ' Pve seen them all, and then some more, , Wpe Sailing on the Blue. ° V • ' Man is but 3 symbol Clay in the Master's hand He comes into a troubled world i.^here he alone must make his stand. IL . , Each one has his purpose , ,* lie it large or small • Some fall by the wayside WhUe others stand proud and tall. .. . ^ ^ m-msm ! Sp try and makp a go pf life^ No matter what your birth ,, , Always do the best you can For your days are numbered on earth. , ; V. - Sometinies wc make decisions And unknowingly hurt a friend But life is an uphill struggle Try and do the best that you can. . > , . . „ . , .~ • - You can take all my worldly possessions Everything I obtained from the start ^ But J will go fight on For I have the love of the Lord m my heart, .v November, 1974 - . ^ -i , Of the people who pass this way • soufinthi to say., X. • ss ' , And when this life has ended And you are reborn again You will be judged by what you did And how you treated your fellow man. \TL If I should die tomorrow . I can truthfully say, I tried 1 really did the best I could And I have uotliiiig to hide.,, ^ VIIL So please try and sec my purpose . . In these few words cff rhyme Fori may die a pauper, Yous=a.Iwa^bornbe£oremytin«, " ^ Not all can be a leader . For God has made it so Man strives to make life better ' :. ; But there must be followers you know. . I saw the Acropolis of Athens, And It's Ancient Relics, Too, The Olympic Stadium and Others, Yes, Again, WhUe Sailing theBlue. iilLi I Could Go On Writing Like thisfor Days With Never the Same Line Twice, SajdngHdW Wonderful it W itie Seeing Such Wonderful Places, People, So Nice •7f s sit. Paul's Cadiedr^, Buckingham Palace, House of Parliament and British Museum, I've Stood at their Doors and Pondered, Still Seems to me Only a Dream., ' 'J Barcelona, Marseille and Genoa, Was Really Traveling First Class. For a Few PesetasJ Franc? I iras. You Could Live It Lfp, What a Gas. {Eric Hoffman has sailed many SlU , , ifftips as cook. He is losing his leg but ^ ' hopes for an artificial limb and to abletoretitrntoseaJ ableto return to sea.) I saw a crippled robin Whose limb was marred . -(By some callous child Who can beforgiven.) This lovely bird Balancing not well In the grass. Flew to the safety of a leafy tree. Yet even this familiar habitat Could give him no comfort. ThenLeaving earth below. This red-breasted bird Flew up, and up, and up, 1 :> » Injured limb tucked Into soft underbqdy. T saw him not again. . And yet I choose to believe . Ml® \ , . .. • s That^ somewhere, somehow The good Lord breathed strength ^ Into the brave fluttering breast, ' The white ship in the harbor lay. Serene and resting from her woe. Ambitious to be underway. - At once, I came with heart aglow. My hours of peace were all too few / as wind and wave together reigned,\ ; \ the beaches soon were lost to view, ,\ th^te, even though and saii strained. "^ limb, r. mm oaii and Oi-m mizzen masts were yvwxw oxxcxxxxwva. The bird could rest Alofr the stays, the sounds of gale And find his food. were spirits raging thru the m;^t: tuw ».v.Aye!and caity food and life aboard became a fight. , . po his young— Mv life will alwavstemoest be. If male robins do such things. And also sing— Hrobinsdosuchthmgss Best wishes, Eric,\ -.'v .-.v.^ . "Thirsty" • • •" , ^ ^ ^ Attention Soaferers: J. Lewis ^ ® Ml .... ROeilB to EdltOl^ ..y; •I' Page 19 �>jrf" New SlU Pensioners fSK: Heniy T. Buckner, 62, joined the SIU in 1938 in the port of Savannah sailing as an AB. Brother Buckner had sailed for 44 years. Bom in Hampton, S.C., he is now a resident of New Orleans, Lawrence F. McGlone, 59, joined the SIU in the port of New York in 1957 sailing as a bosim. Brother McGlone is an Army veteran. Born in Philadelphia, he is now a resident of Tuckahoe, N.J. Raymond L. Penry, 72, joined the. SIU in 1943 in the port of Boston sailing as a chief steward. Brother Perry was bom in Maiden, Mass. and is now a resident of Houston. Charles Dixon, 65, joined the Union in 1944 in the port of New York sailing as a chief electrician. Brother Dixon had sailed for 38 years. A native of Florida, he is now a resident of Tickfaw, La. with his wife, Estelle. Bias Torres, 56, joined the Union in 1944 in the port of New York sailing as a fireman-watertender. Brother Torres was bora in Puerto Rico and is a resident of Rio Piedras, P.R. with his wife, Matilde. Oliver M. Ames, 68, joined the Union in the port of Detroit in 1960 sailing as an AB. Brother Ames is a native of Michigan and is now a resident of Deland, Fla. with his wife, Edith. ;; Alver Stenman, 65, joined the Union in the port of Detroit in 1960 sailing as a fireman-watertender. Brother Stenman is a native of Ash­ land, Wise, and continues to be a resident there. Stanley R. Yodris, 66, joined the SIU in 1938 in the port of Mobile sailing as an AB. Brother Yodris had sailed for 46 years. Born in Balti­ more, he is now a resident of San Francisco. George L. Bales, 63, joined the SIU in 1939 in the port of Mobile sailing as a bosun. He had sailed for 44 years. Brother Bales is a pre-war veteran of the U.S. Navy. Born in Louisiana, he is now a resident of Mobile with his wife. Alma. Antero M. G.<ispar, 64, joined the Union in 1955 in the port of New York sailing as a chief steward. Brother Caspar had sailed for 45 years. Born in the Philippines, he is now a resident of Teaneck, N.J. with his wife, Circe. Lester J. Mahaffey, 63, joined the Union in 1943 in the port of Nor­ folk sailing in the steward depart­ ment. Brother Mahaffey had sailed for 45 years. A native of New Or­ leans, he is now a resident there. Daniel B. FItzpatrick, 48, joined the Union in 1948 in the port of Baltimore sailing as an AB. Brother Fitzpatrick is an Army veteran of World War II. A native of Massa-' chusetts, he is now a resident; of Dorchester, Mass. i; Newton A. Huff, Jr., 55, joined the Union in 1938 in the port of New Orleans sailing as a bosun. Brother Huff had sailed for 37 years. He was bom in Mississippi and is now a resi­ dent of Slidell, La. with his wife, Christina. Miguel C. Llovet, 67, joined the SIU in 1945 in the port of New York sailing as a 2nd cook. Brother Llovet was bom in Puerto Rico and is now a resident of Ponce, P.R., with his wife, Petrin. Willis A. Harper, 57, joinediiti^ SIU in 1938 in the port of Norfolk sailing as an AB. Brother Haider was a veteran of the Army Cbas|t Artillery Corps in World War ILj"" was bom in Camden County, and is now a resident of Norfolkli M;, Howard E. Kight, 54, joined the SIU in the port of Detroit in 1951 last sailing as an oiler aboard the SS McKee Sons (American Steam­ ship). Brother Kight is an Army vet­ eran of World War II. Born in Mary­ land, he is now a resident of Char­ lotte, N.C. William R. Heischman, 56, joined the SIU in the port of Elberta, Mich, in 1954 sailing as a chief cook. Brother Heischman is a wounded Air Force veteran of the New Guinea campaign in World War II. A native of Bellevue, Ohio, he is now a resi­ dent of Frankfort, Mich. Arnold Kunnapas, 59, joined ttie Union in 1944 in the port of l^ew i York sailing in the engine depart­ ment. Brother Kunnapas had sailed for 40 years. Born in Estonia, he is a naturalized U.S. citizen and is ifoyii a resident of Teaneck, N.J. with his , wife, Martha. i ,';, 1st Check for Lakes Pensioner MEMBERSHIP MEETINGS' SCHEDULE Port Date New York ... .. Dec. 2 Philadelphia . .. Dec. 3 Baltimore .... .. Dec. 4 Norfolk .. Dec. 5 Jacksonville .. .. Dec. 5 Detroit .. Dec. 6 Dec. 9 Houston .... .. Dec. 9 New Orleans . .. Dec. 10 Mobile .. Dec. 11 San Francisco .. Dec. 12 Wilmington .. .. Dec. 16 Seattle .. Dec. 20 'i. -r SIU pensioner Howard Kight (right) accepts his first pension check from Union representative Roy Boudreau in the Detroit hiring hall last month. Page20 , Columbus ... Chicago ..;., Port Arthur . Buffalo . -. St. Louis .... Cleveland .. J . Jersey City .. . Dec. 21 .Dec. 10 .Dec. 10 .Dec. 11 .Dec. 12 .Dec. 12 .Dec. 12 Deep Sea , :iBU / i ... 2:30 p.m. ... ... 5:00 p.m. ...... 7:00 ... 2:30 p.m. .,, ... 5:00 p,m. . ; 7:()P;pi!h;f ... .... 2:30 p.m. ... ... 5:00 p.m. 1,,..; 7:{)6p;m;' ... 9:30 a.m. ... —5:00 p.m. .... ;. .;7:00 p.mi! ... .... 2:00 p.m. ... • • •• ' '• ' • *.'-1 •• • ,• {.f y':yi ... 2:30 p.m. ... ~ ... .... : — .,. .. .,5:00 p.m.' ... 2:30 p.m. ...... 5:00 p.m. . i.... 7:bb pjihi; ... .... 2:30 p.m. ... ... 5:00 p.m;'...Q!': ... .... 2:30 p.m. ... ... 5:00 p.m. ,... ... 2:30 p.m. . . ! ... .... 2:30 p.m. ... .v.' — ••• ... .... 2:30 p.m. ... • • • '•» •r. ,. ..1:00p.m. ' ...... 5:00 p.m. ..... i 5:00 p.m. ...... 5:00 p.m. ...... 5:00 p.m. ...... 5:00 p.m. ,..... 5:00 p.m. .'v November; 19743' �TT Brooklyn Pays Off In Finart, Scotland The SlU-contracted supertanker IT Brooklyn, the largest merchant vessel ever huilt in the United States, paid off in Finart, Scotland Aug. 30. SIU Representative Jack Caffey was sent from New York to service the vessel which is pres­ ently on a run between South Africa, the Persian Gulf and Northern Europe. The Brooklyn may eventually carry foreign crude to the U.S., hut this will not be possible until offshore deepwater ports are built in this country. The Brooklyn, one of the first vessels to receive govern­ ment subsidy money under provisions of the Merchant Marine Act of 1970, was built at the former Brooklyn Navy Yard by members of the SlU-aifiliated United Industrial Workers. The TT Brooklyn tied up at her berth In Finart, Scotland. If you are convicted of possession of any illegal drug—heroin, barbitu­ rates, speed, LSD, or even marijuana—^the U.S. Coast Guard will revoke your seaman papers, without appeal, FOREVER. That means that you lose for the rest of your life the right to liiake a living by the sea. However, it doesn't quite end there even if you receive a suspended sentence. You may lose your right to vote, your right to hold public office or to own a gun. You also may lose the opportunity of ever becoming a doctor, dentist, certified public accountant, engineer, lawyer, architect, realtor, pharmacist, school teacher, or stockbroker. You may jeopardize your right to hold a job where you must he licensed or bonded and you may never he able to work for the city, the county, or the Federal government. It's a pretty tough rap, but that's exactly how it is and you can't do any­ thing about it. The convicted drug user leaves a black mark on his reputation for the rest of his life. However, drugs can not only destroy your right to a good livelihood, it can destroy your life. Drug abuse presents a serious threat to both your physical and mental health, and the personal safety of those around you. This is especially true aboard ship where clear minds and quick reflexes are essential at all times for the safe operation of the vessel. Don't let drugs destroy your natural right to a good, happy, productive HLSS Graduate Richard Smith, right; will get some good steward department experience aboard the Brooklyn with the help of veteran SIU Chief Steward Jimmy Bartlett. life. Stay drug free and steer a clear course. Above photo was taken by a TT Brooklyn crewmember while the ship was anchored at an offshore port near Durban, South Africa. Helicopters are uded for emergency services for the crew, as well as deliveries of stores and mail. From the left are TT Brooklyn ship's committee members, Cecil Martin, steward delegate; Recertified Bosun Robert Lasso, ship's chairman; Jimmy Bartlett, secretary-reporter; A. LaFrance, deck delegate, and I. Solomons, engine delegate. November, 1974 Page 21 �r Digest of SlU :! • /5 > ii • i i -I Ships' Meetings V. SEA-LAND VENTURE (Sea-Land Service), September 23—Chairman F. Boyle; Secretary S. J. Davis. $58 in ship's fund. No disputed OT. A vote of thanks to the steward department for a job well done. Everything running smoothly. TRANSCOLUMBIA (Hudson Wa­ terways), September 1—Chairman, Re­ certified Bosun W. H. Wallace; Secre­ tary D. G. Chafin; Educational Director W. L. Holland. Some disputed OT in deck and steward departments. Every­ thing running smoothly. Observed one minute of silence in memory of our de­ parted brothers. Next port Yokohama. LONG BEACH (Sea-Land Service), September 29—Chairman, Recertified Bosun M. Landron; Secretary J. E. Higgins; Educational Director Carroll. $55 in movie fund. No disputed OT. Every­ thing running smoothly. Next port SM Juan. VANTAGE HORIZON (Vancor Steamship Co.), September 1—Chair­ man J. E. Tanner; Secretary J. B. Har­ ris; Educational Director J. E. Bailey; Steward Delegate William Johnson. Some disputed OT in deck department. A vote of thanks to the steward depart­ ment for a job well done. • TRANSCOLORADO (Hudson Wa­ terways), September 1—Chairman Paul L. Whitlow; Secretary F. Fletcher; Edu­ cational Director H. Hunt; Deck Dele­ gate Bernard Shultz; Engine Delegate Leon Fountain; Steward Delegate Jo­ seph Roberts. Request that all prewmembers attend shipboard Union meet­ ings. No disputed OT. A vote of thanks to all departments for their fine co­ operation. Next port Guam. SEA-LAND TRADE (Sea-Land Service), September 22—Chairman, Recertified Bosun Perry Greenwood; Secretary C. E. Bell; Educational Di­ rector Schineder; Deck Delegate S. Wolfson; Steward Delegate William Goff. $225 in ship's fund. No disputed OT. Everything running smoothly. Next port Seattle. SEA-LAND FINANCE (Sea-Land Service), September 8—Chairman, Re­ certified Bosun J. W. Pulliam; Secretary Herb Knowles; Educational Director Jim Smitko; Deck Delegate J. Long; Engine Delegate G. R. Speckman; Stew­ ard Delegate E. Tinsley. No disputed OT. A vote of thanks to the steward department and to the movie projec­ tionist for a job well done. Next port Seattle THOMAS LYNCH (Waterman Steamship), September 1—Chairman, Recertified Bosun R. Wardlaw; Secre­ tary J. W. Sanders; Educational Direc­ tor C. C. Lial; Deck Delegate C. Pryor; Engine Delegate D. May; Steward Dele­ gate V. Barfield. Some disputed OT in steward department. Everything run­ ning smoothly. Observed one minute of silence in memory of our departed brothers. Next port Savannah, Ga. AMERICAN VICTORY (Victory Carriers Inc.), September 22—Chair• man T. Price; Secretary S. McDonald; Educational Director D. K. Kelley; Deck Delegate E. J. Rokicki; Engine Delegate Charles Smith; Steward Dele­ gate A. Z. Deheza. Some disputed OT in- engine . and steward departments. Everything running smoothly. Next port inPanama. Page 22 Robert Toombs Committee i'v-" i" Ship's committee members on the 7?oberf Toombs (Waterman) pose for a photo in the crew's mess when ship docked at the Bayonne, N.J. Army Terminal last month for a payoff and sign-on after a 30-day coastwise run. Committee members are, seated from left: Joseph Spirito, steward delegate; T. DeLoach, chief steward; E. L. Odom, deck delegate. Standing are G. W. Anderson (left), engine delegate, and Jack Nelson, ship's chairman. The Robert Toombs was headed for the Middle East, with scheduled stops in South Africa, Ethiopia, Jordan, Saudi Arabia, Iran and India. BROOKLYN (Andep Shipping Co.), September 29—Chairman, Recertified Bosun G. Mattioli; Secretary Jimmie Bartlett; Educational Director D. Orsini; Steward Delegate Cecil H, Martin. $5 in ship's fund. No disputed OT. Ob­ served one minute of silence in memory of our departed brothers. Next port Kharg, Iran. CHICAGO (Sea-Land Service), Sep­ tember 22 — Chairman, Recertified Bosun Ovidio Rodriguez; Secretary F. Vega; Educational Director Radam. No disputed OT. Vote of thanks to the steward department for a job well done. CARTER BRAXTON (Waterman Steamship), September 22—Chairman, Recertified Bosun R. Hodges; Secretary J. F. Castronover; Educational Director Rodney Dell. No disputed OT. Every­ thing running smoothly. Next port Panama. BRADFORD ISLAND (Interna­ tional Ocean Transport Corp.), Septem­ ber 15—Chairman G. Ruf; Secretary Nicholson; Educational Director J. Bodgett. A vote of thanks to the Cap­ tain for his quick handling of a sick crewmember who was taken off the ship at sea by Air Force helicopter and sent to Honolulu. No disputed OT. Tele­ gram from Paul Hall on Senate pas­ sage of oil bill dated September 7,1974 received and posted. Everything run­ ning smoothly. Next port Puerto Rico. BALTIMORE (Sea-Land Service), September 30—Chairman, Recertified Bosun S. Stockmarr; Secretary W. Nihem; Educational Director W. Fitz­ gerald; Deck Delegate H. Hansen; Steward Delegate Jose Chacon. $19.29 in ship's fund. No disputed OT. Vote of thanks to the steward department for a job well done. Next port Elizabeth. TAMPA (Sea-Land Service), Sep­ tember 2—Chairman, Recertified Bo­ sun George Burke; Secretary Jose Ross. No disputed OT. Everything running smoothly. Observed one minute of silence in memory of our departed brothers. ANCHORAGE (Sea-Land Service), jSeptember 15—Chairman, Recertified Bosun Jan Beye; Secretary S. Piatak. Chairman stressed to all crewmembers the importance of donating to SPAD. $14 in ship's fund. No disputed OT. Telegram from Paul Hall on Oil Im­ ports Bill was read and discussed and noted again how contributions to SPAD help to pass this and other legislation in Washington. A vote of thanks to the steward department and to the movie projectionist. Next port New York. SEA-LAND COMMERCE (SeaLand Service), September 15—Chair­ man L. Reek; Secretary W. Benish; Deck Delegate John McLaughlin; En­ gine Delegate Kevin Conklin. $25 in movie fund. Some disputed OT in deck and engine departments. A vote of thanks to Paul Hall for a job well done on the Oil Bill. Chairman noted that this was made possible by donations to SPAD. Next port Seattle. JACKSONVILLE (Sea-Land Serv­ ice), September 8—Chairman W. H. Butts; Secretary H. Galicki; Educational Director H. Duhadaway. Radiogram re­ ceived from Paul Hall on Oil Bill and posted on the bulletin board. No dis­ puted OT. Vote of thanks to the deck department for keeping the messhall and pantry clean during the night. Everything running smoothly. SEA-LAND PRODUCER (SeaLand Service), September 22—Chair­ man, Recertified Bosun William Bushong; Secretary W. J. Moore; Edu­ cational Director S. Senteny. No dis­ puted OT. Chairman held a discussion on upgrading and the benefit to all crewmembers. Next port New Orleans. SEA-LAND ECONOMY (Sea-Land Service), September 8—Chairman, Re­ certified Bosun Charles D'Amico; Sec­ retary L. Nicholas; Educational Director R. W. Zeller. Held a discussion on the oil bill. Some disputed OT in deck de­ partment. Everything running smoothly. Observed one minute of silence in mem­ ory of our departed brothers. Next port Rotterdam. GEORGE WALTON (Waterman Steamship Co.), September 22—Chair­ man Robert Johnson; Secretary B. Guarino; Educational Director J. Bussell. Some disputed OT in deck depart­ ment. Vote of thanks to the steward department for a job well done. One minute of silence observed for all our departed brothers. Next port New Orleans. ELIZABETHFORT (Sea-Land Serv­ ice), September 22-—Chairman, Recer­ tified Bosun V. T. Nielsen; Secretary George W. Gibbons; Educational Di­ rector Robert C. Miller. A new water cooler was put on board and the air conditioner was fixed. No disputed OT. A vote of thanks to the steward depart­ ment for a job well done. Next port Genova, Italy. TRANSOREGON (Hudson Water­ ways Corp.), September 8—Chairman P. Scrmyk; Secretary C. L. White; Stew­ ard Delegate Frank LaRosa. Chairman suggested to all crewmembers that it is necessary to donate to SPAD. Some disputed OT in engine department. Ob­ served one minute of silence in memory of our departed brothers. SUAMICO (Hudson Waterways), September 8—Chairman J. Bertobno; Secretary L. Bennett. $26.10 in ship's fund. Some disputed OT in deck and engine departments. Everything run­ ning smoothly. Next port San Diego. LOS ANGELES (&a-Land Service), September 15—Chairman, Recertified Bosun C. James; Secretary R. O'Con­ nor. $103.50 in ship's fund. Some dis­ puted OT in deck, engine and steward departments. Suggestion was made that money be taken from the ship's fund for library books. Observed one minute of silence in memory of our departed brothers. OGDEN YUKON (Ogden Marine Inc.), September 15—Chairman, Re­ certified Bosun H. Weaver; Secretary F. Kustura; Educational Director D. Dizon; Deck Delegate Charles T. Scott; Engine Delegate H. R. Newell. A vote of thanks to all departments for a job well done. $42 in ship's fund. No dis­ puted OT. Read communication from Paul Hall on the oil bill. Everything running smoothly. Next port Singapore. TRANSHAWAH (Hudson Water­ ways), September 29—Chairman, Re­ certified Bosun Jose Gonzalez; Secre­ te . O. Vola. Chairman held a discussion on crewmembers donating to SPAD and the importance of safety aboard ship. Vote of thanks to the crew for keeping mess halls and pantry clean. No disputed OT. A vote of thanks to the steward department for a job well done. Next port San Juan. Official ship's minutes were also ceived from the following vessels; , WALTER RICE MISSION SANTA INEZ SEA-LAND EXCHANGE SEA-LAND MARKET SEATTLE • BOSTON ARTHUR MIDDLETON BETHFLOR LYMAN HALL CANTIGNY BALTIMORE SEA-LAND G ALLOWA1 Seafarers Log �ANNUAL REPORT RECONCILEMENT OF FUND BALANCE 17. Fund Balance (Reserve for Future Benefits) at Be^nning of Year 18. Total Additions During Year (Item 7) 19. Total Deductions During Year (Item 16) 20. Total Net Increase (Decrease) 21. Fund Balance (Reserve for Future Benefits) at End of Year (Item 14, Statement of Assets and Liabilities) For the fiscal year ended Aprfl 30,1974 I ' UNITED INDUSTRIAL WORKERS OF NORTH AMERICA WELFARE FUND (Name of Welfare Fund) 275 loth Street, Brooklyn, New York 11215 (Add!«ss of Fund) to the of the STATE OF NEW YORK NOTES: (1) All data in the Annual Report be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 has been filed in lieu of pages 7 to 14 of the New York Annual Statement, Part IV—Section A of Form D-2 may be substituted for Page 3 herein. (2) The Annual Report is required to be filed, in duplicate, not later than five months after end of fiscal year. Address replies to New York State Insurance Department, 55 John Street, New York, New York 10038. (3) The data contained herein is for the purpose of providing general information u to the condition and affairs of the fund. The presentation is necessarily abbreviated. If you are interested in a more comprehensive treatment refer to Page 4 under the heading, "Additional Information Is Available". CHANGES IN FUND BALANCE (RESERVE FOR FUTURE BENEFITS) ADDITIONS TO FUND BALANCE Item 1. Contributions: (Exclude amounts entered in Item 2) (a) Employer (Schedule 1) ..." $ 2,097,337.73 (b) Employee (c) Other (Specify) (d) Total Contributions $2,097,337.73 2. Dividends and Experience Rating Refunds from Insurance Companies 3. Investment Income: (a) Interest 38,127.98 (b) Dividends (c) Rents (d) Other (Specify) (e) Total Incoine from Investments \ 38,127.98 4. Profit on disposal of investments 2,002.17 5. Increase by adjustment in asset values of in­ vestments 6. Other Additions: (Itemize) (a) Coliection expense recovered 172.54 (b) Interest on delinquent accounts 70.47 243.01 (c) Total Other Additions $2,137,710.89 7. Total Additions DEDUCTIONS FROM FUND BALANCE 1974 (178,152.78) $ 364,771.51 STATEMENT OF ASSETS AND LIABILITIES SUPERINTENDENT OF INSURANCE 8. Insurance and Annuity Premiums to Insurance , Carriers and to Service Organizations (Includ­ ing Prepaid Medical Plans) 9. Benefits Provided Directly by the Trust or . Seiparately Maintained Fund 10. Payments to an Organization Maintained by the Pl?iia for the Purpose of Providing Bene­ fits to Participants (Attach latest operating statement of the Organization showing detail ' bf administrative expenses, supplies, fees, etc.) 11. -If'ayirientii or Contract Fees Paid to Independ­ ent Organizations or Individuals Providing Piaft- Bthefits (Clinics, Hospitals, Doctors, etc.) 12. Administrative Expenses: (a) Salaries (Schedule 2) (b) Allowances, Expenses, etc. (Schedule 2) .. (c) Taxes (d)' Fees and Commissions (Schedule 3) ..... (e) Rent (f) Insurance Premiums (g) Fidelity Bond Premiums (h) Other Administrative Expenses (Specify) Tabulating, employee benefits, office expenses (i) Total Administrative Expenses 13. Loss on disposal of investments 14. Decrease by adjustment in assets values of in­ vestments 15. Other Deductions; (Itemize) (a) Provision for uncollectible contributions .. (b) (c)' Total Other Deductions i 16. Total Deductions $ 542,924.29 2,137,710.89 2,315,863.67 ASSETS End of Reporting Year Item 1. Cash $ 78,610.90 2. Receivables: (a) Contributions: (1) Employer 309,191.94 (2) Other (Specify) Due from other funds; exchanges 1,665.67 (b) Dividends or Experience Rating Refunds (c) Other (Specify) 3. Investments: (Other than Real Estate) (a) Bank Deposits at Interest and Deposits on Shares in Savings and Loan Associations 378,640.06 (b) Stocks: (1) Preferred (2) Common i (c) Bonds and Debentures: (1) Government Obligations (a) Federal (b) State and Municipal 64,990.28 (2) Foreign Government Obligations (3) Non-Government Obligations (d) Common Trusts: (1) (Identify) (2) (Identify) (e) Subsidiary Organizations (Identify and Indicate Percentage of Ownership by this plan in the subsidiary) (1) % (2) % 4. Real Estate Loans and Mortgages i 5. Loans and Notes Receivable: (Other than Real Estate) (a) Secured (b) Unsecured i 6. Real Estate: (a) Operated (b) Other Real Estate 7. Other Assets: (a) Accrued Income 4,573.67 (b) Prepaid Expenses (c) Other (Specify) Fixed assets—net 826.31 8. Total Assets $ 838,498.83 LIABILITIES 9. 10. 11. 12. 13. 14. 15. Unpaid claims (not covered by Insurance) Accounts payable Estimated liability for future payment of benefits Due to other Funds Other Liabilities (Specify) Unapplied contributions Reserve for Future Benefits (Fund Balance) Total Liabilities and Reserves $ 382,996.00 15,151.78 5,940.00 62,262.55 7,376.99 364,771.51 $ 838,498.83 ADDITIONAL INFORMATION IS AVAILABLE $1,717,647.78 ' 176,723.88 121,606.78 5,889.07 9,382.18 18,980,85 26,876.44 1,335.99 17.00 REPORT ON EXAMINATION: This fund is subject to periodic examination by the New York State Insurance Department. All employee-members of the fund, all con­ tributing employers and the participating unions may inspect the Reports on Examina­ tion at the New York State Insurance Department, upon presentation of proper credentials. If you wish to see the Report, please contact the New York State Insurance Department, Welfare Fund Bureau, 55 John Street, New York 10038—^Telephone: 488-4161 (Area Code 212). OTHER INFORMATION: Also available for inspection—to the public generally— are the annual statements and registration documents filed by the Fund. These may be inspected during working hours at the above address, or at the office of the Fund. STATE OF. SS. COUNTY OF. and 138,217.19 322,305.50 Trustees of the Fund and , affirm, under the penalties of perjury that the contents of this Annual Report are true and hereby subscribe thereto. Employer trustee 99,186,51 99,186.51 $2,315,863.67 Page 23 �Hie SlU-contracted USNS Maumee (Hudson Waterways) had a twomonth payoff last monffi at Carteret, NJ. i^er retuming from Europe, South America and Trinidad, and coming up the U.S. coast with a stop at PIney Point, Md. She also fre­ quently makes trips to both die Arctic and Antarctic regions. The 620-foot long tanker was built In 1956 at the Sun Shipyards In nilla- The USNS Maumee (Hudson Waterways) at the docks in Carteret, N.J. last month for a two-month payoff. I II Abie-seamen M. S. McDuffie, left, and D. Ellette carry acetylene bottles ashore at the GATX docks. Able-seaman James Camp, left, and OS Frank Rediker, right, at work on the deck of the Maumee while AO Ray Bunce looks on. .Wiper Doug Wolcott had been on the • Maumee for three months when she paid off iast month. A native of San Francisco, Brother Wolcott made his first trip aboard the ship after gradu­ ating from Piney Point earlier this year. The 19-year old Seafarer, who was getting off the vessel for a short vacation, hopes to catch a ship to the Far East oh his next trip. He will re­ main in the engine room. Three members of the Maumee's steward department pose for a picture in the ship's galley. They are, from left: Cook and Baker Francisco Monsibais, Jr.: Third Cook Warren Cassidy, and Chief Steward Vasser Szymanski. 8IU Patrolman holds shipboard meeting with crew of Meumaa M they await two-month payoff, Crew Messman Larry Artrip works In the galley. Brother Artrip, a recent graduate of Piney Point, had been making his first trip, A 19-year old native of Norfolk, Va„ Seafarer Artrip had been aboard the vessel for two months; he was getting off for a short vacation on the beach. Seafarers Log .•i ''•Vf.-riV';'. �he AAaumee Comes Home to Payoff in Carteret ^elphia, Pa. She is owned by the Davy's Military Sealift Command ^nd operated for the Navy by Hudson i^aterways. The Maumee carries dif|erent types of fuel including jet pro* Dulsion fuel (|p-4 and jp*5) and Navy listillate. A steam turbine vessel, the Mautee has a dead-weight tonnage of !h,875. She has a horsepower of 10,460 and a speed of approximately 18 knots. In addition to the veteran iiieinjers of the SIU crew, led hy Recerti­ fied Bosun J. R. Thompson, the Maumee has aboard her three recent graduates of the Harry Lundeherg School making their first trip. The three novice Seafarers are BR Boh Birdwell, Wiper Doug Wolcott and Crew Messman Larry Artrip. During her two-month tr^, the I Maumee docked in Trinidad and at ' ports in Scotland, Spain and South America. After paying off at Carteret she was scheduled to run coastwise calling at Port Arthur, Norfolk, Jack­ sonville and Houston. QMED Allen Spell (left) turns-to, relieving QMED Charlie Able-seaman Ray Bunce turns valve on Maumee's deck. Callahan. Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid BR Bob Birdwell relaxed in the crew's mess when the Maumee docked in-Carteret. A native of Lex­ ington Park, Md., he graduated from the nearby Lundeberg School in Piney Point recently and caught the Maumee when she docked at Piney Point last month. Sept.26-Oct. 23,1974 MONTH TO DATE SEAFARERS WELFARE PLAN ELIGIBLES Death « In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums Personals Jack Richard Utz Please contact your wife at #331-14 Jung Reem Dong, Seoul, Korea. DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Tran.sfusions ..; Optical Tom Smith, Kashshong, Taiwan Please contact Martin Jarvis as soon as possible at 123 Second St., San Fran­ cisco, Calif. 94105. Stanley S. Tomes Please contact Rueben Belletty as soon as possible at 614 Phillip St., New Orleans, La. 70130, or call 522-1695 at night. PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses .. Surgical Optical Blood Transfusions Special Equipment Dental Supplemental Medicare Premiums Salvador Ramirez, Jr. Please contact your father as soon as possible at 206 West Barbara St., Harlingeh, Tex. TOTALS . Total Seafarers Welfare Plan Total Seafarers Pension Plan, Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation • • ^ Amount YEAR TO DATE 13 736 276 13 5 5,745 1 200 5 140 6,484 2,817 156" 43 72,986 14 2,138 253 368 60 108 11 2 127 MONTH TO DATE $ YEAR TO DATE 43,000.00 $ 736.00. 828.00 736.77 934.76 45,960.00 231.10 4,513.19 279.10 383,595.88 6,484.00 8,451.00 21,729.22 4,918.26 583,888.00 3,821.50 48,702.54 12,565.50 4,367 701 1,260 217 36 1,509 67,748.21 2,234.68 12,930.45 3,300.00 107.00 2,728.56 878,168.80 22,758.76 160,327.40 57,734.75 2,542.65 32,214.25 5 125 109 12 77 — 4 1 1,916 94 1,615 1,179 125 607 5 27 10 16,779 15,000.00 "15,987.09 3,264.32 1,453.00 1,430.40 — 1,515.15 450.00 13,025.30 277,000.00 247,309.40 44,061.69 16,510.25 13,364.15 330.75 6,654.51 2,616.86 120,488.60 13 81 3,556.56 28,662.87 9,932 2,263 791 12,986 113,643 19,989 10.350 143,982 SCHOLARSHIP PROGRAM James Edward Hughes Please contact your sister as soon as possible at the Religious Education Commission, 63.64 North Sheridan Rd., Chicago, 111. 60660. James Elrod Please contact Miss Opel Gordon as soon as possible at 3030 South Bannock St., Englewood, Colo. 80110. Number ^ 2,984,901.59 241,949.64 4,812,969.50 536,971.36 407,536.77 5,449,171.18 $1,186,457.77 $13,247,042.27 V Page 25 November, 1974 'l . ,1. -'V ' l' , �I '.Ff; Jfi, • >; • ANNUAL REPORT For the fiscal year ended April 30,1974 UNITED INDUSTRIAL WORKERS OF NORTH AMERICA PENSION PLAN (Name of Welfare Fund) •I r 275 20di Street, Brooklyn, New York 11215 (Address of Fund) . to the 'I 'ij 1 SUPERINTENDENT OF BANKS of the STATE OF NEW YORK NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 is required to be filed in lieu of Pages 7 to 14 of the New York Annual Statement, the Statement of Assets and Liabilities (Part IV, Section A) and the Statement of Receipts and Disbursements (Part IV, Section B) of Form D-2 may be substituted for Pages 2 and 3 herein. (2) The Annual Report is required to be filed, in duplicate, within five months after the close of the fiscal year used in maintaining the records of the fund. Address replies to New York State Banking Department, Employee Welfare Fund Division, 100 Church Street, New York, New York 10007. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment, refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Banking Department, Employee Welfare Fund Division, 100 Church Street, New York, New York 10007. PART IV—-SECTION B TfJp- File No. WP-222 427 Name of Plan United Industrial Workers of North America Pension Plan For Year Beginning May 1, 1973 and Ending April 30,1974 CASH RECEIPTS Item 1. Contributions: (Exclude amounts entered in Item 2) a. Employer (Schedule 1) $ 974,868.25 b. Employee c. Other (Specify) Total Contributions $ 974,868.25 d. 2. Dividends and Experience Rating Refunds From Insurance Companies 3. Receipts From Investments: $ 67,264.72 a. Interest 17,895.32 b. Dividends c. Rents _ d. Other (Specify) 85,160.04 Total Receipts From Investments e. 4. Receipts From Sale of Assets: a. Sales to parties-in-interest $ 1,269,884.76 b. Sales to others 1,269,884.76 c. Total Receipts From Sale of Assets (Schedule 2) 5. Other Receipts: a. Loans (Money borrowed) $ b. Other (Specify) Exchanges, misc., other plans $ 95,211.93 95,211.93 Total Other Receipts c. Total Receipts $2,425,124.98 6. CASH DISBURSEMENTS 7. Insurance and Annuity Premiums Paid to Insurance Carriers 9. ANNUAL REPORT OF THE UNITED INDUSTRIAL WORKERS OF NORTH AMERICA PENSION PLAN ASSETS^ 1. Cash: a. On interest $ 585,689.92 43,266.37 b. Not on interest c. In office $ 628,956.29 Bonds: a. Government obligations $ 861,473.70 861,473.70 b. Other obligations Stocks: a. Preferred $ b. Common 725,411.33 725,411.33 4. Mortgage loans on real estate 5. Real estate, less $ encumbrances and less $... allowance for depreciation Interest and other investment income due and accrued 17,745.45 ' Other assets (List each separately): 7. Contributions receivable 155,395.23 8. 9. 10. Total Assets $ 2,388,982.00 LIABILITIES 11. Outstanding benefit claims not covered by insurance carriers ... 169.50 12. Other amounts set aside for payment of benefits 13. Premiums and annuity considerations due to insurance carriers for member benefits 14. General expenses due or accrued 11,414.44 Other liabilities (List each separately): 15. Unapplied contribution 3,113.18 16. Due to other Plans 3,108.04 17. 18. Total Liabilities 17,805.16 19. Balance of Fund 2,371,176.84 20. Total $ 2,388,982.00 1 The assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued at their aggregate cost oi' present value, whichever is lower, if such a statement is not so required to be filed with the U.S. Treasury Department. Page 26 •>r STATEMENT OF RECEIPTS AlVD DISBURSE 10. 11. 12. 13. 14. 157 and Payments to Service Organizations (Including Prepaid Medical Plans) Benefits Provided Directly by the Trust or Separately Maintained ' Fund 43,056.77 Payments to an Organization Maintained by the Plan for the Purpose of Providing Benefits to Participants (Attach latest operating statement of the Organization showing detail of administrative expenses, supplies, fees, etc.) Payments or Contract Fees Paid to Independent Organizations or Individuals Providing Plan Benefits (Clinics, hospitals, doc­ tors, etc.) Administrative Expenses: a. Salaries (Schedule 3) $ 23,754.44 b. Allowances, expenses, etc. (Schedule 3) ... 2,908.34 c. Taxes 2,291.10 d. Fees and commissions (Schedule 4) 12,785.98 e. Rent 5,039.90 f. Insurance premiums 280.93 g- Fidelity bond premiums 54.00 h. Other administrative expenses (Specify) Tabulating, Emp. Ben., Office 51,273.86 98,388.55 i. Total Administrative Expenses Purchase of Assets: a. Investments: (Other than real estate) (1) Purchased from parties-in-interest $ (2) Purchased from others 1,627,771.36 b. Real Estate: (1) Purchased from parties-in-interest (2) Purchased from others 1,627,771.36 c. Total Purchase of Assets Loans (Money loaned) Other Disbursements: (Specify) a. Exchanges, misc., other Plans $ 100,301.09 b 100,301.09 c. Total Other Disbursements Total Disbursements $1,869,517.77 ANNUAL REPORT OF THE UNITED INDUSTRIAL WORKERS OF NORTH AMERICA PENSION PLAN STATE OF NEW YORK SS. COUNTY OF KINGS ' ;7:- . and. Trustees of the Fund and being duly sworn, each for himself deposes and says that this Annual Report is true to the best of his information, knowledge and belief. Employer trustee. �Robert E. Lee Completes 3 Month Maiden Voyage r—" -J.'^7^ • Two good views of the LASH contalnership Robert E. Lee, tied up at the Washington Ave. wharf in New Orleans after completing three-month maiden voyage. Chief Electrician H. H. Patterson, standing, squares away dues with New Orleans Patrolman Stanley Zeagler. To the left is steward department member Ed Fuselier. The SlU-contracted LASH/contalnership Robert E. Lee came into the port of New Orleans early last month to complete a three-month maiden voyage to ports on the Red Sea, the Persian Gulf, and In India. The Mideast will be her usual run. On this trip, she refueled In Durban, South Africa on her way back to the States. Waterman officials commended the SIU crew for their ''skill and professionalism" In running the vessel on Its maiden voyage without any problems. The Robert E. Lee, along with her slstershlps, the Stonewall Jackson and the Sam Houston, was built under the provisions of the Merchant Marine Act of 1970. Because of the 1970 Act, Waterman was able to build her new LASH fleet and compete effectively with the foreign-flag operator. The fouryear old Act, spearheaded through Congress by the SIU, has paved the way for the U.S. to re­ gain her once worldwide leadership In merchant shipping. Chief Electrician H. H. Patterson, Recertified Bosun Jimmy Garner, Able-seaman W. Adams, and SIU Representative Tom Gould (I. to r.) discuss sections of the contract and their interpretations. Cook and Baker Billy Wells prepares lunch in the Robert E. Lee's ultramodern galley. Patrolman Stanley Zeagler, center, gives SPAD receipts to Robert E. Lee Crewmembers Jimmy Jone^ left Joe Galliano, second from left, and Jimmy Garner, right. It was our members strong support of SPAD which enabled the SIU to get the Merchant Marine Act of 1970 enacted in Congress. November, 1974 Members of the ship's committee are, from the left: Tony Novak, engine delegate; Ed Fuselier, steward delegate; William Adams, deck delegate; Recertified Bosun Jimmy Garner, ship's chairman; Harris Patterson, educational director, and James Sumpter, secretary-reporter. Page 27 �Jflllill OfUilltlllTS Pensioners and Dependents Must Apply for /Medicare by A. A. Bernstein SIU Welfare Director Each month the SIU Social Security and Welfare staff receives many in­ quiries regarding SIU pensioners, their dependents and Medicare. In answer to these inquiries, I would like to remind SIU pensioners that, under the provisions of the Seafarers Welfare and Pension Plan, both they and their dependents must apply for Medicare as soon as they are eligible to insure adequate coverage for medical expenses. Any Seafarer 65 or older, any Sea­ farer's dependent 65 or older, or any pensioner who has been receiving a dis­ ability award from Social Security for two years is eligible for Medicare. To apply, you must bring proof of date of birth and your Social Security - card to your local Social Security office three months before you turn 65, during the month you turn 65, or during the three months after your 65th birthday. If you do not register during this sevenmonth period, you may only apply for Medicare during the open enrollment period held each January, February and March. Those who enroll during this period are not covered by Medicare un­ til the following July 1. Pensioners should note that the Sea­ farers Welfare and Pension Plan re­ quires that all eligible pensioners and their dependents must submit medical bills to Medicare for payment before submitting the unpaid balance of these bills to our welfare and pension plan. The LOG Gets Around Waiting in Yokohama to ship out on the Bienville (Sea-Land), Seafarer John Curlew is given the latest LOG-by Keiko Nakategana, an SIU secretary in the Japanese port. Editor, SEAFARERS LOG, 675 Fourth Ave., BrooUyn, N. Y. 11232 * I would like to receive the SEAFARERS LOG—^please put my name on your mailing list iPrlnHn/ormalton) NAME ADDRESS CITY STATE. ZIP. SIU-IBU members please give: Soc. Sec. # Bk# ./. TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailmg label front last issue received. ADDRESS CITY Page 28' STATE. ZIP. Francisco F. Argenal, 53, died aboard the SS Pennmar (Calmar) off San Francisco on Sept. 20. Brother Argenal joined the SIU in the port of Balti­ more in 1955 sailing as an oiler. Born in Honduras, he was a resident of Baltimore at the time of his death. Surviving is his widow, Ella. SIU pensioner Calvin S. Hettinger, 47, died on Oct. 4. Brother Bettinger Joined the Union in the port of Wilming­ ton, Calif, in 1957 sailing as a bosun. He was an Army veteran. A native of New York, Seafarer Bet­ tinger was a resident of Long Beach, Calif, when he passed away. Surviving is his mother, Ethel of Mexico, N.Y. Howard L. Collins, Sr., 56, suc­ cumbed to cancer in the Clarksburg (W. Va.) Veterans Hos­ pital on Aug. 26. Brother Collins joined the Union iii the port of New York sailing as an AB. He was a Navy veteran of World War II. A native of Toledo, Ohio, he was a resident of Baltimore . when he died. Burial was in the Holy Cross Cemetery, Clarksburg. Surviving are five sons, Larry, John, George, Howard, Jr. and Daniel and a stepson, Paul C. Kalleel, all of Clarksburg. SIU pensioner .Marion Luksa, 75, succumbed to a heart attack in the Norfolk USPHS Hospital on Oct. 7. Brother Luk­ sa joined the SIU in 1947 in the port of New York sailing as a bosun. A native of Austria, he was a resident of Portsmouth, Va. when he died. Interment was in Princess Ann Memorial Gardens, Virginia Beach, Va. Surviving are a son, Gerald of the U.S. Army's 41st Field Artillery Group stationed in West Germany and a daughter, Mrs! Helen M. Smith of Portsmouth. Wetsel A. Stickler, 37, drowned in the Mississippi River when he apparently fell off the towboat Meece while she was towing a barge near Ridgley, Tenn. four miles south of the Tiptonville ferry on Mar. 16. Brother Stickler joined the SlU-affiliated IBU in the port of St. Louis in 1967 sailing in the engine department for the American Commercial Barge Line and the Inland Tug Co. He was a native of Hamlin, W. Va. and was a resident of Gallipolis, Ohio. Burial was in Kirkland Memorial Gardens, Pt. Pleasant, W. Va. Surviving are his widow, Virginia; four sons, Wetsel with the U.S. Army in Korea; , Gregory of Pt. Pleasant; Tracy and An­ thony of Ypsiland, Mich.; a daughter, Elizabeth; his parents, Mr. and Mrs. Oma G. Stickler; five sisters, including Mrs. Regina K. Stowers of Pt. Pleasant and two brothers. Stanley F. Sek, 44, died aboard the SS Sea-Land Producer on Sept. 16. Brother Sek joined the SIU in the port of Seattle in 1965 sailing as a chief cook. He was a post-war Navy vet­ eran. Born in Buffalo, he was a resident of Lynnwood, Wash, at the time pf bis death. Surviving are his widow, Ann of Wayne, Mich.; two stepjsons, Robert and Edward Lewis and a sister; Mrs. Helen Wallace of Elba, N.Y, . SIU pensioner Julius Smyfhe, 68, passed away on Oct. 11 in Tampa. Brother Smythe. joined the Union in 1942 in the port of New Orleans sailing as a bosun. A native of New Or­ leans, he was a resident of Mandeville, La. when he died. Surviving is his widow, Pauline. Worley E. Wilkin­ son, Jr., 46, died on , Sept. 13. Brother Wil-. kinson joined SIU in the port of New York in 1967 sailing as a pumpman. He was a post-war Army vet­ eran. A native of Alva, Okla., he was a resident of Lynnwood, Wash, at the time of his death.. Surviving are his rnother, Mrs. W. D. Austin of West Covina, Calif, and a daughter, Mrs: Irene Anthony of Lynn•J wood. •• ' • ' . ' i ' i. ' ' J: Ignatius P. diomes, 79, passed away on Dec. 20, 1973. Brother Gomes joined the Union in the port of New York in 1955 sailing as a cook. He was born in British Guiaha„ South America and was a resident of St. Petersburg, Fla. at the time of his death. Surviving is his widow, Hilda. . J 1 y George L. Clay­ •a ton, 48, passed away J] on Oct. 18. iSrother 2 Clayton jbineJ ;the, r SIU in the port of Baltimore in sailing as a chief eli , frician. He was ^ a Navy veteran' of World War II. Born in kidgeley, W. Va., he was a resident of BaltjmPre when he died. Surviving aire his, VvidoW,' Marjorie and tW6 sons, George,' jV! and' Eugene, all of Baltimbrei ti-i '• MA H Politics Is Porkchops Donate to SPAD ^eafaiers Log ;• �Joseph Kordich, 60, died of acute pul­ monary edema in the Beebe Hospital, Lewes, Del. Brother Kordich joined the _ SIU in the port of ; New Orleans in 1961 fep sailing as a firemanwatertender. He had sailed for 32 years and Was a Navy veteran of World War ir. A fiative of San Pedro, Calif., he was a resident of San Francisco when he passed away. Burial was in the Green Hill Memorial Park Cemetery, San Pedro. Surviving are a brother, An­ thony; a sister, Katie and a half-brother, John Vitalich, all of San Pedro. Peter P. Gaivelin, j 60, passed away on •July 29. Brother Gaivelin Joined the ' SIU in the port of New York in 1959 sailing the steward department. He was a Navy veteran of World War II. A native of Hawaii, he was a resident of San Leandro, Calif, when he died. Surviving are his widow, Laura and two daughters, Sally and Mrs. Julie Delk of San Leandro. Peter W. Gerardl, 43, succumbed to a cerebral hemorrhage in Moutonboro, N.H. on Aug. 20. Brother -Gerardi joined the Union in the port of Baltimore in 1962 sailing as a third cook. He" was a post-war veteran of the Navy. Born in Maiden, Mass., he was a resident of Everett, Mass. at the time of his death. Interment was in Glenwood Cemetery, Everett. Surviving is his mother, Rosa of Everett. Deimar B. Crafton, 61, succumbed to kidney disease in the New Orleans USPHS hospital on Nov. 30, 1973. Brother Crafton joined the SIU in the port of Toledo in 1973 sailing in the steward department for the American Steamship Co. He was born in Holcomb. Mo. and was a resident of St, Louis at his death. Interment was in Coming (Ark.) Cemetery. Surviving are his widow, Evelyn of Toledo, and two sisters, Mrs. Belle C. Blanton of St. Louis and Mrs. Lillian Pulliam of Toledo. SIU pensioner Joseph E. Cantin, 75, died on June 24. Brother Cantin joined the Union in 1942 in the port of New York sailiiig as a bosun. He had sailed for 38 years. A native of Holyoke, Mass., he was a resident of Inglewood, Calif, at his death. Surviving are two brotliers, Joseph of Winter Haven, Fla. and Ronald of Inglewood, and a sister, Mrs. \ Lillian Gridriod of Cornwells HeightsyPa. Drew C. Gay, 47, died of cardiac fail­ ure at sea aboard the SS Ultramar (Westchester Marine) off the coast of Kobe-Osaka, Japan on June 12. Brother Gay joined the SIU in 1944 in the port of New York sailing as a bosun. A native of Brooker, Fla., he was a resident of Grange Park, Fla. at his death. Interment was in Orange Park. Surviving are his widow, Elizabeth; a son, Jesse, and a daughter, Anita. November, 1974 PhiUp L. Martin, 31, died in Rotter­ dam, the Netherlands on Sept. 8. Brother Martin joined the Union in the port of Seattle in 1968 sail­ ing as a QMED. He was a Navy veteran and was a HLSS upgrader last year. Bora in Portland, Ore., he was a resi­ dent of Vancouver, Wash, when he passed away. Burial was in Vancouver. Surviving are his widow, Marilyn; his father, Charles of Vancouver and a daughter, Julie Ann. Winfred S. Daniel, 52, succumbed to a gastrointestinal hem­ orrhage in San Fran­ cisco on Sept. 16. Brother Daniel joined the Union in the port of New York in 1954 sailing as a firemanwatertender. He had sailed for 25 years and had received a personal safety award in 1960 while on the SS De Soto. Bora in Burke County, Ga., he was a resident of Waynesboro, Ga. when he died. Burial was in Magnolia Cemetery, Waynesboro. Surviving are his mother, Myra; two sons, Walter and Thomas and two daughters, Myra and Toni Ann, all of Waynesboro. IBU pensioner Jo­ seph P. Wojciechowsld, 64, passed away on July 28. Brother Wojciechowski joined the Union in the port of Baltimore in 1957 sailing as a captain for the Charles H. Harper Associates Towing and Lighterage Co. since 1936. Bora in Maryland, he was a resident of Balti-mo're when he died. Burial was in Holy Cross Cemetery, Baltimore. Surviving is his widow, Estelle. Kentis (Kurts) K. Binemanis, 60, ex­ pired from a liver ail­ ment in the USPHS Hospital, Galveston on Aug. 8. Brother Binemanis joined the SIU in the port of New York in 1959 and had been sailing as a QMED. He graduated from the Andrew Furuseth Training School in 1959, was on the Vietnam run in 1967, walked the picket line in the Greater N.Y. Harbor strike in 1961 and was a member of the Nor­ wegian Seamen's Union from 1936 to 1951. Born in Riga, Latvia, he was a resident of Houston when he died. Bur­ ial was in the Forest Park East Ceme­ tery, Houston. Surviving are his widow, Helen and a stepson, Charles P. Banga of New York City. SIU pensioner Otto L. Nitz, 85, died of an accidental head injury in Oakwood Hospital, Dearborn, Mich, on June 8. Brother Nitz joined the Union in 1939 in the port of Detroit sailing as a wheelsman. He was a member of the ISU in 1936-7. A Michigan native, he was a resident of River Rouge, Mich, at his deatb. Interment was in Ever­ green Cemetery, Alpena, Mich. Surviv­ ing are his mother, Minnie of Alpena; a sister, Mrs. Mithilda Phillips of River Rouge and two nieces, Mrs. Naomi Tersinar and Helen Hube, both of Dearborn. IBU pensioner Thomas K. Engles* bee, 64, died of heart 5 " failure in the Ashtabula (Ohio) Hospital » on July 21. Brother mm Englesbee joined the Union in the port of Ashtabula in 1961 sailing as a tugman for the Great Lakes Towing Co. and Merritt, Chapman and Scott. A native of Ashtabula, he was a resident there when he passed away. Burial was in St. Joseph's Cemetery, Ashtabula. Surviving are two sisters, Mrs. Ruth K. Andrejack of Ashtabula and Sarah. Joseph M. Daly, 48, died in San Fran­ cisco on Sept. 10. Brother Daly joined f the Union in the port of San Francisco in 1971 sailing as a fire1 man-watertender. He ™. was on the Vietnam run in 1973 and was a Navy veteran of World War II. A native of San Fran­ cisco, he was a resident there when he passed away. Surviving is an aunt, Katherine Kenney of San Francisco. Jacob N. Fritzler, 56, succumbed to a gastrointestinal hem­ orrhage at home on Sept. 28. Brother Fritzler joined the SIU in the port of San Francisco in 1968 sailing as afireman-watertender He had sailed for 25 years. Seafarer Fritzler was a pre-war veteran of the U.S. Marine Corps, a World War II veteran of the U.S. Army and a post-war veteran of the U.S. Air Force. He was born in Spokane, Wash, and was a resident of San Pablo, Calif, when he died. Cremation took place in the Fairmont Memorial Park, Martinez, Calif. Surviving is a sister-in-law, Mrs. Inez M. Fritzler of San Pablo. SIU pensioner Samuel N. Hurst, 70, died in a hepatic coma in the Wayne Memorial Hospital, Jesup, Ga. on Oct. 2. Brother Hurst joined the Union in 1948 in the port of New York sailing as a deck engineer. Born in Appling County, Ga., he was a resi­ dent of Jesup at the time of his death. Burial was in Forest Lawn Cemetery, Savannah. Surviving are a daughter, Mrs. J. G. (Sarah) Stephens of Odum, Ga.; a brother. Jack of Savannah; a sister, Mrs. Lula H. Tyre of Jesup, and an aunt, Nettie I. Pye of Wayne County, Ga. SIU pensioner Edward J. Noouey, 53, succumbed to arteriosclerosis in Meadowview Hospital, Secaucus, N.J. on Apr. 10. Brother Nooney joined the Union in 1946 in the port of New Or­ leans sailing as a bosun. He attended the HLS-MEBA District 2 School in Brooklyn, N.Y. in 1968 graduating as a third mate in the deck officer training course. Seafarer Nooney was a veteran of the Army Engineers Corps in World War II. Born in Jersey City, N.J., he was a resident there at his death. Burial was in Jersey City. Surviving is his mother, Josephine of Jersey City. SIU pensioner Charies A. Moss, 75, died of a heart attack in the Thomas Jeffer­ son University Hos­ pital, Philadelphia on Nov. 1 1, 1973. Brother Moss joined the Union in 1945 in the port of Boston sailing as a chief steward. He had sailed for 47 years. Seafarer Moss attended the 1970 Pen­ sioners Conference at the HLSS in Piney Point, Md. Born in Rhode Island, he was a resident of Philadelphia when he passed away. Interment was in Forestdale Cemetery, Maiden, Mass. Sur­ viving is an aunt, Josephine Roblee of Everett, Mass. SIU pensioner Frederick B. Oliver, 75, passed away on Oct. 16. Brother Oli­ ver joined the SIU in 1942 in the port of New York sailing as a chief cook. He was on the picket line in the Greater N.Y. Harbor strike in 1961. A native of the British West Indies, he was a resident of Brooklyn, N.Y., when he died. Surviving are his widow, Aga­ tha and two sons, Theodore and Ernest. . SIU pensioner Juau Villa Santamaria, 68, expired while on vacation visiting his sister in Spain on July 11. Brother Villa Santamaria joined the Union in the port of Baltimore in 1955 sailing as an AB. He received a personal safety award in 1960 while aboard the SS Fairport. Bora in Santa Eugenia de Riveira, La Coruna, Spain, he was a resident of Kearney, N.J. at the time of his death. Burial was in Spain. Surviving are his widow, Leontina of La Coruna, Spain; a brother, Antonio of Kearney and a sister, Maria Villa Santos of Chacin-Palmeira, La Coruna. Robert M. Werkau, 53, succumbed to cardiac arrest on the way to the Ingalls Memorial Hospital, Harvey, 111. on Sept. 13. Brother Werkau joined the Union in the port of Chicago in 1961 sailing as an oiler for the Great Lakes Towing Co. from 1973 to 1974 and the Chicago Towing Co. from 1952 to 1973. He was an Army veteran of World War II. A native of Chicago, he was a resident of Oaklawn, 111. Inter­ ment was in Evergreen Cemetery, Ever­ green, 111. Surviving are his widow, Elaine; three sons, Robert, Daniel and Kenneth, and four daughters, Darlene, Linda, Alice and Doris. Walter Conley, 62, succumbed to a cerebral artery thrombosis in New Or­ leans on Sept. 18. Brother Conley joined the SIU in the port of New Orleans in 1957 sailing as a fireman-watertender. He had sailed for 29 years. A native of Kentucky, he was a resident of New Orleans when he died. Interment was in Greenwood Cemetery, New Orleans. Surviving are his widow, Antoinette and a step-daughter, Mrs. Evelyn V. Ringe. Page 29 �sssra ' w. - » V. . N Welding Course On today's ships, many jobs re­ quire a knowledge of bnmingnnd welding. In response to Ibis need, the Harry Lnndeberg School offers a course in welding every other two-week period. During this two-week course, practical on-the-job training is stressed. Students work on various projects and the different types of welding joints used, depending on the desired finished product. Tliese projects must be completed before certification can be issued. Welding techniques are taught on modem, up-to-date equipment, with safety procedures emphasized. An instractor is in attendance at all times to give individualized at­ tention so that each student will be thoroughly qualified to perform his duties aboard any U.S. vessel. The course is open to all men who have a rating in any depart­ ment. The next course will be taught Nov. 29. High School Program is Available to All Seafarers Twenty six Seafarers have already successfully completed studies at the SIU-IBU Academic Study Center in Piney Point, Md., and have achieved high school diplomas. The Lundeberg High School Pro­ gram in Piney Point offers all Seafarers —regardless of age—the opportunity to achieve a full high school diploma. The study period ranges from four to eight weeks. Classes are small, permit­ ting the teachers to concentrate on the individual student's progress. Any Seafarer who is interested in taking advantage of this opportunity to continue his education can apply in two ways: Go to an SIU office in any port and yon will be given a GEO PieTest. This test will cover five gen­ eral areas: English Grammar, and literatnre; Social Studies, Science and Mathematics. The test will be sent to the Lundeberg School for grading and evaluation. Or write directly to the Harry Lundeberg School. A test booklet and an answer sheet will be mailed to your home or to your ship. Complete the tests and mail both the test booklet and the answer sheet to the Lundeberg SchooL (See application on this page.) During your stay at the school, you will receive room and board, study materials and laundry. Seafarers will provide their own transportation to and from the school. Following are the requirements for eligibility for the Lundeberg High School Program: 1. One year's seatime. 2. Initiation lees paid in fulL 3. All outstanding monetary obliga­ tions, such as dues and loans paid in fuU. I am interested in furthering my education, and I would like more information on the Lundeberg High School Program. Name. Address. Last grade completed. (City or Town) Last year attended Complete this form, and mail to: Margaret Nalen Director of Academic Education Harry Lundeberg School Piney Point, Maryland 20674 Page 30 v;,ii, Through HLS Program Seafarer Receives High School Diploma Seafarer Pierangelo Poletti, who came to Lundeberg School originally as an upgrader, last month achieved his GED diploma with test scores which were exceptionally high. Brother Poletti, who is the twentysixth Seafarer to receive his diploma through the HLS program, is a native of La Spezia, Italy. He grew up in post­ war Italy and went to sea at the age of 13. "My main problem areas in getting ready for the GED test were math and English grammar," said Brother Poletti. ' "I was used to the decimal system rather than fractions and, of course, grammar is difficult even for people who have spoken English all their lives." Brother Poletti credits the individual ized instruction he received at HLS for a large part of his outstanding success in the GED program. Seafarer Poletti became a member of the SIU in 1967 and a quartermaster in 1972. He learned of the GED pro­ gram in 1974 when he came to the Lundeberg School to prepare to achieve his full book through the SIU's *A' Seniority Upgrading Program. At that time, he took the pre-GED test and scored very well. The academic staff at the school encouraged him in his desire to earn his diploma, and after achieving his full 'A' book, he returned to HLS and enrolled in the GED pro­ gram. "I really love sailing," said Seafarer Poletti, "and I can't wait to get back to sea. But now that I've got^y high school diploma, I may go to junior col­ lege in a few years. I'm really interested in electronics, and I'd like to take some courses in that. Then I'll have a back­ up career for my retirement. Thanks to the SIU and the great work it's doing at Piney Point, there's a whole lot of new options and opportunities for me and for all Seafarers." The Harry Lundeberg School's GED Program is open to all Seafarers and trainees who come to the school and do not have a high school diploma. Lffepmii, FOWT, Weiding, and: nil atewara Dec. 26 , QMED, Ufcboirt. and aU Steward D<#at<nKB( Radi^i inn. 9 Qnadte-^ and all Ste,^^ Da- Jan. 13 3HI1.23 .Book No.. (Street) Seafarer Plerangelo PolettI receives Individual help in mathematics from math teacher Jean Polack. Brother Poletti is the twenty-sixth SIU brother to earn his GEO diploma at the Harry Lundeberg School. He recently received hiS;^ full 'A' book through the SlU's 'A' Seniority Upgrading Program. (Zip) m,6 ".Feb. 20 .-.QMED,Lffehoat,Aomaei»iraH,a^^ DMED, Lifeboat, aiding, and aU Stewaid jMar.3 /MWa 6 —— XOTE: TMdateandcoutoeatosiibjfM:ttodi^(^atattyliiii^ . . SeafarersLog �Dock Dopsffmenf Upgrading QnariermasieT 1. Must hold an endorsement as Able-Seaman—unlimited—any waters. Able-Scaman AMfSe—M ' 12 iBonths—<ny waters 1. Must be at least 19 years of age. 2. ^ physical (i.e., eyesight without glasses no more tliM 20/100=:r-20/100, corrected to 20/40-20/20. and have normal color vision). 3. Have 12 months seatime as^an Ordinary Seaman or 4. Be a graduate of HLS at Piney Point and have eight months seatime as Ordi­ nary Seaman. (Those who have less than the 12 months seatime will be reqiured to take the four week course.) Abie"ScaHMui—unlimited—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 36 months seatime as Ordinary Seaman or AB—12 months. Lifeboatman 1. Must have 90 days seatime in any department. Engine Upgrading FOWT—(who has only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and have normal color vision). 2. Have six months seatime as wii^r or be a graduate of HLS at Piney Point and have three months seatime as wiper. (Those who have less than the six months seatime will be required to take the four week course.). FOWT—(who holds an engine rating snch as Electrician) 1. No requirements. Pumpman, Deck Engineer, Jihiior En^eer, Machinist or Boilermaker— (w|io hidds only a wiper endorsement) 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30 and have normal color vision). 2.' Have Six months seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds an engine rating such as FOWT) 1. No requirements. QME0—any rating 1. Must have rating (or successfully passed examinations for) FOWT, Electri,cian. Refrigeration, Pumpman, Deck Engineer. Junior Engineer, Machinist, . Boilermaker, and Deck Engine Mechanic. 2. I Must^tow evidence of seatime of at least six months in any one or a combina­ tion of f he following ratings: FOWT, Electrician, Refrigeration, Pumpman, Deck Ehgineer, Junior Engineer, Machinist, Boilermaker, or I^ck Engine Medhanic. , WehUng '^ 1. Must hold endorsement as QMED—any rating. LNG/LPO 1. BoghsBpenoiinel must be QMBD—^Any Rating. All other (Deck and Stew­ ard) must hdd a rating. jPumpman (Special) 1. Must already hold Coast Guard endorsement as Pumpman or QMED—any rating. Steward Upgrading AwlrtrotCook 1. 12 months seatime in any Steward Department Entry Rating. 2. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimum of three montbi seatime. Cook and BakCT t. 12 months seatime as Third Cook or, 2. 24 months seatime in Steward Department, six months of which must be as Third Cook and Assistant Cook or; 3. Six months as Assistant or Third Cook and are holders of a "Certihcate" of satisfactory completion from the Assistant Cooks Training Course. Chief Cook 1. Twelve months seatime as Cook and Baker or; 2. Three years seatime in Steward Department, six months of which must be as Third Cook or Assistant Cook and six months as Cook and Baker or; 3. Six months seatime as Third Cook or Assistant Cook and six months seatime as CocSHlRMSaker and are holders of a "Certificate" of satisfactory completion ' from the Assistant Cook and Second Cook and Baker's Training Course or; 4. Twelve months seatime as Third Cook or Assistant Cook and six months sea­ time as Cook and Baker and are holders of a "Certificate" of completion from the Cook and Baker Training Program. Chief Steward 1. Three years seatime in ratings above that of Third Cook and hold an "A" seniority in the Union or; 2. Six months seatime as Third Cook or Assistant Cook, six months as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Cook and Baker and Chief Cook Training Courses at the Lundeberg School or; 3. Twelve months seatime as Third Cook or Assistant Cook, six months seatime as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training programs. 4. Twelve months seatime as Third Cook or Assistant Cook, twelve months sea­ time as Cook and Baker and six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. B BBS ^^B ^^B BB BMB BBB BBB BBB W SBB IBB ^BB MB ^^B ^BH BBM BN HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING APPLICATION Name. -Telephone(AieaCode) (Zip) Seniority. (State) (City) Book Number. Port and Date Issued. Social Security #. HLS Graduate: Yes • Nd • Dates Available For Training I Am Interested In: DECK • AB 12 Months • AB Unlimited • Quartermaster • Lifeboatman JlatingsNow Held. Lifeboat Endorsement: Yes • No • ENGINE • • D • • • • -Age. (Middle) (First) (Last) Address(Street) STEWARD • Assistant Cook QMED • Electrician FWT • Cook & Baker • Dk.Eng. • Jr. Eng. • Chief Cook Oiler Dk.Mech. • Pumpman • Steward Reefer • Machinist Boilermaker • Welder LNG-LPG • Pumpman (Special) RECORD OF SEATIME — (Show only amount needed to upgrade in rat­ ing checked above or attach letter of service, whichever is applicable.) SHIP RATING HELD PORT. DATE OF SHIPMENT DATE OF DISCHARGE J>ATE. SIGNATURE. RETURN COMPLETE APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 WS'mgM: Upgrade for Job Security November''l974;^''' Page 31 �«assssi-:.^„ rj- '• • Official pubUcatien of the SEAFARERS INTERNATIONAL UNION • Atlantle, Onlf, Lakes anS Inlaiid Waters District. APL-CIO I: n "" a ./ Irifoi'mBJtiOTy Because of the Seafarer's many pressing responsibilities in the performance of his job at sea^ in upgrading his skills and in meeting the continually rising cost of living, less urgent responsibilities are many times overlooked, yet they are none­ theless extremely important. When a Seafarer ships out, he will frequently neglect to leave with his wife or dependents certain information absolutely necessary in filing a claim for benefits under the Seafarers Welfare Plan. Without this information, the SIU is forced to hold up payment of the claim because of tight New York State regu­ lations governing welfare plans. This can cause serious but unnecessary financial burdens on a member's family while he is at sea. Before shipping out, be sure you supply your wife or de­ pendents with the following information: your book number, social security number, the ship you will be sailing, and the names and dates of ships sailed during the last calendar year. This simple act will alleviate some frustrating problems for your family in filing a claim during your absence. The BIU printed over a year ago convenient cards entitled "Information for SIU Dependents" containing open spaces for the information mentioned above. The cards, obtainable at any SIU Hiring Hall, should be filled out and given to your dependents for easy reference. If you are already out at sea and think your dependents do not have the information, get a card from the ship's chairman and mail it home immediately. It will keep things running smoothly at home while you are away. Wlttil^jvu? Dependents -ri � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource November 1974 Description An account of the resource Headlines: DEMOCRATS POST BIG ELECTION GAINS NEW PENSION LAW'S PROVISIONS AIRED SHAPING OUR OWN FUTURE SIU UNIFIES LABOR SUPPORT FOR OIL IMPORT BILL 50% OF TONNAGE LOST IS IN RUNAWAY FLEET LAKES SEAFARERS RATIFY NEW CONTRACT NORFOLK MEMBERS HAVE INFORMATIONAL MEETING EACH MONTH BLACKWELL PREDICTS 300 NEW SHIPS BY 1985 ARBITRATOR RULES MONEY DUE UNION AND CREWMEMBERS PENSION LAW'S PROVISIONS BOSUNS AT HLSS TAKE RED CROSS FIRST AID COURSE WW 2 PW ESCAPEE, MOVAL, GETS HIGH SCHOOL DIPLOMA DELTA BRASIL PAYS OFF AFTER SOUTH AMERICAN RUN UNION BROTHERHOOD IN ACTION NOW 1ST ASSISTANT ENGINEER TRANSHURON RUNS ON REEF OFF INDIAN ISLAND THE LNG TRAINING PROGRAM AT THE LUNDEBERG SCHOOL: SEAFARERS SECURE JOBS FOR THE FUTURE A THREAT TO FREEDOM TT BROOKLYN PAYS OFF IN FINART, SCOTLAND EUROPE TO SOUTH AMERICA AND UP THE EAST COAST, THE MAUMEE COMES HOME TO PAYOFF IN CARTERET ROBERT E. LEE COMPLETES 3 MONTH MAIDEN VOYAGE HIGH SCHOOL PROGRAM IS AVAILABLE TO ALL SEAFARERS SEAFARER RECEIVES HIGH SCHOOL DIPLOMA LEAVE WELFARE CLAIM INFORMATION WITH YOUR DEPENDENTS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 11/1/1974 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVI, No. 11 1974 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/73e4f27f2dfb1641f930a4b0c3a7e1c1.PDF 8eeeec517303e893b4c874426b1d344e PDF Text Text �Labor-Management Committee on Economic Policy Established I SIU PrKident Paul Hall has been ap­ pointed by President Ford to serve on the White House Labor-Management Committee as one of seven representa­ tives of labor. This committee was created at the end of the White House Summit Con­ ference on Inflation held in Washington, D.C. last month to act as a balanced advisory committee to President FordIn announcing the panels' establish­ ment, President Ford said the commit­ tee will "help assure effective collective bargaining, promote sound wage and price policies, develop higher standards of living, boost productivity and estab­ lish more effective manpower policies." As one of the seven labor represen­ tatives, SIU President Hall is in a posi­ tion to watch and help formulate national economic policies that could affect labor, and more specifically, mari­ time labor. Among the other labor leaders join­ ing President Hall on the LaborManagement Committee are; Lane Kirkland, secretary-treasurer of the AFL-CIO; I. W. Able, president of the United Steel workers of America; Mur­ ray Finley, president of the Amalga­ mated Clothing Workers of America; Frank Fitzsimmons, president of the • International Brotherhood of Team­ sters; Leonard Woodcock, president of the United Automobile Workers, and Arnold Miller, president of the United Mine Workers. Coordinator of the 15-member Com­ mittee is Dr. John C. Dunlop, professor of economics at Harvard. Prior to the White House Summit Conference attended by President Hall, SIU President Paul Hall, center, was among the nation's top labor leaders who presented the trade union vievypoint at the economic summit conference called by President Ford In Washington last month. From left are: AFL-CIO President George Meany, AFL-CIO Secretary-Treasurer Lane Kirkland; Hall; Plumbers Union President Martin J. Ward, and Cloth­ ing Workers President Murray H. Finley. a series, of "pre-summit" conferences were held by leaders from various seg­ ments of the nation's economy. The purpose of these pre-summit meetings was to gather hard data and proposals to present at the President's summit. SIU President Hall attended two of these "mini-summit" work sessions—a meeting in Washington of labor leaders and a meeting of transportation indus­ try. spokesmen held in Los Angeles—to help work out anti-inflationary strate­ gies that could be presented at ^e main suqimit conference. Offering a proposal to help reverse the nation's Matipnary shipping poli­ cies to the mini-summit conference of transportation industry leaders. Presi­ dent Hall submitted that "the govern­ ment's role should be, wherever pos­ sible, to create the climate in which United States industry, predicated upon capital investment in the United States, can operate profitably." "As a natural consequence," Hall continued, "this will attract investment capital, creating jobs and the produc­ tion of new and more efficient plants and equipment. More jobs, greater pro­ ductivity, and a home-based capability will increase U.S. tax revenues. We think the time has come for broad-scale adoption of bilateralisdiin ouLsMpping policies whereby the'Uhited SJales and its trading partners can share equally and substantially in the carriage of goods shipped between them, with the balance available to third flags. These are directions that merit careful con­ sideration in the effort to beat the infla­ tion problem." By attending these snmmit meetings and serving on the newly created LaborManagement Committee, President Hall can act as a maritime labor watch­ dog and Seafarers can be asStared that their interests will notimjiKtiy shffer in the nation's attempt tootrii hafldtion. .riT- the PRESIDENT'S REPORT: We Must Continue to Work Politically •r.cr; Paul Han r The United States is presently facing three very pressing economic issues^ the impact of inflation on the American economy, the measures that must be taken to halt the cancerous growth of in­ flation, and the steps needed to turn the tide on unemployment and get the eco­ nomic juices flowing again. As a part of his overall program to fight inflation. President Ford conducted a series of economic summit meetings last month—attended by representatives from a cross section of American labor and industry—^to discuss problems and solutions to the nation's economic situa­ tion. At the conclusion of these meetings, the President then appointed seven rep­ resentatives of the labor movement, in­ cluding myself, and eight spokesmen from industry to the White House LaborManagement Committee to continue to advise him on economic policy. My participation at the summit con­ ferences and on the White House Com­ mittee gives me the opportunity to fairly > present the many problems facing the American maritime industry, and to dis­ pel the misconceptions—^brought about by a wave of propoganda by the multi­ national oil companies—^that the na­ tion's progressive maritime programs are inflationary. In their attempt to gain virtual monop­ olistic control over the nation's oil sup­ plies, the multinational oil companies— the biggest offenders of sound economic policy—have been successful in stifling progress in the maritiihe industry for much too long. A strong nation must command a competitive merchant ma­ rine to remain strong economically, and sound in regards to national defense. Despite oil company opposition, we were victorious in taking the first step for maritime revitalization with the passage of the Merchant Marine Act of 1970. This bill has created thousands of jobs in our nation's shipyards, and already American Seafarers are filling new jobs aboard the vessels built under the Act. Now, with the progress we have made on the Energy Transportation Security Act, we are on the verge of breaking the multinational monopoly for the first time. Final enactment of this bill will create an estimated 225,000 man years of em­ ployment for the American maritime worker in shipyards and on Americanflag v^sels, as well as curbing the na­ tion's dangerously growing deficit of trade. Thousands of tax-paying Americans, with real purchasing power^ working in shipyards and on ships is TOuh&icdnomic policy. Thousands of Americans, unemployed and collecting government funds, can only increase the nation's economic plight. Discusions dt the economic meetings in Washington, D.C. have directly influ­ enced President Ford's economic pohcies, and will influence how Congress will vote on these policies. • The work of the White House LaborManagement Committee will signifi­ cantly influence Congress concerning new or still pending le^lation, such as the oil bill, vital to the maritime industry and the thousands of Americans em­ ployed by it. We have achieved many important victories in Congress in the, past few years alone. And, we'have achieved them by participating in all phases of the na­ tion's political arena. To reach our ulti­ mate goal of a completely i^vitahzed, globally competitive merchant Biarine, we must continue to do so.i Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and inland Waters District, AFL-CIO, 675 Fbu'rth'A^iBniidr'hi-^klyn, New York 11232. Published monthly. Second Class po^ge paid at Brooklyn, N. Y. Vol. XXXVL No. 10. October 1974. ^ Page2 j . % ,iadaIjT; �I f •I Conference Version Passed in House, Awaits Senate Vote • Oil Bill Compromise Reported Out by Conferees The compromise version of the En­ ergy Transportation Security Act of 1974, after being reported out of the joint Senate-House .Conference Com­ mittee, was passed by the House, 21940 this month, despite an attempt by Rep. PierreS. Dupont (R-Del.) to block its passage. The Senate, however, is not expected to vote on the compromise version until after Congress'month-long election recess which ends in midNovember. The compromise version of the oil bill needs the approval of both the Sen­ ate and House before it can be presehted to President Ford. This bill provides that 20 percent erf the nation's petroleum imports—^includ­ ing crude oil and residual fuel oil—will be carried on U.S.-flag ships. The im­ port quota requirement will increase to 25 percent on July 1, 1975 and to 30 percent in 1977. to Begin On Pension Act Starting with the NoTemher issue, the LOG will run a series of articles completely outlining in understandable language the terms of the new Pension Re­ form Act of 1974 and how it affects the Seafarer. The hill, signed into law on Labor Day, is extremely com­ plicated and the Union's le^l staff and the Trustees of the SIU's Pension and Welfare Plans are presently working on it to see exactly how it will af­ fect the membership. Basically, though, the Pen­ sion Reform Act guarantees, through vesting and funding, that all American workers receive their rightful pension benefits when they retire. The'measure, which had been passed in slightly different versions by both the Senate and House earlier this year, had been sent to the joint Conference Com­ mittee to work out a compromise ver­ sion. When the compromise came before the House, Rep. Dupont attempted to stall the bill by challenging an amend- Octobar, 1974 ments, promoting our national security, benefiting the consumer and taxpayer, and helping to improve our marine en­ vironment." Representative Glenn Anderson (D-Calif.) ''We have been working very dosely with the President's advisors mid we have taken out the provisions that were objectionable and I diink the White Honse will support the hill." Rqiresentative James Grover (R.-N.Y.) ment added to the original bill by the joint committee. The House, however, failed to back Rep. Dupont, and his challenge was defeated 95-216, forcing him to abandon his effort to return the bill to the joint committee. Though Rep. Dupont's attempt to sidetrack the oil bill was thwarted, op­ ponents of the bill have not given up their last minute assault on the measure. It is expected that when the Senate re- f convenes after the election recess. Sen. Carl T. Curtis (R-Neb.) will mount a campaign, similar to that of Rep. Du­ pont's, to stall the bill. Realizing that the oil lobby will not cease in its attempt to block the passage of this important bill, the SIU is watch­ ing the measure's progress closely and will keep its forces mobilized until the bill is signed into law and its provisions implemented. Suamico Centerfold taiiuiah Rescues 256 Page 7 Schuyikiii rescues tug crew .'...PagelS Training and Upgrading . Seafarers participate in bosun recertification and 'A' seniority upgrading Pages 10-11 Upgrading class schedule, requirements and application ......Pages 30-31 GED requirements and application Page 30 Membership News Steward ends 46-year career Page 9 210 Seafarers gave $100 or more to SPAD in 1973 Pages 24-25 Carter Braxton deck gang Page 15 Final Departures Pages 28-29 New SIU pensioners .-.. .Page 20 Seafarer upgrades academically and vocationally ...Page6 " - fj <T am aware of the years of woric that have gone into the perfection of this legislation. This is a good hill, and I am pleased to have had the opportunity to work with my colleagues on both sides of the aisle on what is before us today —the. conference report on the Energy Transportation Security Act of 1974." Representative Thomas Downii^ . (D-Va.) INDEX Legislative News Oil bill reported out of conference committee .. Page 3 Washington Activities column Page 9 Union News Headquarters Notes • , column Page 8 Membership meeting in San Francisco .Centerfold New ships mean new responsibilities .......Rage 18 Generai News SIU President Hall appointed to Labor-Management Committee Page 2 President's Report .Page2 AFL-CIO N.Y. state convention endorses Carey .Page3 Shipping Dispatchers Reports .... .Page 22 Ships' Digests .........Page 12 Ships'.Committeeg.^. Page 4 ~ R6a-Z.a/7(y/?esot;rce ..,. .Page 13 "This timely piece of legislation has indeed multi-benefits to our Nation, not only by strengthening our merchant marine, hut also by stimulating employ­ ment, improving our balance of pay­ •. H The September class of bosuns and upgraders attending the Recertification and 'A' Seniority Programs at Piney Point were in Washington during the time the oil bill was debated and voted on in Congress. Here they pose on steps of the Capitol with Lundeberg School Vice President Mike Sacco (front, far left). From the left, front row: Upgraders William Farmer, Stephen Frost, Bosuns Jim Foster, Tony Palino, J. Allen, Mack Brendle, Jacksonville Patrolman Tony Aronica and Bosun Roy Meffert. Second Row, Houston Patrolman Sal Salazar, Bosuns Vincent Grima and Cyril Mize. Third row, Bosun P. G. Wingfield, Up­ graders Leroy Tanner, Robert Rodriguez and Bosun Nick Bechlivanis. Back row. Bosun Arne Eckert, New Orleans Patrolman Tom Gould, and Bosuns Ole Olson and Rich Newell. N.Y. State AFL-CIO Endorses Hugh Carey for Governor The New York State AFL-CIO en­ dorsed Democratic gubernatorial can­ didate Hugh L. Carey for their state's top political post at its 17th Constitu­ tional Convention Oct. 3-5,1974 at the Concord Hotel in Kiamesha Lake, N.Y. The convention's 1,800 delegates, representing nearly two million organ­ ized workers of the state's approximate 105 international unions and their lo­ cals, gave Carey—a 14-year veteran of the U.S. Congress—a 90 percent man­ date. Speaking to the convention prior to his endmrsement, the Brooklyn con­ gressman lauded the historic efforts of labor in its fight for social justice for all Americans, singling out labor's key role in achieving equal rights for minorities and women in the hiring practice, and in the passage of the Pension Reform Act, signed into law on Labor Day. Carey aflfirmed, however, that the labor movement must continue its vital work for social justice by "leading the way" in the fight for a national health insurance program, housing, and in­ creased aid to senior citizens. He said that in the past, labor has always been suct^ssful in their fights "by standing together," and that this success will continue "by eliminating fights between us by fighting for all of us.' Pages �V ' t\ h '• The Committee Page Sea-Land Resource Seatrain Louisiana •1 \ Recertified Bosun Pete Drewes, right, is heading the deck department and serving as chairman of the ship's committee aboard the SL-7 containership Sea-Land Resource. The ship, on the European service, paid off at Port Elizabeth Sept. 5. Committee members are, from the left: Richard Risbeck, engine delegate; M. Love, deck delegate; 0. K. Parker, educa­ tional director; J. P. Lomax, secretary-reporter; Gene 0. Sivley, steward delegate, and Recertified Bosun Drewes. As with all the SL-7's, the Resource carries 1,094 containers at a top speed of 33 knots. Azalea Ci Recertified Bosun William Meehan, seated right, is heading the deck gang aboard the SlU-manned containership Azalea City. Photo was taken on coastwise run enroute to payoff at Port Elizabeth, N.J. Standing from the left are committee members 0. Scott, secretary-reporter; R. Corobel, stew­ ard delegate, and R. Burns, deck delegate. Kneeling, is O. Krogly, educa­ tional director. Built in 1943, the Azalea City'was a pioneer in containerized shipping being converted in 1957 at the Mobile Ship Repair Co..in Chicka­ saw. Ala. Boston Committee William Kleimola, right, a graduate of the Bosun's Recertification Program is sailing bosun on the containership Boston, operated by Sea-Land. Serving on the ship's committee along with Brother Kleimola are, from the left: James Keno, secretary-reporter; Gene Dakin, deck delegate, and John Griffith, edu­ cational director. The 497-foot long Boston, capable of carrying 360 general cargo containers, is on a coastwise run. Filling out ship's minutes after conducting Union meetirig at sea aboard the Seatrain Louisiana are ship's committee members, from the left: J. Johnson, steward delegate; L. Snodgrass, deck delegate; R. Thomas, secretaryreporter; A. Austin, engine delegate, and T. Richards, ship's chairman. The vessel crewed up last May in Oakland and since then has travelled nearly 15,000 nautical miles going to the Far East, back down through the Panama Canal to Europe, the Middle East and are now enroute to Pusan, Korea. From there, the committee reports the ship will head back to Oakland to complete an around-the-world voyage. Photo was taken by crewmember Bob Tallman. Jacksonville Committee Off another good coastwise run, the containership JackshnVHle ipald off at Port Elizabeth on Sept. 19. Committee members are, from the left: H. A. Galicki, secretary-reporter; W. H. Butts, ship's* ctiairman; Curtis Dicote, engine'delegate; Geb Morah, deck delegaie, and David Van Horn, educa­ tional director. Originally built in 1944, the former Af/ssvor?, Sp/s/Tp.was con­ verted for container carriage in 1968 at Todd Shipyards in Galveston, Tex. At 11,601 gross tons, the Jacksonv/V/e carries 332 containers. o/ Rose City Committee n; Heading the deck crew of the containership Rose City, operated by SeaLand, is" Recertified Bosun Guillermo Castro, standing Ifift. Serving-along with Brother Castro on the ship's committee are: Raymond Taylor, standing center, secretary-reporter, and standing right, C. S. Bohannon, engine delegate. Seated is Robert Anderson, deck delegate. Usual run for the Rose City is intercoastal. The 685-foot long containership can carry 602 general cargo containers with capacity for 63 temperature controlled units. , .r . Page 4 Seafarers Log �T f' 1' f i In MSC Falcon Takeover / i, L .ir Seafarers to Get Money Due Them The SIU will be notifying crewmembers from the four Falcon tankers taken over by the MSC last March of money due them under a recent settlement ordered by a labor arbitrator. The Sea­ farers eligible for compensation under the settlement are those released by Falcon without the full 90 days notice stipulated in the Union's tanker agree­ ment. This means that crewmembers of the Falcon Lady, Falcon Duchess, Falcon Countess and the Falcon Princess will receive compensation for the 90 days following the notification to the Union of the tak0i^fe«f^c Mar. 13, since the MSC replaced the SIU crews before the end of the 90-day period. The labor arbitrator has also ruled that the operators of the four Falcon tankers must include payment of over­ time in computing the damages to be awarded the SIU and the ship's crewmembers. In a "supplemental opinion" that clarified points in the "original opinion" which was contested by bodi Falcon and the SIU, the arbitrator stated, "Overtime maritime premiums," in the type of employment "engaged in by these (the Falcon) crews, is an estab­ lished part of the work week or day and one cannot realisticaiiy compute the loss of pay in their positions without including such regular and expected payments over the base rate." The arbitrator therefore concluded that Falcon must include the overtime pay in computing damages to be paid to the SIU and crewmembers released by Falcon after the MSC takeover. Although the Union has succeeded in receiving compensation for the loss of these jobs to the membership, the SIU still contends that the takeover of these four tankers by the MSC is an attempt by the Navy to move into the private sector of the merchant marine, and can only damage the nation's com­ mercial shipping industry. New Men Await First Payoff Left to right, new Seafarers Charlie Smith, saloon messman; Jim Mathia, crew messman and Lee Selico, pantryman, wait in the Sea-Land Resource's mess for their first payoff. All three had just completed the trainee program at the Harry Lundeberg School in Piney Point, Md. when they shipped out on the Resource, an SL-7 containership. .-T ii ji Higfi Court Will Hear Foreign-Flag Picketing Appeal Lakes Seafarer Upgraded to Mate Second Mate Wally Watkins, who sailed with the SIU when he was an ableseaman, upgraded to licensed deck officer by attending the nine-week pro­ gram at the joint SlU-AMO upgrading school in Toledo, Ohio about three years ago. Brother Watkins, a resident of Alpena, Mich., sails on the Great Lakes freighter Paul H. Townsend (Huron Cement). Lawyers representing the Committee of American Maritime Unions will argue an appeal before the U.S. Su­ preme Court on Oct. 21 in a suit against the Mobile Steamship Stevedore Asso­ ciation of Mobile, Ala. concerning foreign-flag picketing. The case involves the Committee's contention that it has the right to picket foreign-flag ships and their practice of paying low wages to foreign crews, and that the National Labor Relations Board should have jurisdiction in decid­ ing the matter. Two lower Alabama state courts had ruled in favor of the Association by declaring that the courts have jurisdic­ tion in the matter because foreign-flag ships are involved. The Committee maintains that the NLRB should have jurisdiction because the Association is not foreign. Earlier this year the Supreme Court decided to grant the Maritime Com­ mittee a hearing on its appeal to over­ turn the lower court rulings. The Committee also maintams that the picketing is legal urder the guarantees of the First Amendment of the Consti­ tution. The Maritime Committee had 60 days (from the time the Court decided to hear the case) to file a brief stating its position. The Association had 60 days to reply to the Committee's posi­ tion, and then the Committee had a 30 day period (as the party filing the ap­ peal) in which to respond. Earlier this month the U.S. State Department, which is not involved at all in the dispute, filed a brief with the Court supporting the Association's position. The Maritime Committee has objected to the State Department inter­ fering in something which doesn't con­ cern it, and also claiming that its brief was filed too late. A Court decision on the case may be announced around the beginning of next year. FOWT Is a Stepping Stone To an Engine Room Career The flrfeftiah, oiler, Watertender rat­ ing is aii essential stepping stone to a young Seafarer wishing to build a career in the engine room. A Lundeberg grad wM^ only three months seatime (six months seatime for non grads) is eligible to take the FOWT course, which is offered at the School each month. FOWT is the most basic engine room rating, and it is an absolutely necessary one if a Seafarer is to continue upgrad­ Under the supervision of Lundeberg Instructor Jack parcell, right, FOWT Upgrader Bob Welker changes sprayer plate on burner tip in the engine room of the SphoplJs .?Hip,rDaun//e?s. October, 1974 ing to QMED, the most important un­ licensed rating for a black gang mem­ ber. And, because of the radically changing engine rooms in the U.S. mer­ chant marine's new automated ships, the QMED rating is becoming more and more important in securing a job aboard an SlU-contracted vessel. Besides the educational aspects of the FOWT rating, it is also a higher paying position aboard ship than wiper, and it offers a Seafarer increased oppor­ tunities for shipping. Upgrading is the name of the game in our changing maritime industry. So, when you become eligible for FOWT, or for any of the SIU's many upgrading programs, apply and participate. FOWT Upgrader Ed Washington lights off boiler in engine room of the Daunt­ less. The FOWT rating is a stepping stone to a career in the engine room. Pages t T "t. •ft. - 1 •} ^1 <1 �W"-:? "-i 'r i Seafarer Roy McCow/ey '*•:» .4 -s: Upgrades Academically and Vocationally Forty-eight-year old Roy McCauley, who sails as an engine department elec­ trician, successfully completed his QMED examinations at the Harry Lundeberg School of Seamanship and in conjunction with his studies in the school's upgrading program, he also completed his GED examination, there­ by achieving his high school diploma. Brother McCauley learned about the Harry Lundeberg School through the SEAFARER'S LOG and decided that it could offer valuable assistance in his efforts to upgrade. "When I arrived at the school and found the GED program was avaiilabie," he said, "I decided to take advantage of the opportunity. I ' had been interested in achieving my high school degree for some time." When Seafarer McCauley came to the Lundeberg School, he scored well on a pre-GED test and the HLS staff en­ couraged him in his desire to work for his high school diploma. "The staff were just wonderful," he said. "They were especially helpful to me in English, science and math." I McCauley is originally a native of Marion, and later Demopolis, Ala. After completing the eighth grade he dropped out of school because, "I felt I could do Seafarer Roy McCauley studies with Science teacher Cindy McCall in prep­ aration for his GED exams. For Vacation Pay One of the most important benefits a Seafarer looks forward to receiving is his vacation pay. Yet, a surprising number of members do not fully understand the rules governing the submittance of discharge papers in order to collect vacation benefits. To clarify the rules, here are three regulations covering discharge papers and vacation benefits contained in the SlU's Vacation Plan: I I said^. "I always go back there whenever I am in the States." Brother McCauley's seafaring travels have undoubtedly been a great aid to him in his academic advancement. He spent the last year in the Far East in­ cluding Japan, Korea, Okinawa, and Hong Kong. Before that he spent a year in the Middle East. McCauley also credits the Lundeberg School as a significant factor in his suc­ cess. "The entire atmosphere of the school encourages the students to want to learn more and more—to pick up new and useful information and develop new interests. Its benefit to me has been really beyond measure." Unclaimed Wages Submit Discharge Papers Within One Year % k ..as well by going to work." He has lived for several years in Baltimore, Md. where he worked as an aircraft elec­ trician. "I still call Alabama home," he • Applications for vacation pay must be submitted within one year of date of discharge. • If the applicant is on Articles at the time of expiration of a prior dis­ cbarge, he has ninety (90) days within which to file for this prior time from the date of the current discharge. • If, however, be should sign on another ship at a subsequent date, but prior to the expiration of the ninety (90) days, he must file within the shorter period of time. For example, let's take the case of a Seafarer who comes off a ship on Mar. 30, 1973. That Seafarer has until Mar. 30, 1974 to submit discharge papers for the time he spent on that ship so that he may collect the vacation pay due him. If, on the day the year's time has expired the Seafarer is on a ship, he has a ninety (90) day extension from the day he comes off this second ship to submit papers for the first ship. This is the only reason a man may have for getting an extension on the original one year's time. And, the member should notify Headquarters that he is on a ship and will require the extra 90 days to file. So, if this Seafarer should come off this second ship on June 30, 1974, he has 90 days from that date to file his discharge papers for the ship he got off on Mar. 30, 1973. However, if he catches another ship and fails to file during the time he was on the beach, he will lose all his vacation benefits from the ship he got off on Mar. 30, 1973. Unclaimed wages are due Brother J. Williams, Social Security No. 56310-8472, from Texas City Tankers. Please contact Frank Greathouse, Chief Marine Accountant, Texas City Tankers, P.O. Box 1271 Texas City, Tex. 77590. First Aid Course Given to Bosuns A first aid course—certified by the American Red Cross—was started this month at the Harry Lundeberg Scliool, and all Seafarers going through the Bosuns Recertification Program will be required to take it. The course is being taught by Chief Jim Hanson who runs the Piney Point Fire Department, and holds a certificate from the American Red Cross which permits him to teach first aid. The course is given every Tuesday and Thursday, for three hours a day, for the one month that the bosuns stay at Piney Point. Upon completing the course, during which the men are required to show practical first aid work, they take a onehour Red Cross certified test. If they pass, they receive a first aid certificate and a cardiac pulmonary resuscitation certificate. The course was initiated at the sug­ gestion of many of the bosuns going through the Recertification Program. They had been receiving some first aid training, but not from a qualified teacher certified by the Red Cross. At present the course has been termed a "pilot program," and if it works out satisfactorily it will be expanded to in­ clude everyone attending Piney Point, including trainees and upgraders. The SIU is continually reviewing its various training and upgrading pro­ grams in an effort to constantly improve them. This addition to the Bosuns Re­ certification Program is just one ex­ ample of the Union's desire to see that its members remain highly-qualified to man the American merchant ships of the future. Port Council Honors Friend / iiafarers Still to i ;-A; ; Seafarers will continue to man the SlU-contracted vessels that have been . sold to Puerto Rico as par t oiE its newly-formed merchant marine. Both Sea' Land Service, Inc. and Hudson Waterways have sold a total of eight ships to the I Commonwealth^^ own, but not operate the vessels. Sea-Land has sold five ships which were making runs to Puerto Rico. They ;; are: the Chicago, Rose City, Trenton, Brooklyn, and New Orleans. Hudson I Waterways has sold the Transidaho, Transhawaii md Transoregon. I The Puerto Rican merchant marine was established last June by Puerto I Rican legislative action, and it will be owned by the island's Maritime Shipping ^ Authority, a newly-created agency. Because of Puerto Rico's extreme dependency on maritime transportation tbe #ierto Ric decided to acquire the vessels hnd Pages V Bgf ^ SIU Vice President Frank Drozak (I.) takes the podium at the Annual New York Maritime Trades Department Port Council Dinner to introduce Staten Island Congressman John Murphy (center). Brooklyn Congressman John Rooney was presented with the Port Council's "Man of the Year" Award in recognition of his long record of support of New York's labor movement. Seated far right is New York MID Port Council President Anthony Scotto who IS vice president of Local 1814 of the ILA. V V:?' �USNS Tallulah Crew Saves 256 From Burning Cruise Ship The crew cf the SlU-nianned USNS Tallulah, operated by Hudson Water­ ways, rescued 256 crewmembers from the burning cruise liner MV Cunard Ambassador lasfmonth 40 miles south­ west of Key West, Fla. The Ambassador was heading to New Orleans to pick up passengers for a cruise to Mexico when a ruptured fuel line caused a fire in the engine room on the morning of Sept. 12. The Tallulah v,!3s cnroute to Charleston from Tampa with a partial load of aviation fuel when she was diverted by the Coast Guard to aid in the rescue. The captain of the Ambassador, Capt. Robert Howard, ordered most of his crew into lifeboats and they were picked up about 10;30 a.m. by the Tallulah and transported to Fort Lau­ derdale, Fla. •' I f The Coast Guard cutter Cape York' put crews aboard to help fight the blaze, and the cutter Diligence sprayed water on the fire which spread upward through five decks. Whem'the ship's emergency power supply failed during the night, the firefighting team of 96 men abandoned the vessel but remained aboard the Diligence in hopes of return­ ing to fight the fire. Rear Admiral Austin C. Wagner, commander of the Seventh Coast Guard District in Miami, sent a message to the Tallulah praising the crew. The mes­ sage read: "The rapid response and timely assistance rendered to the crew of the MV Cunard Ambassador ex­ emplify the highest standards of coop­ eration amongst those who follow the sea.n "Your professional seamanship is . n »J J !l] I-' The SlU-manned naval ship Tallulah (foreground) picks up crewmembers from the burning cruise liner Cunard Ambassador southwest of Key West, Fla. last month, noted with gratitude' and appreciation. mand by Hudson Waterways Corp. Association, the Coast Guard and Brit­ It was a pleasure to cooperate with you under an MSG contract. Hudson Water­ ain's Department of Trade and Indus­ in this life-saving effort," the message ways is a subsidiary of Seatrain Lines. try, to see if the ship can be salvaged. concluded. The Ambassador, which was towed A technical survey is being conducted The Tallulah is commanded by Capt. into Key West, Fla., is currently being to determine the cost of repairs, how Harlan'E. Jackson. Although it is examined by Cunard officials, agents of long they would take and if they would owned by the government, the Tallulah Lloyds of London, which insured the be feasible. A decision will probably be is operated for the Military Sealift Comvessel, representatives of the Salvage reached sometime in October. Bosun's Elegy m The SL-7 Sea-Land Galloway unloads containers at the Sea-Land dock in Yokohama. cf|fiy.i1>i(i^4.«on?2Lnors at a speed of up to 33 knots. October, 1974 SL-7s are - 946-feet long Below is a touching and poignant letter from Bosun Robert O'Rourke, aboard the SS Sea-Land Summit on-the Seattle-Alaska run, written to the SEA­ FARERS LOG last month. The letter speaks for itself: "On September 1, in a place called Captain's Bay on the island of Unalaska in the state of Alaska, a longtime favorite brother popular coast-to-coast throughout his career, AB Larry Kelly, 46, was killed in an accident involving the crane of this old containership. "As one of his closest 'buddies' I have taken the burden of writing a small eulogy I would be pleased to have pub­ lished in the LOG: Shipmates, Lawrence Bernard Kelly is dead. One inexplicable, sudden, dramatic moment and life was crushed from him. Well, Larry never lived nor liked sad­ ness or mourning, so let us honor him By recognizing as his legacy the cheer, fantasy, whimsy and glad­ ness he treasured so. Kelly would rather be missed than mourned. So my friends on this occasion we stay our grief and rejoice with the mem­ ories of him; The pleasures of having known him. Sharing his laughs, quips and indeed Some pitfalls and shortcomings. Then mourn for those who did not know him. So long, Kel, Robwt O'Eoiirice Page? IV V\ �ief:^E^aiS«93Wsre: t'i t ^ Headquarters Notes by SIU Vice President Frank Drozak ). *A' SENIORITY UPGRADING I strongly encourage each Seafarer who is eligible to participate in the 'A' Seniority Upgrading Program. Four of our brothers completed the 30-day program last month. Each of them spent two weeks in Piney Point and two weeks at Headquarters learning about the ships of today, and about their Union, the problems seamen face and how they can best solve them. In this way, these Seafarers are securing their jobs for now and the future. The four Seafarers who graduated this month bring to 113 the number of our brothers who have completed the program. •M. f \ As the four brothers go back to sea, I want to wish them smooth sailing in the years ahead. They are: Bill Farmer, Robert Rodriguez, Stephen Frost, and Leroy Tanner. BOSUNS RECERTTFICATION PROGRAM I We can take pride in the fact that our brothers who have already completed the Bosuns Recertification Program are bringing aboard ship the knowledge they acquired during their two-month stay in Piney Point and Headquarters. On many vessdis carrying recertified bosuns, the discussions held during the shipboard meetings are very informative. These bosuns are heading weekly meetings which include discussions on our training programs in the Lundeberg School; on the Energy Transportaticm Security Act; and on the importance of SPAD. They have also been encouraging their brothers to read the SEAFARERS LOG so they can keep up-to-date on the issues which are important to them. I would also like to announce that in an effort to make a good program even better, a^rst aid course will now be included within the Bosims Recertification Program. With the 12 Seafarers who graduated this month, 154 of our brothers have now completed the Recertification Program. I want to congratulate each"one of them. I know they will Join their fellow bosuns in doing a fine job aboard our contracted vessels. The 12 are: Vic Carbmie; Don CSiestnut; Chrla Ipsen; Chris Christensen; Woody Drake; Leo Gillikin; Joe Michael; John Swiderski; Joe Richburg; Horace Rains; Duke Duet, and Bill O'Brien. SPECIAL PUMPMAN COURSE As I reported to you last month, a special pumpman course will begin Nov. 4 at the Lundeberg School and I want to ask each of you who are eligible to apply for this class. Because fewer ships today carry the rating of second pumpman, the Lunde­ berg School at Piney Point felt it was important to initiate a special pumpman course geared towards giving our Seafarers the training they would normally receive as second pumpman. With the use of the School's operational tank barge and equipped with knowledge of theiatest features on automated tankers, teachers at the HLSS will conduct a "hands on" training program to insure that SIU pumpman will maintain the same high standards they always have. Details on the four week course can be found on pages 30 and 31 of this LOG. •I Suamko Committee The ship's committee of the Navy tanker Suamico pose for a photo before going ashore at Wilmington, Calif. The Suamico will be sold by the Navy for scrap. Committee members are, from the left: Jefferson Buchanan, steward delegate; Vernon Turner, engine delegate; John Bertolino, ship's chairman; Robert Crockrell, deck delegate, and Lorenzo Bennett, secretary-reporter. SABINE TANKERS ORGANIZING DRIVE Initial hearings have been held in the Houston, Tex. office of the National Labor Relations Board on the unfair labor charges filed against Sabine Tankers for their practices during an organizing drive last year and earlier this year. Although we had expected full cooperation on the part of Sabine Tankers in reaching a quidk decision on these charges, the company attempted to delay the proceedings by claiming it could not produce its witnesses at this time. The SIU objected to these stalling tactics and petitioned the NLRB office to force the company to make available all witnesses without any further delay. The hearing officer agreed and ordered the company to immediately produce all its evidence. As a result of our quick action, NLRB was able to complete its investigation into the firing of employees for their support of SIU organizing tactics. The NLRB is now considering the evidence presented in this matter, and will release its findings in the near future. Additional hearings have also been slated J[yr November, at which time the NLRB will hear evidence on the company s alleged violation of the labor laws during the organizing campaign which preceded the last election in February of this year. FIREFIGHTING A one-day firefighting course can mean the difference between life and death aboard ship. I have heard Seafarers, who have taken this course, say that one of the best aspects of the program was the fact that they were no longer afraid to tackle a fire. They learned that most fires can be handled when you don't panic and know how to fight the fire in the best and quickest way possible. Also, in the future a firefighting endorsement may become mandatory on the modem ships being built. Therefore, I encourage each and every one of you, who have not done so, to take the Maritime Administration's one-day course. Until the new firefighting school is c^jened in Earle, N.J., around early No­ vember, MARAD is holding classes at the Navy Damage Control School in Norfolk, Va. NAVY TANKERS We are continuing to push for a full investigation into the Military Sealift Command's decision to award nine new 25,000 deadweight ton tankers to Ma­ rine Transport Lines—an NMU-contracted cmnpany—rather than SlU-contracted Falcon Carriers, which was the low bidder. Along with MEBA we are asking for a full investigation to find out why Falcon was not given this contract as the company that offered the lowest bid. The membership will be informed when we leam more about this matter. NEW SHIPS AND NEW CONSTRUCnON The third vessel Waterman Steamship acquired from American President. Lines—the Sam Chase {ex-President Garfield)—will be crewing within the next two months.' Waterman's Sam Houston, a LASH-type vessel, was crewed on Sept. 23 while her sistership, the Robert E. Lee, just completed her maiden voyage. Waterman extended its congratulations to the crew for the smooth and efficient operation of the vessel on her maiden voyage. It was a job well done. Waterman noted. Sea-Land Service's SL-18 class vessel Sea-Land Producer, a former Pacific Far East Lines ship, crewed on Sept. 11 while Westchester Shipping's Golden Dolphin was delivered earlier this month. Also, steel cutting for the fourth 35,000 diesel engine tanker to be operated by Zapata Bulk Transport took place this month. The vessel will be launched in 1975. MBNBBtSHPMEEnM^ SCHEDULE Port Date ; New York , .Nov. 4 Philadelphia .Nov. 5 , Baltimore .Nov, 6 'Norfolk -Nov. 7 Jacksonville ,.. .Nov. 7 Detroit . Nov. 8 Nov. 11 '^Houston . Nov. 11 ew Qrleans . . .Nov. 12 ifobile • Nov. 13 Francisco . . Nov, 14 ilmington ... .Nov, 18 attle ....... .Nov. 22 Columbus .... .Nov. 16 Chicago . Nov. 12 Port Arthur ... Nov. 12 io Deep Sea . ...... 2:30 p.m. . ^ i... 5:00 p.m. r . 2:30 p.m 5:00 pmv. i P . 5:00 p.m 7:00 p . 5:00 p.m. 7:00 p 9:30 a.m.' . ...2:00p.m. ....;. . 2:30 p.m . . ««««•» 2«3(> p.ni. •«,•••» 5^00 p«ni. »»• 7'^^^ : ».••*[* •»> 2*30 p^rti* • •• V * 5*00 e v«> • • •: T" .« » 2c30 p.m*^ . 5:00 **p.m. ...... ,• 2*30 p.m* . «• • f • * 2*30 p«0i* *»* «« •• 5-., 2:30 p.m, , • <, * * . — 1:0 5:00 p.m. ..... . .. . 5:00 p.m. ...... 5:00 p.m. • aufs 5:00 p.m. .J • > .*. 3eveland ......Nov. 14 . 5:00 , ,, p.m. t , . .. , * • *' • 1*'^ e #««*«* * 9 9 » '0> ^rsey City .;..Nov. H Seafarers log �•>'•- ' ^^55^8 Washington Activities By B. Rocker Congress recessed earlier this month and will return after the elections. They had to pass many of the high-priority bills before the recess—some of them to appropriate money for Fiscal Year 1975 to keep government departments oper­ ating. Action on some of the bills we have been following and reporting was as follows: • The Deepwater Ports bill, to establish licensing and regulation of deepwater ports, has passed both the House and the Senate. House Resolution 988, the proposal of the Boiling Committee on Committees to reorganize the House of Representatives went to the House floor with a substitute from a special com­ mittee chaired by Rep. Julia Hansen. The Hansen Report, which gave addi­ tional jurisdiction to the Merchant Marine and Fisheries Committee, was accept^ instead of the Boiling Report. Retired Seafarer John Wegllan and his wife Julia have been married for 24 years/ Brother Weglian sailed on the Great Lakes in the steward department for 46 seasons, and Julia admits that "John is quite a cook." Fitout Whistles Kept Callin' Him Back Steward Ends 46-Year Career After 46 full seasons of sailing on the Great Lakes as a cook and stew­ ard, Seafarer John H. Weglian, 62, has reluctantly called it a day. Troubled with bad legs. Brother Weglian has de­ cided to retire and end the seafaring career he began in 1929 as a 16-yearold second cook aboard a Gre^t Lakes freighter.; finished his almost half century career sailing as chief steward aboard the Bob Lo Ferries in Detroit. A resident of- the Detroit area in Southgate, Mich, for most of his life. Brother Weglian was working in a hos­ pital kitchen in 1929 when he decided to try sailing. After that first season on the Lakes, Brother Weglian was hooked on sailing and he never missed a single season on the Lakes until he retired this year. *1 woriced at a lot of different shoreside jobs during winter layups — in bakeries, restaurants and fast food chains — because I was always inter­ ested in learning new ways to prepare food and run a kitchen. Sometimes I would enjoy the job and Fd think about staying on. But come spring, Fd bear the whistles as they started fitting out the ships and Fd be off to join my own ship.** Though he liked sailing; Seafarer Weglian's first years on the Great Lakes were not easy. "There were only three men in the kitchen to do all the work, including all the sougeeing and polishing in the kitchen and mess," Brother Weglian re­ calls. "And the hours were long. We worked six hours on and six hours off." By 1935, Seafarer Weglian was sail*ing aboard the Charles West, a. Great Lakes freighter, as steward. Already an accomplished cook, he took his new steward duties seriously because he felt, "If the steward department is run well and the food is good, you will have a happy crew and a good ship." For Steward Weglian, keeping the crew well fed meant eliminating pre­ pared desserts in favor of home baked pies and cakes, planning every meal far in advance and always being on the lookout for new dishes and new ways to prepare food. Brother Weglian's formula, fueled by his enthusiasm, worked, a'nd now at the end of his long career, he cannot recall sailing with one unhappy crew. Though Seafarer Weglian was re­ luctant to end his sailing career, he has begun his retirement with the same en­ thusiasm he brought to his galley for 46 years. Ready to try a new, more leisurely lifestyle, he and his wife of 24 years, Julia, have bought a new home in a retirement community in Toms River, N.J. and are in the process of moving to this East Coast resort town. Brother Weglian will carry the mem­ ories of his long career and his brother Seafarers with him to his new home. But wanting to address all of his Union brothers before he left the Great Lakes and their ships. Brother Weglian, in an open letter, wrote: "I am glad to belong to an organization like the SIU. Thanks to all my brothers who made my re­ tirement years possible." Oil Cargo Preference Bill The House/Senate Conference Committee completed work on the Energy Security Transportation Act, H.R. 8193, and sent the final version back to both houses for approval. The House did vote the bill out on Oct. 10, 219-40, but the bill failed to come before the Senate before adjournment (See page 3). ft, J ii Maritime Administration Appropriations Late last month Congress cleared an appropriation measure calling for $275 million for ship construction during fiscal 1975 and an additional $242.8 mil­ lion for operating subsidies. In addition, the appropriation bUl earmarks $25.9 million for research and development, and another $40.3 million for operations and training. The bill was approved by President Ford. Pension Conference Representatives of the SIU attended a two-day conference on pensions and employee benefits this month, sponsored by the Federal Bar Association and the Bureau of National Affairs. The conference dealt primarily with the steps necessary to comply with the new pension law, PL-93-406. Compliance is required under the new law in such matters as filing govem~ ment forms, vesting and funding. •h* I r 'k International Trade Secretariats' Meeting Jay Lovestone, Director Emeritus of the International Trade Secretariats, Wffi the keynote speaker at the meeting of that organization, held Sept. 19 at the AFL-CIO. Each Secretariat is a federation of unions in related industries. SIU, whose Secretariat is the International Transport Workers Federation, was represented by Vice President Earl Shepard, who made a report on the activities of an ITF conferepce held last month in Stockholm, Sweden. Transportation unions of 80 nations were represented at the Stockholm meeting. Export-Import Bank The Senate passed, with amendments, H.R. 15972 to extend the life of the Export-Import Bank for four years. Conferees were appointed to work out the differences betwen the House and Senate versions. One amendment provided for an additional member of the Board of Di­ rectors of the Bank who shall be a representative of a labor organization. Another, by Senator Packwod, would bar extensions of credit to the USSR until that country allows free emigration of Jews. Taken in 1939 aboard the Great Lakes freighter, Charles West, this photo ohows. young Chief Steward John Weglian putting the finishing touches on a batch of dinner rolls. J Seafarers are ui|^d to contribute to SPAD. It is the way to have yourvoice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. �New A Book Members Seniority Upgrading Robert Rodriguez V Seafarer Robert Rodriguez, 25, graduated frdm the Harry Lundeberg School in 1971. He received an FOWT rating at Piney Point in March, ^ native of l Mew York, Brother Rodriguez ships from that port and makes his home in Brooklyn, N.Y. with his wife Iris and their child. Seafarer Stephen Frost, 30, has been a member of the SlU since 1969. He upgraded to AB in 1970 in New York. A native of New York, Brother Frost novf makes his home in Lecanto, Fla. with his wife Tuyet and their two children. He ships out of the port of New York. completed the 'A' Seniority Upgrading Program. 0ising, Maximo, Elaine Ewing, Larry, Steward Farmer, WOliam, Deck Fila, Marion, Deck Frost, Stephen, Deck Gallm, Thomas, Engine Garay, Stephen, Deck Gilliam, Robert, Steward Gotay, Raul, Steward Gower, David, Engine Graham, Patrick, Deck Grimes, M. R., Deck . Hart Rav Dedr Mart,Ka^D^ .Hawker, Patric^ Deck Blid^ En^ Hdck,C«TO»,D^ '^ADen, Lawrence, Allkon, Mmphy, Bngin*! "Andrepont, P. J,, Kwgjiwe 'Vi Arnold, Mote, Deck , Bailol, Thomas, Deck Baxter, Alan, Engine V •, Bean, P. L., Deck ^ g , Beaoverd, Arthur, Engine ^ Bellinger, William, Steward ^^ Bhtekl<dc, Richard, Engine . Bolen, Timothy, Deck '" V jurke, Lee Roy, E^gjine 'Burke, Timothy, Deck Caidle, Stephen, Deck ' Clark, Garrett, Deck ,(* Coiildin, Ket^ Eiigiiie . / ' Cunningham, Robert, Deck As V 5 Daniel, Wadsworth, EngkH ^ Davis, William, Deck Day, John, Engine isV Derke, Michael, F.ngin^ # Deskim, William, Steward ——7 future. A total of 113 Seafarers have now been given the opportunity to advance their careers as seamen and at the same time be prepared to man the technologically-advanced vessels of the future. Following are the names and departments of 113 Seafarers who have ^ -- Four more Seafarers graduated from the SIU's 'A' Seniority Upgrad­ ing Program this month, thereby gaining a greater knowledge of the maritime industry and their Union's efforts to obtain job security in the Upgrading Honor Roll Stephen Frost , 4 More Gain Job Security .» Lundeman, Louis, Deck Makarcwicz, Richard, Engine Manm'ng, Henry, Steward Marcos, M. A., Deck McAndrew, Martin, Engine McCahe, John, Engine McCabe, T. J., Engine ' - f ; ; ; ^ / - ^ . V , V4 . 51 flummetick, James, Jn^Stewaid Hutchinson, Richard, Jr., Engine Ivey, D. E, Ettgine * j Johnson, M., Deck Jones, X^ette, Deck Kegney, Thomas, Engine -sSiiiiiifc Kelley, John, Deck iiS mtts: Kemey^'Paul,Engine Z ,, •$ r Eteksey, Charley Eiigine f , Kittleson, E Q., Deck 1 Knight, Donald, Engine ' ' ' Konetes, Johnnie, Deck Kunc, Lawrence, Deck Kundrat, J(»eph, Steward Lehmann, Arthur, Deck Lentsch, Robert, Deck . Miranda, John, Engine Moore, C, M., Deck Moore, George, Deck Moore, William, Deck Mortier, William, Deck Deck n^oraer, tviuiam. Painter,Philip,Engine Paloumbls, Nikolaos, Engine Papageoigioo, DimlMo., Ei^e P.A«,J^B.I>eck Pole(li,)neniidM>«:k Reamey,Bert,Ei^^ f Restaino,, John, Fngliw Ripl^, William, Deck ^ s Rivers, Sam, Engine > Roback, lames. Deck i ^ Rodr^ez, Charles, F.ngin^» Rodriguez, Robert, Engine Rogers, George, E^ne Srf»b, Caldwell, Jr., Engine Salley, Robert, Jr., Engine Sanders, Darry, Engine Sanger, Alfred, Deck Shaw, Ronald, Engine Simonetti, Joseph, Steward Simpson, Spurgeon, Engine Sisk,Keith,Deck Leroy Tanner Seafarer Leroy Tanner, 23, gradu­ ated from the Harry Lundeberg School in 1971. Prior to completing the 'A' Seniority Upgrading Program Brother Tanner received an FOWT rating at Piney Point. A native of New York, he ships from that port and makes his home in the Bronx, N.Y. William Farmer Seafarer William Farmer, 61, has been shipping with the SlU since 1967. -v A native of Okla­ homa, Brother Far­ mer now makes his home in Eureka, Calif, with his wife . , Ruth. He ships the port of San Francisco as an Smith, D. B., Stewitbit^ Smith, Robert, Deck Spell, Gary, Elaine Spell, Joseph, Deck A; •; Spencer, H. D., Ermine',, Stauter, David, Et^fne " ' Svoboda, KvetoslaV, Eiigiite ' Tarmer, Leroy, Engine Thorny Robert, Engine Thomib, Timothy, Deck , , Ttednor, Robert, Deck " fUtterback, Lany, Deck, Vain, Thomas, Deck Vaiton, Sidney, Engine , " Vanyi, Thoiiias, Steward Vukmir, George, Deck Wrfker, IVfaivin, En^e Wambach, Albert, Deck Wilhelm, Mark, Engine Wilson, Richard, Steward i'V.-"' 'VWolfe, John, Deck .iii' Woodhouse, Ashton, Engine Zukier, Hans, Engine REPORTS. The constitution of the SIU Atlantic Gulf Lakes anH TnlnnH makes specific provision for safeguarding the membership's money and Union SEAFAIWRS POLmCAL ACTIVITY DONATION—SPAD SPAD i« • CONTRACTS. Copies of all SIU contracts are available in all SllJ halic THM* contributions are voluntary. No contribution mav^ soHcifPrf «r ^ job discrimination, financial reprisal, or threat of such conduct or of fow, ship in the Union or of employment. If a contrteutfon ^ condition of mcm^berimproper conduct, notify the Seafarers Union or SPAD reason of tee above the contribution for investigation and appropriate action and rlfl^ SPAD to protect and further your ecJS rSliu?M^^ imion concepts and Seafarer seamen. ' ®oc'®l "tterests,,American trade , sssar" i Page 10 Seafarers Log fAei jadofoO -j;... JS. '••V-.nJ,' - r'n • 'Aa T ' i- , �tfi Joseph Michael Seafarer Joseph Michael, 55, has been sailing with the SIU since 1951, and for the past 20 years has been ship­ ping out as bosun. Born in Baltimore, he ships from that port city, and re­ sides there with his wife Norma. Christian Christensen Seafarer Chris Christensen, 58, has been a member of the SIU since 1947, and began sailing as bosun that same year. A na­ tive of Denmark, Brother Christensen ships from the port of San Francisco where he makes his home. Woodrow Drake Seafarer Woody Drake, 50, has been a member of the SIU since 1951. Brother Drake, who has spent the last 12 years sailing as bo­ sun, ships from the port of Seattle. A native of Lynnwood, Wash., he makes Ms home there with his wife lone. ^ilUam O'Brien Seafarer William O'Brien, 49, has been shipping with the SIU since 1943, and as a bosun since 1952. A native of New York, he ships from that port city and makes his home there. Altstatt, John, Houston Anderson, Alfred, Norfolk Anderson, Edgar, New York Annte, George, New Orleans Armada, Alfonso, Baltimore Atkinson, David, Seattle Baker, Elmer, Houston Bamhill,'Elmer, Houston Baudoin, James, Houston Beavers, Norman, New Orleans Beck, Arthur, San Francisco Beeching, Marion, Houston Beiger, David, Norfolk Beye, Jan, New York Bojko, Stanley, San Francisco Boney, Andrew, Norfolk Bouigot, Albert, MohOe Biyan, Ernest, Houston Biyant, Vemon, Tampa Burch, George, N^w (Means Burke, Ckioige, New York Burton, Ronald, New York Bushoi%, William, Seatde Butterton, Walter, Norfolk Butts, Hurmon, Houston Caldeira, Anthony, Houston Carhone, Victor, San Juan Castro, Guillermo, San Juan Chestnut, Donald, Mobile Chrbtenbeny, Richard, San Francisco Christensen, Christian, San Francisco Chdecki, John, San Francbco Clegg, William, New York Cobon, James, Seattle Cooper, Fred, Mobile D'Amico, Charles, Houston Darvilie, Richard, Houston October, 1974 Joseph Richburg A iifitecnfh giadirated from th(eS9tl^ Bosuns Recer^^ fication Progrum flue joontii, bringfaig the total nnnther of bosuns to go through the program to 154. Each month 12 more bosuns have an opportunity to leant more about the changing maritime industry, and how they will play a part in its fitturo. They also have the chance to make an hnportant contribution to tfaetr Union by becomhig more Imowledgedtle and tiiereby hold more informative sh^board meetings at sed. With each passing month the number of men who can effectively lead the SHI crews on board ship grows larger. Below are the 12 latest gtaduir t Seafarer Joseph Richburg, 57, has been a member of the SIU since 1943, and has been sailing as bosun for the past 23 years. A native of Alabama, Brother Richburg now ships from the port of Mobile where he makes his home. • .1 fl) • .a A : ' I; 3-' 1 -i-- k:. Horace Rains ' Victor Carhone John Swiderski Seafarer Victor Carbone, 60, has been sailing with the SIU since 1938 and started sailing as bosun the follow­ ing year. A native of Puerto Rico, Brother Carbone -makes his Home in Ponce, Puerto Rico with his wife Eulalia. He ships out of the port of San Juan. Seafarer John Swiderski, 59, has been a member of the SIU since 1947, and has been ship­ ping as bosun for the last 24 years. A native of Pennsyl­ vania, Brother l^Swiderski now makes his home in Brooklyn, N.Y. with his wife Anna. He ships out of the port of New York. Seafarer Horace Rains, 47, has been sailing with the SIU since 1945 and as a bosun since 1955. A native of Texas, he ships from th port of Housco where he makes his home with his wife Bobbie and their son. Recerfification Honor Roll Following are the names and home ports of the 154 Seafarers who have successfully completed the SIU Bosuns Recertification Program: Delgado, Julio, New York Dickinson, David, Mobile Dixon, James, Mobile Drake, Woodrow,,Seattle Drewes, Peter, New Yoik Duet, Maurice, Houston Eddins, John, Baltimore Ferrera, Raymond, New (Means Flowers, Eugene, New York Foti, Sebastian, Wilmington Gahagan, Kenneth, Houston Garner, James, New Orleans Giangiordano, Donato, Philadelphia Gillain, Robert, JacksonvUle Gillikin, Leo, San Francisco Gonzalez, Jose, New York Gorhea, Robert, New York Gorman, James, New York Greenwood, Peny, Seattle Hanhack, Butt, New York Hanstvedt, Alfred, New York Helhnan, Karl, Seattle Hicks, Donald, New York Hodges, Raymond, Mobile Hodges, Raymond W., Baltimore Hogge, Elbert, Baltimore Homka, Stephen, New Yoric Hovde, Ame, Philadelphia Ipsen, Orla, New York James, Calvain, New York Jandora, Stanley, New York Jansson, Sven, New York Johnson, Ravaughn, Houston Kerngo4^, Morton, Baltimore Kleimola, William, New York Knoles, Raymond, San Francisco Keen, John, Mobile Konb, Peny, New York Koza, Leo, Baltimore Lmnhert, Reidus, New (Means Landron, Manuel, San Juan Lasso, Robert, San Juan Latapie, Jean, New Orleans Lavoine, Raymond, Baltimore Lee, Hans, Seattle Levin, Jacob, Baltimore Leyal, Joseph, Philadelphia Lihhy, Cieorge, New Orleans Mackert, Robert, Baltimore Manning, Denb, Seattle Mattioli, Gaetano, New York McCaskey, Earl, New Orleans McGinnb, Arthur, New (Means Meehan, William, Norfolk Merrill, Charles, Mobile Michael, Joseph, Baltimore MiUer, Clyde, Seattle Monardo, Sylvester, New Orleans Morrb, Edward Jr., Mobile Morris, William, Baltimore Moss, John, New Orleans Moyd, Ervin, Mobile Mullb, James, Mobile Muny, Ralph, San Francbco Nash, Walter, New York Nicholson, Eugene, Baltimore Nieken, Vagn, New York O'Brien, William, New York O'Connor, William, Seattle Okon, Fred, San Francisco Oromaner, Albert, San Francisco Parker, James, Houston Pedersen, Otto, New Orleans Pehler, Frederick, Mobile Pence, Floyd, Houston Perry, Wallace, Jr., San Franckco Pierce, John, Philadelphia Pollanen, Viekko, New Orleans Poulsen, Vemer, Seattle Pressly, Donald, New Ydric I J Seafarer Maurice "Duke" Duet, 47. has been sailing with the SIU since 1943, and as bosun since 1951. A na­ tive of New Orleans, Brother Duet now ships from the port of Houston where LeoGillikin — Seafarer Leo Gillikin, 47, has been sailing with the SIU since 1944, and as a bosun since 1960. A native of North Carolina, he now makes his home in Pacifica, Calif, with his wife Betty. Brother Gillikin ships out of the port of San Francisco. ,I Maurice Duet Donald Chestnut Seafarer Donald Chestnut, 51, has been sailing with the SIU since 1939, and has been ship­ ping as bosun for the past 18 years. A native of Alabama, Brother Chestnut makes his home in Fairhope, Ala. with his wife Mary and their son. He ships out of the port of Mobile. \ ; 'j; he makes his home. Orla Ipsen r-' Seafarer Orla Ipsen, 46, has been going to sea since 1943. A member of the SIU since 1962, he has been shipping as bosun since 1969. A native of Den­ mark, he now makes his home in Brook­ lyn, N.Y. Brother Ipsen ships from the port of New York. Puchakki, Kasimir, San Franckco Pulliam, James, San Francisco Radich, Anthony, New Orleans Rains, Horace, Houston Richburg, Joseph, Mobile Rihn, Ewing, New Orleans Riley, William, San Franckco Ringuette, Albert, San Franckco Rivera, Alfonso, San Juan Rodriques, Lancelot, San Juan Rodriguez, Ovidio, New York Ruley, Edward, Baltimore Schwarz, Robert, Mobile Self, Thomas, Baltimore Selix, Floyd, San Franckco Sheldrake, Peter^Houston Smith, Le^er, Norfolk Sokol, Stanley, San Franckco Spuron, John, San Francisco Stochmarr, Sven, New York Swearingen, Barney, Jacksonville Swiderski, John, New York Teti, Frank, New York Thompson, J. R., Houston Ticer, Dan, San IFranckco Tillman, William, San Francisco Tirelli, Enrico, New York Todd, Raymond, New Orleans Turner, Paul, New Orleans Wallace, Ward, Jacksonville Wallace, William, MohOe Wardlaw, Richard, Houston Weaver, Harold, Houston Whitmer, Alan, New York Woods, Malcolm, San Franckco Worionan, Homer, New (Means Zaragoza, Roberto, New York I ! .f' ,'v I.' jj ' rt» i W li -?! I M'- IH' I Page 11 I iT" T 1 �Vf •- • • Ships' iMeetingis Digest of SlU BALTIMORE (Sea-Land Service), August 18 — Chairman Recertified Bosun S. Stockmarr; Secretary W. Nihem; Educational Director W. Fitz­ gerald; Deck Delegate H. Hansen; En­ gine Delegate W. Brown; Steward Dele­ gate E. Odum. $18 in ship's fund. No disputed OT. Letter received from Vice President Frank Drozak concerning the removal of a sick brother to shore'side hospital was read and posted. Vote of thanks to the steward department for a job well done. Next port Jacksonville. SAUGATUCK (Hudson Water­ ways), August 11^—Chairman Recerti­ fied Bosun J. Delgado; Secretary T. Vanyi; Educational Director Hess; En­ gine Delegate John Croker. Chairman held a discussion on several topics: that had appeared in the SEAFARERS LOG. SPAD donations were very good this trip. No disputed OT. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. TRANSHURON (Hudson Water­ ways), August 4—Chairman Recerti­ fied Bosun W. G. Perry, Jr.; Secretary K. Lynch; Educational Director Barri-. neau; Deck Delegate Elmer Annis; Steward Delegate David Bradley. Chairman gave a report on firefighting school. Some disputed OT in deck de­ partment. Everything running smoothly. SEA-LAND MCLEAN (Sea-Land Service), August 15—Chairman Recer­ tified Bosun Frank Teti; Secretary T. R. Goodman; Educational Director E. C. Tyler. Chairman held a discussion on SPAD and the SIU policy to its membership. No disputed OT. Vote of thanks to the steward department for a job well done. Next port Rotterdam. CHARLESTON (Sea-Land Service), August 11—Chairman J. McCollom; Secretary R. Hutchins; Deck Delegate J. Badyk; Engine Delegate B. Speegle; Steward Delegate V. Silva. No disputed OT. Crewmembers signed a petition to help boost the passage of the Oil Bill. Members who have visited Piney Point discussed how much they like it. Every­ thing running smoothly. Observed one minute of silence in memory of our de­ parted brothers. TRANSOREGON (Hudson Water­ ways), August 10—Chairman P. Sermyk; Secretary C. White; Steward Del­ egate Frank LaRosa. Chairman and Ship's Committee gave a talk on SPAD and the importance of donating to SPAD, noting that "if it were not for the fine leadership in our Union and SPAD donations we would not be where we are today." No disputed OT. Everything running smoothly. Observed one min­ ute of silence in memory of our de­ parted borthers. DELTA URUGUAY (Delta Steam­ ship), August 11—Chairman Recerti­ fied Bosun Jean Latapie; Secretary Bill Kaiser; Educational Director Hugh F. Wells, Jr.; $400 in movie fund. $74.61 in ship's fund. Some disputed OT in deck, engine and steward departments. Everything running smoothly. Vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. AZALEA CITY (Sea-Land Service), August 24 — Chairman Recertified Bosun W. J. Meehan; Secretary C. Scott; Educational Director O. Krogly; Deck Delegate Robert Burns; Engine Dele­ gate John Linten; Steward Delegate Rafael Corobel. Received reading material from the merchant marine library. Everything running smoothly. PORTMAR (Calmar Steamship), August 4 — Chairman Recertified Bosun R. Hodges; Secretary S. Berger; Educational Director A. Palmes. No disputed OT. Vote of thanks to the deck and steward departments for a job well done. Next port Camden, N.J. ' Official ship^s minutes were also SEA-LAND GALLOWAY MERRIMAC TAMARA GUBLDEN COLUMBIA ^ , AMERICAN EXPLORER > , ANCHORAGE ' ^ MIAMI DELTAMEXICO V OGDEN YUKON JOSEPH HEWES SEAL AND TRADE ELIZABETHPORT OVERSEAS ALEUTIAN ROBERT TOOMBS (Waterman Steamship), August 15— Chairman B. Schenk; Secretary J. Prestwood; Edu­ cational Director C. Hines; Engine Del­ egate Roy R. Young. Crewmembers request that a safety meeting be held. $72.99 in ship's fund. Vote of thanks to Steward Prestwood and Baker Spirito. Next port Savannah. OGDEN WABASH (Ogden Marine Inc.), August 18—Chairman Recerti­ fied Bosun E. D. Baker; Secretary H. Hastings; Educational Director J. Rounds; Deck Delegate T. L. Sustaire; Engine Delegate Milton Havens; Stew­ ard Delegate Allen Manuel. Chairman suggested that all crewmembers pay^ attention to the President's Report in the upcoming SEAFARERS LOGS and to support SPAD as it is their way (o support their views in Congress. No disputed OT. Next port Boston. ULTRAMAR (Westchester Marine), August 18—Chairman Recertified Bo­ sun B. E. Swearingen; Secretary J. Pitetta; Educational Director F. M. Lopez. Discussed SPAD donations and how they are used for the benefit of the Union. Some disputed OT in deck, en­ gine and steward departments. Every­ thing running smoothly. DELTA NORTE (Delta Steamship), August 23 — Chairman Recertified Bosun Ramon Ferrera; Secretary R. R. Maldonado. Chairman spoke to crew­ members on the Oil Bill and the impor­ tance of SPAD donations. $16 in ship's fund. No disputed OT. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. sthe following vesseis;^ CANHGNY , SEA-LAND VENTURE VBROOKLYN BETHFLOR sGKiSONVILLE^-^^^^^^^ OVERSEAS EVELYN tRANSERIE OVERSEASROSE ^BEAMAR " . ^ : toLTA BRASIL MARYMAR MAUMEE DEL SOL OVE J SEA-LAND CONSUMER (SeaLand Service), August 11—Chairman Recertified Bosun Ervin D. Moyd; Sec­ retary Charles J. Mitchell; Educational Director Angelo Meglio. No disputed OT. A vote of thanks to all delegates for a job well done. Observed one minute of silence in memory of our departed brothers. SEA-LAND VENTURE (Sea-Land Service), August 25—Chairman C. F. Boyle; Secretary S. J. Davis. $56 in ship's fund. $50 in movie fund. Some disputed OT in deck department. Vote of thanks to the steward department for a job well done. Next port Houston; SEA-LAND ECONOMY (Sea-Land Service), August 11—Chairman Recer­ tified Bosun C. D'Amico; Secretary L. Nicholas; Educational Director R. W. Zeller; Deck Delegate E. D. Scroggins; Engine Delegate William joe; Steward Delegate R. E. Kiedinger. No disputed OT. Vote of thanks to the steward de­ partment for a job well done. Next port Rotterdam. SEATRAIN WASHINGTON (Hud­ son Waterways), August 25—Chair­ man A. Schwartz; Secretary W. G. Wil­ liams; Educational Director J. Lincoln; Deck Delegate G. Cato; Engine Dele­ gate S. Torine; Steward Delegate P. Livingston. Some disputed OT in deck and engine departments. A vote of thanks to the steward department for a job well done. Next port Rota, Spain: LA SALLE (Waterman Steamship), August 13 — Chairman ^Rerertified Bosun L. B. Rofeques;,^aittary A. Salem; Educational Director; Balog. Chairman had a talk about training and upgrading at the Harry Limdeberg School of Seamanship. Also, on the Energy Transportation Security Act to guarantee oil imports for U.S. ships and the President's Report concerning the Jones Act. Stressed the importance of crewmembers going to Piney Point to get their QMED. Some disputed OT in deck department. Next pdrt Neiv Or­ leans. • SHENANDOAH (Hu<|^ij|itei> ways), August 5—Ohaililnia^s: Troche; Secretary T. Bolton, Sdm© dis­ puted OT in engine department, ^qte of thanks to the steward department for a job well done. Page 12 Seafarefsl^ifl# v,.fc. W , . "I �Si-ritelASi'l t y. ih • .Iff. fL. V'.: f 1 ' :; .• - • • Is . i' ' M- - y^?. ''>hr f >1 ilVilTVliK't 'Jhjflira ••••a-jfiii-fb If i''k.i ! /.V0BJ-<;:;rii-3V-3 -ftfeiirdtKriU,;-- ' The Sea-Lanof Resource, ah SL-7 containership, paid off at the Sea-Land Terminal in Port Elizabeth, N.J. last month. Sea-Land brought the Resource from the West Coast to put it on a reguiar run from Port Eiizabeth to Europe. - Looking forward from the Sea-Land Resource's stern, the photographer's wide angle lens captures a small portion of the SL-7's 1,094 container cargo. Above is part of.the huge crane used to unload the containers. n\ i The Sea-Land Resource's large, modern bridge presents an imposing facade as one looks aft from the bow. .--T oeararer Mil-ivHAosiiaw, auuaivj mo wt-a-i-anu no source, w3H be briss-crossing his bTother Ahmed's wake as he sails to and from Europe. Seafarer All's brother sails as third cook aboard the Sea-Land Market, another SL-7 on SeS^^Mfld^a^ufdpeant^dn.^^'• ^ Octo|[^,aJ9W5£^ n i rilo accommodate increased conX tainer traffic to and from Eur­ ope, Sea-Land Service has brought the Sea-Land Resourcej^ an SL-7 able to cany 1,094 containers, to Port Elizabeth, NJ. fiwm the West Coast. It will join two other SL-7's, the Sea-Land Market and the SeaLand McLean, on a scheduled run from Port Elizabeth to Europe, and allow them to change from their present scheduled 13-day round trip to Europe to a more leisurely 21-day round trip. Less than a year old, the Sea-Land Resource provides modem, roomy accommodations for her SIU crew. With all quarters housed aft, each crewmember has a carpeted foc'sle with private bath. There is also a well-appointed crews mess and an elevator to speed travel between the five decks and three engine room levels. Driven by two 60,000 h.p. steam turbines, the 50,315-ton Sea-Land Resource can reach a top speed of 33 knots with her 120,000 horses driv­ ing the two 47-ton, five-bladed pro­ pellers at 135 revolutions per minute. One of eight SL-7 containerships built since 1970 by Sea-Land, the Resource and her sisterships are pro­ viding^ Seafarers with jobs that—• they require new skills and new responsibihties—^will be secure in the future. (See editorial on Page 180 - •'W chief Cook James Sivley bones a turkey he is about to serve asJunch aboard the Sea-Land Resource. Seafarer Sivley's brother. Gene, also sails in the Resource's galley. Page 13 i: f S' a.-, .1 �ASHORE Crew Honors Retiring Copt. Inchon^ Korea Sea-Land Service started its first direct weekly sailing of SL-7 containejships to and from this Far East port on Sept. 30. Previously, Sea-Land sailed every two weeks between Japan and Korea. At this port a shoreside crane was completed at the end of last month. SeaL^d had been utilizing shipboard cranes on one of the two feeder containerships, the 225-container SS Bienville which calls here. In 1969 a major construction project was started here to build a deepwater tidal basin which was fiinished early this year. Prior to this, Sea-Land served this port by truck. The. company's 1,096-container SL-7s make weekly calls between the West Coast ports of Oakland, Long Beach and Seattle and the Far East ports of Yokohama, Kobe and Hong Kong. The containerships feed cnrgo from Japan to Pusan and Inchon. The crew aboard the SS Thomas Jefferson (Waterman) presents Capt. Jessie Rhodes with a watch on his last voyage before retiring. Pictured from left, are: SIU members John Kelley; Frank Grand; R. Seymour; W. Chestnut; retiring Capt. Rhodes, and Chief Mate C. Mayhall.' Delayed Benefits Hampton Roads, Va. Sea-Land's SL-7 containerships, the Sea-Land Market, Sea-Land McLean and Sea-Land Resource began stopping at the Hampton Roads' port of Ports­ mouth, Va. Oct. 1 on their weekly runs to North Europe. After departing from New York, Portsmouth will be the last stop for the ships here before unloading in the ports of Rotterdam, The Netherlands and Bremerhaven, West Germany. The Virginia Port Authority says sailings from the Portsmouth Marine Termi­ nal will be on Tuesdays. T^e company is building a $8-million terminal next to the present terminal. It will have two container cranes, 22 acres of paved storage area and warehouse and office buildings for the SL-7s which carry 895 35-foot containers and 200 40-footers totaling 1,096 containers. New Orleans Some of Delta Line's fleet of LASH vessels and containerships were "adopted" recently by several elementary schools in the U.S. Under the Adopta-Ship Plan, students will write to the ships broadening their knowledge of geography, the sea, the merchant marine, history, and foreign and domestic trade. The plan started around the time of the passage of the U.S. Merchant Marine Act of 1936. Delta Line has participated in the program for more than 20 years. V USPHS Hospital, Staten Island, N.Y. A regular contributor to SPAD, SIU pensioner Art Lomas who is a patient here, wrote to the Union during August that: "I hope to be able to send my usual SPAD donation at later date. But time runs short and with an awareness of the inevitability of that final trip to the scrapyard that beckons all men and ships alike, I must at this time express a long felt gratitude to the Seafarers for the loyal and continuing support they have given me through a long period of illness and disability that enabled me to live with a measure of dignity and selfrespect that otherwise would have been denied to me. "No man was better served by his fellowman, no man respected and appre­ ciated it more,..." Brother Lomas now makes his home port in Bronxville, N.Y. Piney Point Hazel Brown, president of the HLSS was a member of a MARAD-sponsored Amencan fact-finding delegation to the Soviet Union this month. Miss Brown re^esented vocational educators interested in merchant marine training Durmg the tour, she studied Russian merchant marine academies and techmcal schools for training seamen in Leningrad, Odessa and Moscow Seventy-one cents of every dollar spent in shipping on American-fhig vessels remains in this country, making a very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-llag ships, it's good for the Ameriran maritime indnstiy, the Ameri­ can shipper, and America. Page 14 The foUowing members have had their benefit paymeiite held up because they failed to supply complete information when filing their claims. Please con­ tact Tom Cranford at (212) 499-6600. Name Social Security Number Union Williams, J. W 083-22-9328 UIW Holland, M 129-42-5900 UIW Price, J 460-58-8037 A&G Garcia, J 581-10-3608 A&G Spangler, Jr., T 212-36-5188 A&G Barr,J.N 251-80-2796 UIW Desantis, A 080-42-4593 A&G Perez, V 582-12-3481 UIW Guidry, A 451-22-4130 • IBU Noble, H 580-07-8520 UIW Turner, T. N 391-54-2827 ' IBU Sorensen, E _ 085-40-0381 A&G Luedtke, E 399-12-5451 A&G Dymock, H 268-38-3472 IBU Kight, C 228-46-7392 UIW Mahabir, A 074-44-5733 ' ', ' UIW Wobbleton, J. E. ....! 239-48-2024 IBU Moore, H. L 262-22-4275 J Gillain,L.E 421-52-3032 A&G Remko, J. . 216-20-6152 A&G Dobbins, D.D 274-30-2824 A&G Werner Jr., J. W ^ 116-01-1936 IBU Maynard, J. R 413-40-1498 IBU Taylor, R. 129-42-6281 UIW Mackin, A 254-26-0619 A&G Da Costa, D. A 127-44-0704 UIW Melancon, W. L 436-52-7162 IBU Stowe, W. M. 241-74-8269 ^ IBU Montalvo, R 217-14-9823 ; A&G O'Neal, R.L. 237-62-3680 IBU McCoy, H.M 231-12-5572 UIW Scott, R 216-44-0810 ? UIW BaUard, R. T 112-44-4997 yiW Haluska, A. D 308-56-1475 J&D Thomas, R.E 262-01-9644 IBU Pelayo, R. 133-01-8693 A&G West, N. I. 004-18-5216 A&G BarnhiU, Sr. D 018-36-5636 UIW Brower,R.W 155-42-2979 UIW Tutson, E 071-40-6826 UIW Inman, E. 456-94-5716 UIW rT' 570-18-6179 - .;A & G Cuder, M. M ; 231-09-2170 : .TBU Rodriguez, A. 050-48-5835 — W Sorensen, E. 085-40-0381 " ' A&G BnggSi W. T 107-12-8515 A&G Venable, J. R ;.... 439-78-5600 Hagmann, Jr. L. 426-24-6382 ' A&G Fairburn, H _ 434-12-3746 ' A&G Dorman, G 162-40-7001 ' " UIW Joseph, I. 054-44-3626 UIW ^: . - 'n the SIU ••' IJL/ I if ,s '1 'C ' •• snivts? J>;aH ' - swDT' . �l^ISEA ^r=¥is»,';-/^ .,,„^ 'J. f • ^S?4p •"'t the request of the S, Warwick M C '^''Leun. Capt. H r -epStrft:;,r S:5==.S£Saftet- they had to ah off the eastirn ^r » barge ^t<S , ^be ^c/i«S T' Late Charted A ewgo of jet fuel, ' '^9 Burns ^as very danT "-a bufef ^--Pa Pet^ouue, that "" ^ at=tt:N?r5re~^^ "~ • pot. Of Rottertiam! from the port of B,.. '^^e a high/^ frS'""? ^"'Pa of the US.'^eJi^^^P'ace fro^; Z ^^P^f ,t« P'bngs QC r»-i « . ^argo "'"' a from "•;•>, ^ '"a ^eceiv^ ^'^om the towboat 1? , day" owned by Ottn r ^ ^ Candies ^^and. La of Des AlS Beaufort, fec^lo^jogi making a stop at '"5 for the Azores and proceeded to the 77 degreef w?,r' ? "H'es off the eastern ^ atoul 240 Byh, lime the e f',''"='<'ri<'a. the towboat fire ivh'^i,"u ' arrived, the engine room'was ra • ^ S^«ur'''''"®Ser Mt ftflf lldlM llllHl Ulif in 9i'42^«r i "ambe. of his ^''•feboattor^utmf'''"0"tout,o„ crew who were shaken K tug Tbe tug crew "abjured. foe towboat did not'^d' f^'^^""®^® barge, because soon after fh fo ^^"ved on the scenf ® explosions. If fhp h ' ! two -^ew would caught fi^e? bcenkiiied.. probably , Next mouth the ss ™ 'P S'e%m;"Pi">a tag wrote a letter ' f» 'Pt tbefe^rff® •'•anto; —aer from tbeS^i^ ^S^d' ^ Pf the vessel comraetid^d°H; "" "^'at ^ned the lifeboat for f i?h ""at TheOBO ca - 3,000 torn of Ultrasea llln»'' ""' '•" PtP^Vmd^" «-<»o llSSt P;lI^ 1 PPt'apf Ghent, Be,- :l ' r-rnm :iW>y J ?•%..• , J -'J''-: ': M < ' .~ . i?if,; I' At «© rM ill wH. i'tT ^'%V •" -WWiA .. •-htil >1! Bosun ^olsX,^-',%PtPyerh ••Pmcrme he likeliest Jikeiie.. candiSilbolds water, ""an then f^B's and three ^ die r "P'OL to'Jede^rsZ^^.f^^^teeotdiuaries deck gang k, a,^ meiStSU Z'' Jichard A. Carter ^e: be the Sllf-contraemrf P"°P tbtst Boy Theiss, Robert deck departSX "'n JVairen, Norwood G^o f i' have accumulated Q Seafarers Jermgan. And sai/inrT ^'yde 3J5-yeais of practiei°"^ foemseJves Seafarers Aliiland r are sailing. ^ acticmg the art of Pecker and Ert«GreS"°' Recehifi'^'^gJ^^^^ ptg^ headed by eb^cady ha1 f tte age of 46 Mobile boarded die r ? I®' ''®' P' geneial cargo ^'•'"'P''. a Bla. on Aug 28 Th' fo'^^sonville. tPend Brother SiS 1'""'"=^ 'P"" uate of the Bosun's cfofter, 1974 pS?^%sjr'bia\».<'Sn^'^t Sr-/Pc dte exee&f'r ^P S3H~^£ an^John _ —••••aoiafj. Next man on the tnr year-old e totem pole is 64/^ri year-ow'"&^™ Jacksonville with 33 rt« b,m.. u . .. Close ar®°" sea. .3^°^" et P' eee- . -nv, vru uecK gangs. P'd eTtnX^o^S'?^"'«-Jearsailing for "^n yeaSflloTS," "^nnasgau nas <?.» been S'°? 'PC 30 attd four „i,J with the SIU P'Hannasian nw mnv ?• Bcother ™Les his home in New York. York.' k„ ^eckcrew, Aaa 25 years e*.tw - • • on the ' of Seattle "ccjc aepartment. yean on the deck. ®®*'y ^as 19 G^een. Robert Gann, left -. year-oid l^cba^dParkf vfoe started sailing relafftet®^ •'^^^onbut still has 25 years ^ ^ "fe. •'^so a World u/ w ^ Mehland Cann, 55 „? // T' 27 years at sea L has New York. ongmally from c-x/uiougii the ..„ i,,. Alfooueh tha 'ho "eck deck crew, B^ZTcr P' '?' BrnesTor S.'PP'J P'aaihng;™"' Oceen, «, has £"?:°f!Pa»gexn:iS!'»;«. of tbJPJZ"'?^^24 years. .Navy. Brother arZlIf^"' "ith the ;„ J( JeeksonviUe. ® 'b "ome home oville. Wh#»f* «wwi_- « - time the crew tomdh'°°"3' Jears sea"«»'• thew '•.»« When all «"•""•We PmSo'i''^' «•« a J-e.giveofS^X'lirred'' f^g6l5 f I �if-' Hi \r' - - I -r -•":. 'I*. r The SlU-manned Navy tanker Suatnico, which the Navy reports will soon be sold for scrap, paid off at the Naval Base in San Diego, CaliL on Sept. 18. The vessel presently, though, is running coast­ wise and is scheduled for a Far East voyage in upcoming wee^s. Three other SlU-manned Navy tankers, the Saugatuck, Cossatot, and Pecos, have already been inactivated and temporally put into the custody of the Maritime Administration. The loss of these vessels means, of course, the loss of a number of jobs to SIU members, and it comes in the wake of a series of other moves by the Navy to manipulate the private sector of the U.S. mer­ chant marine. The Navy's first move against the private sector came early this year with the takeover of the four Falcon tankers and the replace­ ment of the SIU crews with civil service people. The Navy took things into its own hands again a few months ago by awarding the operation of nine new tankers^ to Marine Transport instead of Iran Destiny Shipping, the low bidder. The SIU opposed the Navy's move to take over the Falcon tank­ ers, and has called for a full investigation into the awarding of the new tanker contracts. Whatever ttie final outcome, the SIU wUl continue to oppose the Navy hi any area which adversely affects the jobs of SIU members. SIU Representative Mike Worley, seated, gives SPAD receipts If the Navy continues to act as it has in the past year, it could have serious stunting effects on the growth of Ae U.S. merchant marine at a time when innovation and revitalteatioik is a must for SnKKtr,- ^t^SirbeTrnt'eir It's business as usual in .he Suanuce's galley, as CoeK and Ba.er the UJS. merduutmaiiBe in the interest of natkmal security. shipping sector. scrap. Jefferson Buchanan prepares lunch for the crew. •ji i -4; ; ,1, ii .7 1 If .a. meetings has always been participa- - Sriia tion on the part of the SIU member­ ship. When in port or on the beach, members should attend the Union forums. They will keep you on top of the issues affecting your livelihood as a seaman and a member of the labor movement—and they give you the opportunity to exercise your rights as a member of the SIU. The San Francisco membership > meeting is held on the second Thurs­ day foUowing the first Sunday of each month. A complete schedule of dates and times for all SIU meetings can be found in each issue^ of the LOG. — As in all the SIU's constitutional ports, San Francisco holds a general membership meeting once a month for the Union's Bay Area members, as well as any SIU member who may be ashore in this port. The meetings are an important part of the democratic structure of all trade unions in the United States. They provide the member with an important forum for discussion of problems concerning the Union and the maritime industry in general. They also give the member a right to voice his opinion on Union policies, and to make motions subject to the approval or veto by a membership vote. The key to the success of these ^ ii II 1 Meeting officers Harvey Mesford and Steve Troy, both with backs to camera, give legislative and other reports to the San Francisco membership. •PB San Francisco members throw in for job on rotary shipping board during job following the membership meeting. J# j' „• K : 11 •i ? • li SIU- members register for shipping at .counter in San FranSan Francisco members show their books at door before en- • SiU rnernbers do sorT^socialteiiig in a friendly cardrjd^ibe^^^FrarRrfew. dscohali. . taring meeting hall. meeting is called to order. . . ' J' ;V-1 • Page 16 - r'i t ' {• l^rv.' '•* 'iJ. . •'• .•Tn- ,, • :• «««in nnrHiflt r nnvfifsation in the San Fran- As demonstrated in the show of hands, participation is the gat aafa^ay, key to suocese of the Union membership meetmg. Page 17 ^ �They Have to Balance HISTORIC PRESERVATION Upgradc«i*>7&!!s It Like It |$ New Ships Mean New Responsibilities After two-and-a-half decades of de­ cline in the U.S. maritime industry—a decline so serious that our merchant fleet sunk from first to seventh place in the world standings—the industry finally took a sudden about-face with the pas­ sage of the Merchant Marine Act of 1970. This vital bill, one of the most im­ portant pieces of maritime legislation to be passed in our nation's history, was spearheaded through Congress by the SIU. Ultimately though, it was the re­ sponsible actions of this membership, through their support of SPAD, which enabled the SIU to work so effectively on this issue. With the Act's passage four years ago, the then lifeless U.S. shipbuilding industry was injected with the indus­ trial adrenaline needed to get the lifeblood flowing again. As a result, our nation's shipyards are now in the midst of the biggest shipbuilding boom in the history of peacetime America. However, their products are no longer C-2 tankers and conventional freightships. They are revolutionary, highly automated vessels such as the LASH/ containership carrier, the ore/bulk/oil carrier, the supertanker, and in the near future, the liquid natural gas vessel. The SIU has gotten the majority of these new ships under contract, which consequently has created many new job opportunities for our members. At the same time, though, a new and important challenge for all Seafarers has been created—to acquire the skills abso­ lutely necessary to safely and efficiently man these vessels. The SIU has developed comprehen­ sive vocational programs at the Harry Limdeberg School in Piney Point to aid our members in meeting this challenge. Yet, it is still the responsibility of the individual member to himself, his family, his Union, and the industry in which he works to take advantage of these oppor­ tunities and upgrade his professional skills. However, the Seafarer's responsibili­ ties do not end here. While aboard our newly contracted ships, each brother must work to precise­ ly honor the Union's contractual agree­ ments with our shipping companies. As responsible Seafarers, you must make certain you are properly relieved before going off duty, as well as notify­ ing the Master a full 24 hours in ad­ vance before getting off the ship so there will be sufficient time to get the proper replacement. You cannot allow these ships to sail short. A Seafarer should also remain on top of the many important issues facing the maritime industry. These issues, all of which are carried in the LOG, should be discussed among fellow Seafarers. One of our most important tools over the years has always been an active, well-informed membership ready to meet our opposition head on. A Seafarers' responsibilities are in­ creasing and becoming more complek in this increasingly complicated maritime industry. But, by meeting these responsibilities as true professionals, Seafarers will in­ sure for themselves and their families a financially secure future, as well as help­ ing to build the global competitiveness of the U.S. merchant marine and there­ by insuring its continued growth and revitalization. Below is a letter written in English and Spanish by SIU Up' grader Antonio Ramos gbout his learning experiences at the Harry Lundeberg School. He requested that it be printed in both languages so that his Spanish speaking brother members would be able to share his experiences. While going through the quartermaster and firefighting up­ grading programs, I learned a lot of things that I didn't knowi things that I used to see on the ships, but didn't know their names or how they were operated. Now, I know their names, and I am eager to give them a try. When I finish my two first courses, though, I'm taking LNG and LPG. There are many things to learn in these programs, but the main one is, in case of emergency I now know^what to expect, what to do. It might help to save my life and the lives of my brother Seafarerk aboard ship. There is nobody to thank for what I learned but all the instructors at this school. When I was on a ship, I used to see the crew give for SPAD. I gave $20, then I'd say to myself, "$20 down the drain." You know why? Because I didn't know what it was for. Now I know. If it was not for SPAD, we would all be eating bananas on the street. Don't ask me what I learned at Piney Point. Go there and see for yourselves. The doors ^e open for everybody. PARA LOS LATINOS J En el tiempo que yo estuve en la esuela, de Piney Pointj yo aprehdi muchas cpsas que no sabia, cosas que yo yeia en los barcos, y no sabia como se llamabam, o cual era el uso|i de ellas, ahora se los nombres, y conid trabajajrlas, anora | buando termine estos dos cursos, voy a empezar lbs de LNG|| TEG, son muchas las cosas que tengo que aprender penD) 1^ mas importante es, en caso de eraergencia, quiero saber quel pasa, y que hacer, quizas esto que aprenda en la escuela, mb m sirva para salvar ni vida, asi como la de mis companeros. Agradesco mucho a esta escuela, y a los instructores que: me ll^udaron mucho. Cuando yo estaba en los barbos, veia que los otros marinos daban dinefo para SPAD, y yoj pues lbs daba taunbien, y despues pensabaque ese dinero sehiba ajusta, y ahora me doy |Uenta^ de qee si no fuera por SPAP,^ estuvieramos todosl comiendo guineos en la calle. No me pregunten, que aprendi en Piney Point, porque mi contesta es, veala esquela. Las puertaS estan habieitas para todbs hosotros. Creemelo, estote ayudara mucho. Antonio M. Ramos ^ 9' I wish to express my sincere thanks and appreciation to the entire crew of the Over.'seas Ulla for the sympathy extended the| . , on the passing of my mother, and for the money they sent for „ a floral wreath. [ r Fraternally, ? . Harold Gilder | VotbMoXXXVt/Nb.id: October 1974 - Official Publication of tiie Seafarers International Union of AT North America, Atlantic, Gulf, takes and Inland Waters Olstricf, I' AFL-CIO Executive Board Paul Hall. President: i Cel Tanner. Sxecuf/i'e W^ Joe DiQiorgio, Secrelary-Treasurer Frank Drozak, Vice-President 'Earl Shepard, Vice-President . Undsey^iUiams,Vice-President;, • ; ^ Paul Drozak. Vice-President Published monthly by Seafarers international Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO 675 Fourth Avenue, Brooklyn, N.Y. 11232. Tel. 499-6600. Second class ;tOBtage paid at t^rooklyn, N.Y. J, PageJS T'.-) ;',.7 ' . �m'mm ''1 •rf. 0^-1 'f Tickled me out of. my snooze. Ym<potaW»yourself,and« -'• *'As year chjef mate tt js my duly 1 icei ,. ... "Damn strange," you mumbled when you reached To draw a curtain and found none. , Nor'djd:We::ey^ niee Not a creature within eye sight dr ear shot r Ordered the bos'^n to Arrange a leeward niche for ! ; When you woidd need it. And ii^e snoozed again. We did what we dk " .• : we coupled. ^ course. But lout stirring dust? ; ..^yr It was attsd'li^utiful, is^ natural that We resolved to traffic no more with Those who mtdce sin of such , ^ . our resolutiou wkh ^Theri'Wi^ Our teunion in encore, And We snoozed again. Amd f in tny sham nf «HT_^snodzp s I leisurely revisited ?' / Our few adult years together.. * ' ^ SSirnHXi As beautiful as you, and Throi :!OT .V _ WM. ••...-y-.. 1? we relished this nftfrouhled and nbered life we willed ourselves. • «ifL' • V- . ^" . ' pfS r '• 11 Eleven years ago I was the most excited man in the world. And Just as happy as if I bad good sense. X.. I waa twenty-two, I had just married Bernice My only sweetheart since we were peep chicks, And I was to sail my first ship as third mate. , * ^ .Agreed, we were in hock up to the ass. ' We knetywe could reach into, . Little Matj's toy bank. . . , ... Our established run to japan, ^ thirty-six day loop from Seattle, Is sometimes too long sixteen and two, and ' " Are most hospitable. JWe knew even then that little Marj would be ours. The brutal truth of it is that , '•• ''••yyyk;y''-^y\y^y:\^yw-k^k'^- • • o- •.,f''Lf tunent and romance— , Poetic hogwash, said I. "Hell, live it as you see it," You whispered in my ear, when The brute of an alarm clock Screamed us out of bed. ,• •' We had an untroubled morning and We homnied along with our radio all ihrough breakfast. Bemice wore the peek through costume She religiously wears When I sail from home port J iiiiiilfii; , •_ (H, 1 f •; '}• I __ Attention Seafarers: Please send your poems to Editor, Seafarers Log, 675 Fourth Ave., Brooklyn, N.Y. 11232. pipiftpsi® I# ^ - ' Shotoert^. He reached his ship and caught the rope. And whistled at a morningstar. f - he sands and yeasty surges mix W In caves abcmt a dreary bay, on thy n1js the basrasde ^kks, ;< ,, And in thy heait the shrimp shall p :' 'J' nVnol " amwered. "death issure P; '' To sit with empty hands at home. ^-"My dings about my neck, , cries tor shme'; _ ^ •„ v - • - '• • •i T •• • ,i;: S -v - * ) j . / i V- iililiiii ,t ^ ^ i . I t 'r TI OfJtesJStI Page 19 -r'^VL, <i' !f;- Max 5 f ~ - t i •• i (\ �New SIU Pensioners '.i ;I I! Willie F. Coppage, 60, joined the SIU in the port of New York in 1960 sailing as a cook. Brother Coppage was on the picket line in the Greater N.Y. Harbor strike in 1961 and is a U.S. Navy veteran of World War II. He also attended the HLSS Upgrad­ ing Program. Born in South Caro­ lina, he is a resident of Hamlet, N.C. with his wife, Elnor. Thurston J. Lewis, 57, joined the Union in 1944 in the port of New Orleans sailing in the engine depart­ ment. Brother Lewis was the 100th QMED graduated in 1974 through the HLSS engine department upgrad­ ing program in Piney Point, Md. He was on the picket line in the 1946 Strike and attended the 1970 Edu­ cational Conference at the Harry Lundeberg School for Seamanship. During World War II he was in the U.S. Navy. A native of Oklahoma, he is now a resident of New Orleans. Jose Ml!*iRranies, 45, joined the SIU in the port of Philadelphia in 1961 sailing as a wiper. Brother Carames was born in Philadelphia and is a resident there now. Joseph Hall, 51, joined the SIU in 1947 in the port of Mobile sailing as a cook. Brother Hall had sailed for 30 years and is a U.S. Navy veteran of World War II. Born in Alabama, he is now a resident of Mobile with his wife. Ruby. J. Richard J. Brown, 46, joined the SIU in 1944 in the port of New York sailing as an AB. Brother Brown sailed for 31 years. Bom in New Jer­ sey, he is now a resident of Baltimore with his wife, Vencenta. Frank Fisher, 63, joined the Union in 1947 in the port of Galves­ ton sailing in the steward depart­ ment. Brother Fisher sailed for 27 years. A native of Seattle, he is now a resident of Galveston with his wife, Elvira. Pedro T. Flores, joined the SIU in 1947 in the port of Baltimore sailing as a cook. Brother Flores had sailed for 34 years. He is a U.S. Navy vet­ eran of World War II. Bom in the Philippines, he is now a resident of Baltimore with his wife, Ciechia. Gerald L. Garrity, 69, joined the Union in the port of New Orleans in 1957 sailing as an oiler. Brother Gar­ rity had sailed for 32 years. He was bom in New Orleans and is now a resident there with his wife, Mary. Antonio Cosplto, 64, joined the Union in the port of New York in 1958 sailing as a cook. Brother Cos-, pito walked the picket line in the Robin Line strike of 1962. He is a veteran of the U.S. Air Force in World-War II. Born in Union City, N.J., he is now a resident of North Bergen, N.J. Richard J. Blake, 55, joined the SIU in 1943 in the port of New York sailing as a bosun. Brother Blake was bom in Minnesota and is now a resi­ dent of Minneapolis, Minn, with his wife, Elaise. Harry E. Dorer, 65, joined the SIU in 1946 in the port of New York sailing as a fireman-watertender. Brother Dorer was born in Bellaire, Ohio and is now a resident of Long Beach, Calif. Edward J. Senff, Jr., 65, joined the SIU in the port of Detroit in 1960 sailing as an AB for the Bo­ land and Cornelius Steamship Co. Brother Senff started sailing in 1929. Born in Michigan, he is now a resident of Onaway, Mich, with his wife, Marion. Gladstone W. Ford, 65, joined the Union in 1938 in the port of Boston sailing as a cook. Brother Ford was bom in Barbados, British West In­ dies, and is a resident of Roosevelt, L.I., N.Y. with his wife, Eulalia. Bernard Falk, 57,, joined- the Union in the port of New Yotk in 1955 sailing as a chief cook. Brother Falk is a native of Poland and is now a resident of Baltimore with his wife, Bernice. Fred F. Kallsfrom, 64, joined the Union in the port of Detroit sailing as a cook for Boland and Cornelius. Brother Kallstrom had sailed for 44 years. Bom in Jefferson, Ohio, he is now a resident of Styrgeon Bay, Wise, with his wife, Tessie. Anderson J. Johnes, 63, joined the SIU in 1949 in the port of Tampa sailing as a bosun. Brother Johnes is a U.S. Army veteran of World War II. He was bora in Missouri and is a resident Of Tampa with his wife, Evelyn. Marcelo S. Maguad, 65, joined the Union in the port of Savannah, Ga. in 1955 sailing as a chief cook. Brother Maguad sailed for 46 years. Bom in the Philippine Islands, he is now a resident of San Francisco. Floyd Dominski, 66, joined the SIU in 1943 in the port of New York sailing as an oiler. Brother Dominski walked the picket line in the Greater N.Y. Harbor strike in 1961. Bom in Tremont, Pa., he is a resident of Jer­ sey City, N.J. William Leuschner, 63, joined the Union in 1946 in the port of Phila­ delphia sailing as a bosun. Brothel Leuschner is a native of Poznany ;? Poland and is now a resident gf math, Calif, with his wife, Susey.. ?} Ends Long Career on iskes^ -i'.d-jibl Editor, SEAFARERS LOG, 675 Fourth Ave., Brooldyn, N. Y. 11232 I would like to receive the SEAFARERS LOG—please put my name on your mailing list. (Prim InformaUon) bJAhlE ADDRESS .... .. STATE CITY ZIP. SIU-IBU members please give: Bk# Soc. Sec. # .1 / TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing label from last issue received. ADDRESS CITY • " ZIP. STATE. • Page20/:'^// - Seafarer Robert E. Jackson (I.), aftehsailing on the Great Lakes for 311'd^rs,' receives his first pension check from Frankfori, Mich. Port Agent Haf6li&'Rath bun. During the last years of a long sailing career begun in,1.945, Brpjher Jack­ son sailed as a porter aboard the Ann Arbor Railroad Carferrie%^^'^,|^ ... - • • of-" "•\'/;/v ., SeafarersLog �*# '•'S I t •r.sia- tfi^^.i-'W .>.j.-u :• fi,< t i:-.A'p .i- - .V7'>J' *v,. . I <f7-'A;.H-..>' |y<»v. i-y ; V'n". STEER A CLEAR COURSEI ( M, ^ f , V • "* ' a ^ „ „ I, barbifuIfs a pretty tough rap,but that's exactly how it is and yon can't do anyrat^ spCM,; LSDj or even maryuana—the U.S. Coa^ Guard will revoke fihing about it. Hie convicted drug user leaves a black mark on his reputatkni your seanuui papers, without appeal, FOREVER. for the jest of his life. , means fliat you lose for the r^ of your Ufe the right to make a However, drugs can not only destroy your di^t to a good livelihood, It living by the sea. can destroy your life. / However, it doesnt quite end there even if yon receive a suspended r» •. ^ . .. ... Vi sentence Drug abuse presenfe a senous direat to botti your physical and mental You liuiy loM your right to vote, your right to hold ouhHc office or to Om. a guu. You ffieo u«.y lo« the oppo;Ll.y of ever becoming a doctor, deutiri, certiSed public accouutaut, englueer, lawyer, architect, reattor, pharmacist, school tocher, or stockbroker. You may jeopardize your right to hold a job whc!ie you must be licensed or boiided and you may never be able to work for the city, the county, or the Federal government. Anastado Cmzado Please contact Mrs. Leticia Cruzado 'as soon as possible at 135 Franklin Ave., Brooklyn, N.Y. 11205. AlbertH. Schwartz Please contact Mr. Mike Schwartz as soon as possible at 3905 Glenbrook, Arlington, Tex. 76015. Please contact your wife, Mary, as soon as possible at her San Francisco address. " Beriurd Lahdos Please contact Jean Mateson as soon as p^ible at (212) 624-6335. James K. Haines Please contact Mrs. Ester Haines as soon as possible c/o Mrs. Ingrid Gray­ son, Dep. Mail Sw. Box 192, F.P.O. San Francisco, Calif. 96651. Percy Williams, Jr. Please contact your aunt, Mrs. Cora Edgerson as soon as possible at 1201 S. Galvez, New Orleans, La. 70125, or (504) 827-0765. Your father also wishes you to contact him in Strutler, Ohio at (216) 755-5540. Politics Is i • aiinfire )c: October, 1974 T" ®t **T®' . I -ju .1 Vrr •» i • I"®* <*"*8® destroy your natural r^ht to a good, happy, productive ih. Stay drug free and steer a clear course. Aug. 22.Sept. 25,1974 Number SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums Amount MONTH TO DATE YEAR TO DATE 10 678 192 22 8 7,873 1 192 17 127 5,748 2,541 143 38 67,241 13 1,938 248 450 74 138 20 5 157 — MONTH TO DATE 340,595.88 5,748.00 7,623.00 20,992.45 3,983.50 537,928.00 3,590.40 44,189.35 12,286.40 3,999 641 1,152 206 34 1,382 — 94,262.91 2,809.01 18,044.50 6,000.00 223.00 3,435.72 810,420.59 20,524.08 147,396.95 54,434.75 2,435.65 29,485.69 — PENSIONERS & DEPENDENTS 5 Death 184 Hospital & Hospital Extras 127 Doctors' Visits & Other Medical Expenses .. 11 Surgical 76 Optical ' 1 Blood Transfusions 2 Special Equipment — Meal Books 3 Dental .............................. • 1,916 Supplemental Medicare Premiums 89 1,490 1,070 113 530 5 23 —• 9 14,863 15,000.00 21,917.72 4,610.77 1,000.00 1,399.93 25.00 422.75 — 750.00 13,887.00 262,000.00 231,322.31 40,797.37 15,057.25 11,933.75 330.75 5,139.36 — 2,166.86 107,463.30 7 68 4,319.50 25,106.31 .' \ .. TOTALS 12,169 Total Seafarers Welfare Plan 2,257 Total Seafarers Pension Plan 1,183 Total Seafarers Vacation Plan " Total Seafarers Welfare, Pension & Vacation 15,609 / — ^ ' I 103,711 17,726 9,559 130,996 $ YEAR TO DATE 24,300.00 $ 678.00 576.00 3,221.90 505.50 62,984.00 75.00 4,572.77 863.70 SCHOLARSHIP PROGRAM 1-.-; ^ Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical Special Equipment .:i •i if 1.;f 7 285,884.68 2,742,951.95 546,291.64 4,275,998.14 583,461.01 5,041,634.41 $1,415,637.33 $12,060,584.50 •'i k; Page 21 �DISPATCHERS RtoPORT TOTAL SHIPPED All Groups Class A Class B Class C TOTAL REGISTERED All Groups Class A Class B Class C SEPTEMBER 1-30, 1974 1 . REGISTERED ON BEACH All Groups Class A Class B Class C Port • I. ' '• • Vi-' •' 9 95 9 33 22 9 28 43 27 68 25 36 8 92 0 2 12 • 8 18 21 5 4 7 601 Boston New York ... Philadelphia Baltimore .. Norfolk .... Tampa Mobile New Orleans Jacksonville . San Francisco Wilmington ., Seattle Puerto Rico . . Houston . . . . Piney Point .. Yokohama ... Alpena Buffalo Cleveland .... Detroit Duluth Frankfort .. .. Chicago Totals Port Boston New York .. .. Philadelphia . Baltimore ... Norfolk Tampa Mobile New Orleans . Jacksonville .. San Francisco Wilmington .. Seattle Puerto Rico .. Houston .... Piney Point . . Yokohama ... Alpena Buffalo Cleveland .... Detroit Duluth Frankfort .... Chicago Totals Port Boston New York . . . Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington =. Seattle Puerto Rico Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Totals All Depts :... ; - :... 2 19 5 3 6 • 0 7 17 7 10 6 12 0 18 0 2 2 3 4 4 4 1 2 134 2 80 5 33 15 6 27 36 25 51 17 22 9 86 0 4 3 5 5 23 9 3 1 477 4 47 6 10 6 1 11 24 30 20 8 11 2 31 0 1 1 0 3 3 9 0 2 220 46 5 13 14 3 14 28 31 31 9 19 10 40 0 1 2 1 0 3 0 2 1 286 4 6 0 1 2 1 0 3 4 9 0 3 0 - 10 7 0 0 0 0 . 0 ~1 2 0 53 4 35 5 17 15 3 6 31 15 20 6 14 14 26 0 0 4 3 4 21 8 17 6 274 1,648 3 110 10 28 30 0 28 59 29 47 14 31 27 59 31 5 6 6 13 9 7 7 3 562 969 DECK DEPARTMENT 2 ' 8 5 2 83 24 0 10 12 0 28 5 0 10 13 0. 0 3 0 6 1 2 24 52 2 13 29 0 8 36 0 2 9 0 29 21 0 3 7 0 10 50 0 10 0 0 3 2 21 3 9 . 4 8 9 16 9 13 19 8 22 8 18 16 15 13 2 3 3 8 94 200 457 2 42 6 10 7 3 13 33 17 28 10 16 0 42 0 3 2 1 3 5 1 2 1 247 ENGINE DEPARTMENT 0 2 2 1 63 29 0 6 4 0 30 6 0 8 5 0 0 . 2 0 0 5 30 0 39 1 14 22 20 0 25 0 6 2 16 19 1 1 5 4 0 38 15 0 0 3 0 4 1 18 2 4 6 0 2 5 2 4 16 2 2 0 9 9 3 1 1 3 5 1 175 36 318 4 127 16 59 27 9 69 94 34 100 28 31 19 136 0 4 6 1 1 21 4 3 1 794 6 89 7 22 10 2 20 41 28 39 17 18 6 56 0 1 1 0 1 3 6 0 4 377 STEWARD DEPARTMENT 0 3 0 46 31 9 6 3 0 11 6 0 9 8 0 2 0 0 0 1 2 36 19 0 13 12 0 25 11 0 6 0 1 16 14 2 7 0 5 14 18 0 0 26 0 1 1 0 0 0 9 3 2 1 1 2 4 7 6 1 6 5 4 11 4 2 3 1 2 224 175 41 4 70 11 34 21 6 43 57 36 61 21 27 19 114 0 2 2 0 0 3 0 1 0 556 3 16 0 3 2 1 2 3 6 17 8 2 1 14 0 0 1 0 0 0 0 1 0 83 1 2 0 0 0 0 0 0 1 0 0 0, 0 0 0 0 0 1 0 0 0 -'0 3 8 8 177 21 62 40 3 55 96 47 118 44 30 40 99 0 3 I 4 11 14 7 - 4 3 887 1,594 10 51 0 13 13 0 1 14 8 7 1 8 3 75 0 7 75 21 25 87 21 22 43 505 558 1 6 0 2 2 1 0 0 1 - 0 0 1 0 1 0 4 4 1 0 2 1 1 331 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 2 4 - 6 M, 59 ii 32 19 3 24 57 -• 0 ®: 0 9 2 7 0 4 2 23 0 5 73 4 26 43 19 17 15 283 349 S m m Wi p m m S A 4 10 0 4. 3 1 0 4 0 0 0 0 0 2 0 2 0 1 0 1 2 2 3 39 ENTRY DEPARTMENT 5• ^9 m • 0 4 1 5 0 1 1 0 0 1 3 0 0 1 0 8 0 2 . 3 4 4 1 2 1 4 42 12 147 23 69 29 17 62 123 55 130 54 60 20 182 0 5 8 4 10 17 2 2 4 1,065 1 4 0 0 1 0 . 0 . 1 2 0 0 0 0 7 0 0 1 3 2 2 4 2 1 31 '^1 10 '^1' 38 * 1 ' 1 • 5 H ,,. . 22 m • 4 4 mMMMMwiiBiBHWiBIBBi ^ 395 999 550 171 2,811 & Wafers Inland Boaiiiien^s Union - United fcdusfrlai Workers PRESIDENT Paul Hall SECRETARY-TREASURER Joe DlGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS 675 4 Ave„ Bklyn. 11232 (212) HY 9-6600 ALPENA, Mfch 800 N. 2 Ave. 49707 (5i7) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St 21202 (301) EA 7-4900 BOSTON, Mass. 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 SIU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, ni.. .9383 S. Ewing Ave. 60617 SIU (312) SA 1-0733 mU (312) ES 5-9570 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Midi. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St. 55806 (218) R A 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St 49635 (616) EL 7-2441 HOUSTON, Tex. ... .5804 Canal St 77011 (713) WA 8-3207 JACKSONVILLE, Fla.. 2608 Pearl St. 32233 (904) EL 3-0987 JERSEY CITY, NX 99 Montgomeiy St 07362 (201) HE 5-9424 MOBILE, Ala. ..... i S. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St 23510 (804) 622-1892 PADUCAH, Ky. .; 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PORT ARTHUR, Tex.... .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1321 Mission St 94103 (415) 626^6793 SANTUROB, P.R..1313 Fernandez, Juncos, Stop 20 00908 (809)724-2848 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravols Ave. 63116 (314)752-6500 TAMPA, Fhk 312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio .... .935 Summit St. 43604 (419) 248-3691 WILMINGTON, CaUf. 510 N. Broad St 90744 (213) 549-4000 YOKOllAMA. Japan ........P.O. Box 429 Yokohama Port P.O. 5-6 Nikon Ohdori Naka-Kn 231-91 201-7935 Ext 281 As Carted at the general membership meeting at Headquarters earlier this month, and as evidenced by the figures above, shipping has been pretty good in most ports. The outlook for shipping in the future, ^ough, is even better because of the passage of the Merchant Marine Act of 1970 and the start of construction of the Tfans-Alaska Pipeline. Although passed fmur years ago, the benefits tO Seafarers of the Merchant Marine Act will rot he fully realized for many years to come—and the Alaska pipefine will not affect our domestic shipping untfl 1977, i^on its completion. Page22 Seafarers Lofi �^^•TS^rKT.fP'acst: k I ANNUAL REPORT iS5>i • ^ f rjS'.;*,- ,• SEAFARERS PENSION FUND ' (Name of Welfare Fund) 275 20th Street, Brooklyn, New York 11215 (Address of Fund) to the SUPERINTENDENT OF BANKS of the STATE OF NEW YORK NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 is required to be filed • in lieu of Pages 7 to 14 of the New York Annual Statement, the Statement of ' ^ Assets and Liabilities (Part IV, Section A) and the Statement of Receipts and rt ! Disbursements (Part IV, Section B) of Form D-2 may be substituted for Pages .{ - I2 and 3 herein. (2) The Annual Report is required to be filed, in duplicate, within five months after the close of the fiscal year used in maintaining the records of the fund. Address ' /replies to New York State Banking Department, Employee Welfare Fund Division, 100 Church Street, New York, New York 10007. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment, refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Banking Department, Employee Welfare Fund Division, 100 Church Street, New York, New York 10007. y. <• ''T ' I as ..00 ANNUAL REPORT OF THE SEAFARERS PENSION FUND ; m tm) ASSETS^ 1. Cash: a. On interest $ 6,863,461.21 b. Not on interest 72,771.33 c. In office $ 6,936,232.54 2. Bonds: a. Government obligations $ 120,372.00 b. Other obligations 57,575,364.67 57,695,736.67 3. Stocks: a. Preferred $ 1,788,171.05 b. Common 28,109,278.29 29,897,449.34 4. Mortgage loans on real estate 175,200.83 5. Real estate, less $ encumbrances and less $ allowance for depreciation 6. Interest and other investment income due and accrued 1,124,880.04 Other assets (List each separately): 7. Mortgage Investment Trust 999,732.43 8. Contributions receivable 3,115,757.80 9. 10. Total Assets $99,944,989.65 •o '' 1. -Contributions: (Exclude amounts entered in Item 2) (a) Employer $16,034,390.04 (b) Employee (c) Other (Specify) (d) Total (Contributions $16,034,390.04 2. • Dividends and Experience Rating Refunds from Insurance Companies 3. Investment Income: (a) Interest 4,251,782.67 (b) Dividends 977,323.46 (c) Rents (d) Other (Specify) (e) Total Income from Investments 5,229,106.13 4." Profit On disposal of investments 1,043,336.50 5. Increase by adjustment in asset values of in­ vestments 6. Other Additions: (Itemize) (a) (b) (c) Total Other Additions 7. Total Additions $22,306,832.67 -I ;' .5^^'1 ; .ft DEDUCTIONS FROM FUND BALANCE 8. Insurance and Annuity Premiums to Insurance Carriers and Payments to Service Organiza­ tions (Including Prepaid Medical Plans) ... 9. Benefits Provided Directly by the Trust or Separately Maintained Fund 10. Payments to an Organization Maintained by the Plan for the Purpose of Providing Bene­ fits to Participants (Attach latest operating statement of the Organization showing detail of administrative expenses, supplies, fees, etc.) 11. Payments or Contract Fees Paid to Independ­ ent Organizations or Individuals Providing Plan Benefits (Clinics, Hospital, Doctors, etc.) 12. Administrative Expenses: (a) Salaries (b) Allowances, Expenses, etc (c) Taxes (d) Fees and Commissions (e) Rent (f) Insurance Premiums (g) Fidelity Bond Premiums '. (h) Other Administrative Expenses (Specify) Tabulating, employee benefits, office expenses (i) Total Administrative Expenses 13. Loss on disposal of investments 14. Decrease by adjustment in assets values of in­ vestments 15. Other Deductions: (Itemize) (a) Information and education ... (b) Litigation—claims, settlements (c) Total Other Deductions 16. Total Deductions A p., $ 6,123,499.01 I - •I 164,008.15 13,892.17 13,105.02 110,151.51 41,478.31 1,651.48 1,900.00 I 307,145.05 653,331.69 1,221,533.83 337.63 3,650.00 17. Fund Balance (Reserve for Future Benefits) at Beginning of Year 18. Total Additions During Year (Item 7 above).. 19. Total Fund Balance at Beginning of Year Plus Additions ; 20. Total Deductions During Year (Item 16 above) 21. Fund Balance (Reserve for Future Benefits) at End of Year (Item 14, page 7) 3,987.63 $ 8,002,352.16 It m $85,458,782.58 22,306,832.67 107,765,615.25 8,002,352.16 $99,763,263.09 ANNUAL REPORT OF THE SEAFARERS PENSION FUND STATE OF NEW YORK SS. COUNTY OF KINGS and Trustees of the Fund and , ^ being duly sworn, each for himself deposes and says that this Aiuiual Report is true to the best of his information, knowledge and belief. Employer trustee 1 The ass^Mted iff tois statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall 1^ valued at their llBii&za^ or present value, whichever is lower, if such a statement is not so requited t^ wraed with the U.S. Treasury Departihent. October, 1971 A 'i -ri ^r ^^ i 11. Oiitstanding benefit claims not covered by insurance carriers ... $ 12. Othef ainpunts set aside for payment of benefits 13. premiums and annuity considerations due to insurance carriers ; for member benefits 14. General expenses due or accrued -• 43,103.32 Other liabilities (List each separately): 15. Due to other Plans 138,623.24 1® •(. 17 18. TotalXiabilities 181,726.56 19. BalanMofFtmd-. 99,763,263.09 20. Total ......v......:.... $99,944,989.65 !.:• 'i: I A) RECONCILEMENT OF FUND BALANCE LIABBLI'IIES ,• ? I t .'H ADDITIONS to FUND BALANCE !;^ For the fiscal year ended March 31,1974 9{.' ;ti:;. • V' ^' CHANGES IN FUND BALANCE (RESERVE FOR FUTURE BENEFITS) Page 23. 5 J E191BTf.e2 I' '•V �Involvementr^ ^ ^eajarers have demonstrated an active interest in participating m pdUticcdt^ l^j^^&ive activities, which are -j vikOf to both our job security and our social and economic welfcae, by voluntarily donating $100 or more to the Seaf arers Political 1 Activities Donation (SPAD) fund during the year 1973. •"''iVv;: "J.-.,, : H. A. Ahmad 'A' San Francisco,Calif. R. Boyle Annapolis, Md. E. Craig Newton Hamilton, Pa. R. Farris St. Lotus, Mo. E.L. Alderman Brooklyn, N.Y, B.F.Brooks ^ Lexington, Md. R. Czadek Diduth, MiraU R.Fowlkes Orewe,Va. C. Anchorage Brooklyn, N.Y. B. Brown Mobile, Ala. R.Daishey Brooklyn, N.Y, M. H. Franson Houston, Tex. lii Andersen Union Town, Ala. L.Bruski Rogers City, MUsh. B. Dahlan Brooklyn, N.Y M.Gain Philadelphia, Pa. S.Anderson No.Seatle, Wash. L.Buchan Upper Marlboro, Md. C.DeJesus Brooklyn, N.Y, P.Genaro Tampa, Flo.' Li Bugo AlgonaCyMich. J.P.DeSanio8 Brooklyn, N.Y. tir. X Gonzales New Orleans, ta. » F» j R. Desmond Eden, N.Y. R. L. Goodman Dallas, Tex. itB.Ayala Bronx, N.Y. B-Azar Brooklyn, N.Y. T.Burke Belmont, Mass. J. W. Badgeit ^ Baytown, Tex. K. Burton New Orleans,Lau' M. Baines Hampton, Va. R.Butch Warminister, N. J. T.Baker Berlin, Md. S.R.Carroll Hermosa Beach,Calif. R. Balog Youngstown, Ohio L.Carver Santee, Calif. A.Barnett Brooklyn, N.Y^ B.Cloudman G. Dudley Pr~dUla,.i,MicH. . ' J. M. Kulberg Hampton, N.H. D.Howell , xmm Little Park, Minhi 'J.Hunt, Mobae,Aia. M. Kurtz Jacksonville, F/cf| D. Hurley Carrollen, Tex. R.Laiche New Orleans, La, J.C.Illson NewRochelle,N.Y.' ' F.I.Laing ,:•_•,:• J,,. New Orleans, Ld, i-f's. •' -/v- D.W. Leuwqfdfj^., Houston, Tex^ R.R.Doody 6rielle,N.J. E. Halley Portsinouth, Va. I.Jaime Bayanion,Puerto Rico P.Lardeque Frankfort, Mich, B.Drumgoode San Jose, Calif. J. L. Hamley A A Jastpr S^r^isco, Calif. San Marcus, Tex. C.Egelston Goldsboro,N.C. SABigelOw Henderson, Nev. ' T.Isch , ^ Algonae, Mich. ^\ W.Corbett Bronx, N.Y. D. Cosentino Baltimore, Md. /.A.. J.Green Algonae, Mich. R. Baumgardner San Francisco,Calif. iif- • S. Doherty Harrington, R. I. ./••.if:;: C.Eastwood Oberlin,La. \ W.E.Bierly r Cleveland, Ohio W.Kull .^1 Forest HOI, Ill.^^m • - -v. L. Lantphere . ^ Brooklyn, N F. J.C.Coombs Chesapeake, Fa. IG, Berry Springfield,Va . • W.Kokms Honolulu, Hawaii V.Isaido New Orleans, La - B.M.Bartholomew Arlington, Va H. Cortes Brooklyn, N.Y. ' •; " • SA. Himmd ^ Boston, Mass. , , R. Goodwin Brockton, Mtws. K. Duggan - • Acckeet.Mdi" i A.Hooper : Millville, N.J. S.C.Klano _ Hamilton, Ore, [ A. Dimitropoulos , New York, N. Fi J.F.Colbert Newport N^S,Va W. Barron Detroit, Mich. ^ . •, •'m H.R.Hill River Rouge, Mich. • M. Elethorws Algonae, Midi, J.M.Erich AMm,Ohio Hanks J.«.Jokn^on Auburn, Wash. ^ ^ . • S.Harris NewOrleans,La. J.fonesfY'^'-New OflOdhs, LaJ D->Hart ''kd.TexasCity,Tex. C.M.Joy Wanetechee, Wash. G.B00S Garwood, N.J. ,W.8. Borchardt DanSouci,Fla &.C.Borda te, Calif. AAA i jmBoughman i Detroit, Mich. . ^t.Bousson ^ imeood,N.Y. C.W.Bowman Glenn Burney, Mdl [ J. L. Boyce nrginia Beach,Va ^. 'JI Page 24 4 i' / F.J.Le^a Camden, N. J. ''4-u v""^' M.M.Leilyy'AMfi^0i : WesiminstS^lfdl R. C. L^andomekAMi Baltimafe,Md. t , T.Daeo-..,.:-Ty'''^h New Orleans, ta. / - J,Hastings Baltimore, Md. W.A.Kenny Philadelphia, Pa H.Lilledah New York, N. y; *"' J.S.Heeks Houston, Tex. C.R.Killeen Scranton, Pa R.C.Loiderman Baltimore, Md., D.Hernandez Detroit, Mich. / A.L.King . San Francisco, Calif R.Lorenson 1 Algonae, Mich. F. B. Mack St. Helena, Calif. _ , a. A, Blair Boulder City, Nev. J. J. Bock^ Mobile, Ala 11 B. M. Mahan Bronx,N.Y. AR'Mchan ronx, N. Y^ • /-imisL, ^0. Mainaiza n,Mas8. R. Makarewieif -^5Baltimore, Md._ K*Manko * Somerdale, N. J. . « ;V ^ "1 ib^R. Mansfield ISan Diego,Calit t '1 L.Marrero ' -,^1 San Francisco, Calif^ J.F.Marth Northhampton^ Da j M. Martin J ila Seafarers Log ,191 , �f itl ,|;|f 210 Seafarers Gave $100 or More to SPAD in 1973 .X ) ^ i Ii W.B. Tampa, Fid. r.lM.Paulson Portland, Ore. j.Richoux Metaire,La. Hi G. Roth " Dick8on,TeXi C.W.Seese Baltimore, Md. W.d.Sims Mobile, Ala. J. M. McCoy tynntmod, Wmh. G. Payton Pritchard, Ala. J. Rivera Monterey Park, Calif. M. Russo No. Seattle, Wash. W.P.Setlife Florida R, A. McDonnell Beliinyham, Waalu G.C. Smith Jacksonville, Fla. M, A. Peters Novato, Calif. N.Rivera Brooklyn, N.Y. N. G. Sakellarides Silver Spring, Md. T. P. Shannon Ogdensburg, Ni Y. D. L, Merson Baltimore, Md. D. Soyka Piney Point, Md. L. Phillips Loxlty, Ala. J.Michael Baltimore, Md. L.Pretious Houston,Tex. H.N.Middleton Sat8uma,Ala. B. Prozak Al0onac,Mieh. T.W.Miller Lang Beach, N.Y. S.Rafferty 1.8. Rodriguez Manhattan Beach, Calif. Audndale, La. L. Minix Richmond, Calif. R.Raynep Jacksonville, Flo. M. Montenwgtaf Houston, Texi / '> . P.Rivern J.Salyards Bayamon, Puerto Rico Bakersheld, Calif. Ai S. Shariff River RoUgd, Mich. L. Rodden Detroit, Mich. D. L. SanFilippo San Diego,Calif. G^T. Sheen Seattle, Wash. D.Santiago Bronx, N.Y. S.Simpson St. Louis, Mo. C. Rodriguez Jersey City,N.J. S.Schultz R. F. Sims Grand Junction, Colo. Brooklyn, N. Y. . •H ' ''.U. ' ,)• . ] D. SPrague SeattlCrWash. W.S.Stark Brooklyn,N.Y. ^ t i CM E. D.Stefer Houston, Tex. C.Rondo Baltimore, Md. .1 , - »• J ' "ii J. C. Moore W.Covina, Calif. "t't- ' :*5 I Vi ^ Sr T.P.Moore Lexington Park, Md. t V» r' ; % E. W. Morris Belleville, Mich. C. Mosseri TrumlnM,Cdiu^ 'ti E.Moyer Brodktm'N^Mf^m A j.Mumns DenhamSprtiMfS,,^ C. Murphy ^ Houston, Tex. G. Nason Garden City, N.Y. N. Ocasio Brooklyn, N.Y. D. Olsen Detroit, Mich. 'ii' ¥ , ^ O. J. Olsen Jersey City, N. J; J. J. Orsini Her8h€y,Pa. % O.F.Ostiander MarysvUle, WasH^i, K. Othberg Cleveland, Ohid r J.A.Wright BedtB^tWa^ M.WMxhumn MetBdri€,hg. ^ E.Young Detroit, Mich. f' R,Palacios ' Houston, Tex. , GiomestegMasmi P.C.Pardervich St.Albans,N.Y. ; V i M. Young Algonac, Mich, , t - I - rI.Zemenz Norwalk,Conn. -J kyL iB.G.Partch,Jr. le,Wmh, J ' •^'• J•'fl^5!.iv 0ctober,i9M t ^ C.Woodward Algtmtc, Mich. P. Owen : Califafrnitt,l!p4l P.jPdintisand San Francisco, Calif: Page 25 �m r* Seafaring on "America's Fourth k • Over 2,500 Seafarers man 58 ships which carry a large part of 389-miIlion tons of waterhorne cargo each year but never touch the waters of the Atlantic, the Pacific or the Gulf of Mexico. Sail­ ing off what has been called America's fourth scacoast, Seafarers on the Great Lakes form an important part of America's merchant marine. Sailing specially designed Great Lakes vessels, these Seafarers carry the cement, coal, limestone, lumber, ore and other raw materials that supply and fuel most of our major industries in the Northern part of the U.S. Not only are the ships on the Lakes different from those sailing on the deep sea, but sailing on these vessels also in­ volves a different type of work schedule. This SiU-contracted Great Lakes freighter, the Medusa Challenger (Cement Transport), gets ready to enter a lock. As is common on most Great Lakes ships, the pilot house is directly in back of the bow, while the crews quarters are placed far aft. Thr^..«h wi During the spring, summer and fall, the crews on these ships rarely get off as they sail from one city to another, only stopping long enough to load and unload their cargo. But during the severe Northern winters, these Lakes vessels are forced to lay up because of « . . Coast"! i . J ice on the Lakes and connecting rivers,' and the Seafarers aboard these ships must wait until the spring thaw before shipping out again. Seafarers on the Lakes are also re­ quired to possess special skills in ord^r to perform their duties properly. They must be familiar with the various selfloading conveyors carried aboard many Lakes ships, the unloading pumps for cement and other fine bulk cargos, as well as know how to dock their ship without the aid of tugs by . using bow thrusters and lines. To service the Lakes Seafarers on these vessels, the SIU has developed a unique system to ensure that our mem­ bers on the Lakes receive the Union representation all Seafarers should expect. Because the vessels spend little time , in port, and crewmembers are paid each^ week rather than at intermittent pay-" oils, the SIU has placed patrolmen in a boathouse along tbe St. Clair River in Algonac to periodically service SIU crews as their ships pass through. AB Joe Boboia, in his 19th season Of sailing on the . SeaSs^r'..' ^ ...I .-A • l-y �•-<> r«»rv»v=i'«>itv^)7ir»<^f'*'«- ----- ••-• 'i jn •n Members Play Important Role on Great Lakes The St. Clair River is the only con­ necting channel from Lakes Michigan and Huron to the Eastern Great Lakes, and most ships in the SIU-contrac(ed fleet pass through this channel fre­ quently. By monitoring a ship-to-shore radio, the SIU patrolmen in Algonac can intercept the SlU-contracted ships as they siowly navigate the narrow channel. When a ship sailing down river is contacted, a pilot takes the patrolmen out to the vessel in the SIU's^ small launch, and the patrolmen must climb up a ladder as the pilot keeps the launch alongside the moving ship. It is a tridcy maneuver, and though no patrolmen have been lost, a few briefcases have landed in the river whOn either the ship or launch has pitched suddenly and the patrolman on the ladder has had to lunge for the ship to avoid a cold and dangerous bath in the river. Once aboard the ship, the patrolmen service the Seafarers, hiding shipboard meetings, settling any beefs and con­ ducting other Union business as the ship continues its voyage down the St. Clair River. As the ship passes Detroit, approxi­ mately three hours after it has passed through Algonac, the patrolmen are taken off the ship by a private mail boat in a procedure similar to the one used to board the ship. For ships sailing upriver, the routine is reversed, with the patrolmen being put on the vessel in Detroit and taken off in Algonac by our launch. Seafaring on the Great Lakes is in­ deed a unique occupation, calling for specialized skills and presenting its own unique problems to a Union serving its. members. The SIU, in order to meet its obligation to all of its members, has had to adopt different procedures to spe­ cifically serve the needs of Seafarers on the Great Lakes. But, as unique as these procedures may be, they represent only superficial differences, for all Seafarers are united in their desire to make a de­ cent living as professional seamen who take pride in.their chosen career. Ml i %i -3^ The Detroit Edison (American Steamship) unloads its cargo of coal using its self-loading machinery. Self-loaders enable Great Lakes vessels to unload their cargoes of bulk ore in a few hours. T• ' "V •' '••i i. Members of the Paul H. Townsend's deck department hook up pumps that will unload their cargo of cement by sucking the fine, dry powder from the holds and pumping it into storage silos. i ' J , n I" J— ' ^ -iO* -f, ' ''.i' :' i he Union's launch, used to put its patrolmen aboard SlU-contracted Lakes hips as they pass through the St, Clair River, navigates the river on its way D meet a ship headed towards Detroit. SIU patrolmen, living on top of this boathouse in Algonac, Mich., monitor freighter traffic as it passes through the St. Clair River in order to service SIU members on the Great Lakes. Page 27 October, 1974 •:1 i- ; J c1S1£|f,S^ •, c:., JS:-; V �T' I jRnal JSeparturesi I 'i SIU pensioner Arnie R. Glasscock, 67, died on Aug. 2. Brother Glasscock joined the Union in 1949 in the port of ^ New Orleans sailing ^ cook. Born in Alabama, he was a resident of Foley, Ala. when he passed away. Surviving are his widow, Selma; a son, Arnie, Jr., and a daughter, Luanda. SIU pensioner Alvin Henderson, 67, succumbed to cancer in Holthem, N. C. on Aug. 6. Brother Henderson joined the SIU in 1939 in the port of Boston sailing in the steward department. He had sailed for 49 years. A native of Savannah, Ga., he was a resident of New Orleans when he died. Surviving are his widow. Venita and a godchild, Wanda. Roqne P. Ramos, 53, died of a heart attack on the SS San Juan (Sea-Land) off Cadiz, Spain on Aug. 5. Brother Ramos joined the Union in the port of New York in 1955 sailing as a chief steward. He was born in Portugal and was a resident of Brooklyn, N.Y. when he passed away. Surviving are his widow, Leonides; three sons, Edivor, George and Roque, Jr., and a daughter, Nancy. IBU pensioner Raymond A. Miiligan, 61, died of cancer in the USPHS hospital in Baltimore on May 2. Brother Milligan joined the Union in the port of Baltimore in 1957 sailing as a chief engineer for the Curtis Bay Towing Co. from 1944 to 1974. Bom in Baltimore, he was a resident of St. Michaels, Md. at his death. Burial was in Glen Haven Memorial Park, Gleh Burnie, Md. Sur­ viving are his widow, Margaret and a daughter, Margaret. SIU pensioner Alfred Mueller, 74, passed away on June 30. Brother Muel­ ler joined the Union in 1947 in the port of New York sailing as an AB. A native of Estonia, USSR, he was a resident of Staten Island, N.Y. when he died. Russell H. Scalllon, 53, died in a hepatic coma in the Poplar Bluff Vet­ eran Hospital in Missouri on May ^24. Brother &allion was a member of the SlU-aflfiliated IBU sailing for Inland Tugs. Bom in Arkansas, he was a resi­ dent of Lilboum, Mo. Interment was in Mounds Park Cemetery, Lilbourn. Sur­ viving are his parents, Mr. and Mrs. Charles S. Scalllon of Lilbourn and a sister, Mrs. Ethel Delashmet of St. Louis. SIU pensioner Ancil E. Cunning­ ham, 57, died of heart disease on Aug. 28. Brother Cunning­ ham joined the Union in the port of Hous­ ton in 1955 sailing as a chief electrician. A native of Middleport, Ohio, he was a resident of New Orleans when he passed away. Surviving is a sister, Mrs. Fred (Marcella) Bartels of Youngstown, Ohio. David C. Dix, 58, passed away in the USPHS -hospital in Norfolk on Aug. 8. Brother Dix joined the SlU-affiliated IBU in the port of Norfolk in 1968 sail­ ing as an AB and mate for the Chesapeake Bay Co. from 1945 to: 1964, the NBC Line in 1972 and the Allied Towing Co. He was a U.S. Coast Guard veteran of World War II. Born in Cape Charles, Va., he was a resident there when he died. Sur­ viving are his widow, Marjorie and two sons, David, Jr. of Atlanta and Robert. Woodrow Wilson Moore, 60, passed away on Aug. 3. Brother Moore joined the SIU in 1939 in the port of Baltimore sailing as a bosun. A native of North Caro­ lina, he was a resident of Baltimore when he died. Surviving are his widow, Kathy; a son, George of Roanoke, Va. and two brothers, Roy and Dew£y of Tarboro, N.C. Alfred Talaske, 38, died of a heart attack in Alpena, Mich, on Aug. 12, 1973. Brother Talaske joined the IBU in the port of Alpena in 1956 sailing in the steward department for the Boland and Cornelius Co., American Steam­ ship Co. and the Huron Cement Co. He was a graduate of the HLSS. Bom in Alpena, he was a resident there when he passed away. Interment was in Holy Cross Cemetery, Alpena. Surviving are his parents, Mr. and Mrs. Michael T. Talaske and a brother, David, all of Alpena. SIU pensioner Clifford J. Cooper, 71, died of a cerebral stroke at his home in Toledo, Ohio on June 29. Brother Cooper joined the Union in the port of Detroit in 1960 sailing as a fireman-watertender for the American Steamship Co. until his retirement in 1966. He had sailed for ^5 years and was born in New York. Cremation was in the Toledo Memorial Park Ceme­ tery, Sylvania, Ohio. Surviving are two sons, Sherwood of Buffalo, N.Y. and Russell, and a daughter, Mrs. Shirley Schlinder of Gowanda, N.Y. SIU pensioner Gustav A. Lueth, 72, died in Long Island College Hospital, Brooklyn, N.Y. on Apr. 21. Brother Lu­ eth joined the SIU in 1944 in the port of New York mailing as a cook. He had sailed for 32 years, at­ tended the HLSS in 1970 and was a U.S. Army veteran in World War II. A native of Hamburg, Germany, he was a resident of Brooklyn, N.Y. at his death. Surviving is ji brother. Jack of Union City, N.J. Frederick* R. Pekarek, Sr., 53, died aboard ship off Pan­ ama on Jan. 16, 1970. Brother Pekarek joined the Union . in the port of Jack: 5 sonville in 1964 sail­ ing in the deck de­ partment. He was in the U.S. Navy from 1936 to 1958. Born in Brooklyn, N.Y., he was a resident of Jacksonville when he passed away. Burial was in Yonkers, N.Y. Surviving are his widow, Evelyn; a son, Frederick, Jr. of Jacksonville and a brother of Yonkers. SIU pensioner Albert G. McLaugh­ lin, 86, passed away on Aug. 17. Brother McLaughlin joined the SIU in 1940 in the port of Tampa sailing in the engine department. He was a resident Pompano Beach, Fla. when he died. Interment was in Flagler Memorial Cemetery, Fort Lauderdale, Fla. Surviving are his widow, Marie; a son. Seafarer Lionel A. McLaughlin of North Lauderdale, Fla.; a foster son, Harrison Ebanks; seven daughters, Mrs. Alora Ebanks, Mrs. Leona Yates, Mrs. Helen McCannurse, Mrs. Genevieve Castels, Mrs. Verbena Alvarez, Mrs. Marie Watson and Mrs. Louise Ram­ irez; three brothers, Cyril, Frances and Carl; two sisters, Mrs. Rhoda Thomas and Mrs. Pearl Cliff; 19 grandchildren, 17 greatrgrandchlidren and a greatgreat-grandchild. IBU pensioner Carl A. ChisneU, 72, died of acute hepatic failure in the Faith Medical Center, East China Twsp., Mich, on Aug. 23. Brother ChisneU joined the Union in the port of Detroit in 1964 sailing as an AB. He had sailed for 30 years. Born in Ar­ mada, Mich., he was a resident of St. Clair, Mich, when he passed away. In­ terment was in Hillside Cemetery, St. Clair. Surviving is a brother, David of St. Clair. f SIU pensioner Flacido L. Diaz, 80, died of cardiac arrest in the Abbey Hos­ pital and Medical Center, Coral Gables, Fla. on July 17. Brother Diaz joined the SIU in 1949 in the port of Tampa sailing as a cook. He had sailed for 38 years and had become a U.S. natural­ ized citizen. Seafarer Diaz was born in Spain and was a resident of Miami. In­ terment was in Woodland Park Ceme­ tery, Miami. Surviving are his widow, Carmen a son, Placido, Jr. of Miami and Tampa and a brother^ Antonio of Newark, N.J. SlU pensioner George Wass, 72, passed away from natural causes in the USPHS hospital, Staten Island, N.Y. on Aug. 5. Brother Wass joined the Union in 1946 in the port of New York sailing as a chief electrician. Born in New York City, he was a resident of Irvington, N.J. at his death. Cremation took place in the Garden State Crema­ tory, North Bergen, N.J. with his ashes scattered on the high seas. Surviving are two daughters, Mrs. Frank (Joan) Puccio of Warwick, N.Y. and Susan Wass of Fairfield, Conn. < Frances L. Shac­ kelford, 68, passed away from lung can­ cer at home in Vir­ ginia Beach, Va. on July 9. Brother Shac­ kelford joined the Union in the port of New York in 1961 sailing as a chief steward. He was a pre­ war Navy veteran and was born in Nor­ folk. Interment was in Rosewood Me­ morial Park, Virginia Beach. Surviving is his widow, Lucy. Edward F. RodriIguez, 42, died of a heart attack in St. Mary's Hospital, Galveston on May 120. Brother RodriIguez joined the SIUaffiliated IBU in the I port of Houston in 1957 sailing as an AB for the G & H Towing Co. from 1956 to 1974. A native of Galveston, he was a resident there at his death. Burial was in Grace Memorial Park, Alta Loma, Tex. Sur­ viving are his widow, Billie Jean; a ,son, Edward, Jr.; four daughters, Elizabeth Ann, Wanda Jean, Barbara Jane and Betty Ann, and his parents, Mr. and Mrs. Edward F. Rodriguez, Sr. IBU pensioner Lewis C. WUgns, 78, succumbed to cardioi respiratory failure in Beebe Hospital in ' Lewes, Del. on Aug. 12. Brother Wilgus [joined the Union in I the port of Philadel­ phia in 1961 sailing as a cook for the Taylor and Anderson Towing and Li^terage Co. since 1946. Bom in Delaware, he was a resident of 06ean View, Del. at his death. Interment was in the Wilgus Cemetery, Roxana, Del. Surviving are two sons, Lewis of Ocean View and Lloyd of Bethany Beach, Del. SIU pensioner George J. Giamarelos, 82, passed away due to natural causes in Vdlos, Greece on Apr. 22. Brother Giamarelos joined the Union in 1942 in the port of Detroit sailing as an oiler. He had sailed also on the deep sea. Bom in Greece, he was a resident of Volos at his death. Burial was in Volos. Surviving are a stepdaughter, Urania Giamareldu; a sister, Maria; an uncle, Isolnis G. NicHolos and a nephew, George Tsanis, all of Volos. John W. (Jack) Groener, 53, drowned when he fell into Lake Stock­ holm, N.J. on May 20. He was dead on arrival at Stockholm Lake Hospital. Brother Groener joined the SIU in 1944 in the port of New York sailing as a bosun. Born in Perth Amboy, N.J,, he was a resident of Stockholm, N.J. when he died. Burial was in Laurel Grove Memorial Cemetery, Totowa Boro, Paterson, N.j. Surviving are his widow,' Edith and his stepfather, Charles Bar­ tow of Paterson. SIU pensioner Wade B. Harrell, 59, succumfied to heart disease in New Or­ leans on Oct. 15,1973. Brother Harrell joined the Union in 1949 in the port of Tampa sailing as a cook and baker. A native of Dade City, Fla., he was a resi­ dent of New Orleans when he died; In; terment was in Orange Hill Cemetery, Tampa. Surviving is his Syidbw, Olga of Smyrna Beach, Fla. • ' ' H' . •» ••i'ii.I'" VJ-.-: . nh'"' Page 28 ilUIi �1 Jfinal Bepartwresi Richard H. Cox, 65, passed away on July 5. Brother Cox joined the SlU-affiliated'IBU in the port of Norfolk in 1961 sailing as a chief steward for McAl­ lister Brothers from 1959 to 1960. Bom in Medford, Mass., he was a resident of Cincinnati. Sur­ viving are his widow, Bumetta of Cleve­ land; a stepdaughter, Madge Crabtree and a stepson. Robert H. Daniels, 56, succumbed to heart disease on July 4. Brother Daniels joined the SIU in the port of Detroit in 1971 sailing as an AB for the Huron Cement Co. He was a pre-war U.S. Coast Guard veteran. A native of North Carolina, he was a resident of Alpena, Mich. Burial was in Caledonia Twsp. Cemetery, Spruce, Mich. Surviving is his widow, Jean. Wadsworth R. Daniels, 56, died on June 21. Brother Daniels joined the Union in the port of New Orleans in 1968 sailing as a QMED. He was a 1968 grad­ uate of the Andrew Furpeseth Training School in New Orleans, an A Seniority Upgrader at the HLSSiiin 1973 and attended the U.S. Maritime < > Administration's Bayonne, N,J(, Firefighting School. Seafarer Dan­ iels was a,U.S. Air Force veteran from 1940 to 1949. Bom in St. Francisville, La.; he was a resident of Baton Rouge, La. Surviving is his widow, Lee. . James O. Dewell, 64, passed away on J July 29. Brother Dewell joined the SIU in the port of Wilmington, Calif, in 19j59. sailing as a bosun. He had sailed for.42 years and was a; pre-war veteran of the Army and Navy. Seafarer Dewell was bom in Gooding, Idaho and was a resident of Houston. Surviving are a son, James, Jr.; two daughters, Susie and Maria; a half-brother, Samuel Grannukos trf Houston and two sisters, Mrs. Nita Hettler of Frazier Park, Calif, and Mrs. Cora Betz of Seattle. Ernest C. Siupper, 43, perished in the blaze of his mobile home in Delco, N.C. on Apr. 15. Brother Skipper joined the SlU-affiliated IBU in 1957 sailing as a first mate aboard the SS Sea Eagle for the Allied Towing Co. He was bom in Delco and was a resident there. Burial was in the Delco Ceme­ tery. Surviving are a son, Ernest, Jr.; a daughter, Vickie; his parents, Mr. and Mrs. Grover Skipper; four brothers, William, James, Robert and Grant; two sisters, Mrs. Elizabeth Walker and Mrs. Melba Kay Little and two sister-in-laws, Mrs. Sue Skipper and Mrs. Rosetta October, 1974 George F. Lesnan^^5, died on Aug. V LesnanW'^r— ' joined the Union *** in the port of Wilm^ ington, Calif, in 1955 — sailing as a firemanwatertender. He was > an Army veteran of World War 11 and attended the SIUMEBA, District 2 School for Marine Engineers in 1968. Born in Mingo Junction, Ohio, he was a resident of Sonoma, Calif. Surviving are his widow. Park Soon and his father, John of Mingo Junction. IBU pensioner Norris F. Lever, 70, succumbed to an acute pulmonary edema in Outer Drive Hospital, Lincoln Park, Mich, on Aug. 8. Brother Lever joined the Union in the port of Detroit in 1961 sailing as a tug linesman for the Frank Becker Tow­ ing Co. from 1953 to 1974. A native of Detroit, he was a resident of Lincoln Park. Interment was in Maple Grove Cemetery, Starville, Mich. Surviving are his widow, Dorothy; a son, Marvin, and a daughter, Mrs. Beverly Knierim of Newport, Mich. John Patrick. Ryan, 56, suc­ cumbed to heart at­ tack on the SS San Juan (Sea-Land) at sea on July 26. Brother Ryan joined the SIU in 1938 in the port of Savannah sailing as a cliief electrician. He had sailed for 37 years. Seafarer Ryan, walked the picket line in the Greater N.Y. Harbor strike in 1961, attended the HLSS for upgrading in 1966 and was on the Vietnam run during hostili­ ties. A native of Savannah; he was a resident of Pottsville, Pa. when he died. Interment was in the Queen of the Uni­ verse Cemetery, Monongahela Twsp., Pa. Surviving are his widow, Mary and a son, John, Jr. SIU pensioner Pearl May Yost, 76, died of a heart attack in Erie, Pa. on Mar. 19. Sister Yost was one of the last women to sail as a cook on the Great Lakes aboard the SSScobel. She joined the Union in the port of Buffalo in 1951 sailing for the Erie Sand & Gravel Co. She had sailed for 18 years. A native of Kentucky, she was a resident of Girard, Pa. at her death. Burial was in Girard. Surviving are two grandsons, Richard G. Myers of Girard and David P. Myers of Erie and a daughter-in-law, Rita. 1 SIU pensioner Mark Wamoff, 65, succumbed to a heart attack in St. Vin­ cent's Hospital, To­ ledo, Ohio on Feb. 9. Brother Wamoff joined the Union in the port of Detroit in 1959 sailing as a wheelman. Bom in Russia, he was a resident of Toledo. Burial was in Calvary Cemetery, To­ ledo. Surviving is his widow, Blanche. SIU pensioner Ronald A. Eden, 62, succumbed to a heart attack on July 1 in Harborview Medical Center, Seattle. Brother Eden joined the SIU in 1948 in the port of Mobile sailing as a chief electrician. He had sailed for 43 years. Born in London, England, he was a resident of Seattle. Cremation took place in the Washelle Crematory, Seattle. Surviving is his widow, Mamie. "I • • I .:a t ''if > Gerard T. McGar•ty. 52, died aboard the SS San Pedro (Sea-Land) on Sept. 3 off San Francisco. Brother McGarity ] joined the SIU in the port of Seattle in 1968 sailing as a chief electrician. He was in the U.S. Navy from 1940 to 1949 and was up­ graded to OMED this year at the HLSS. Born in Billings, Mont., he was a resi­ dent of San Francisco when he passed away. Surviving is a sister, Mrs. Nancy Ryan of Gardenia, Calif. SIU pensioner Jose M. Reyes, 63, succumbed to heart disease in Rio Peidras, Puerto Rico on July 14. Brother Emillo DI Pietro, Reyes joined the SIU 61, succumbed to a in 1938 in the port of heart attack on Aug. Baltimore sailing as 1. Brother Di Pietro a bosun since 1962. He had sailed for joined the Union in 45 years. Bom in Florida, Puerto Rico, 1938 in the port of he was a resident of Carolina, Puerto Galveston sailing as Rico when he died. Burial was in Caro­ a fireman-watertendLawrence B. "Lar­ lina. Surviving are his widow, Mercedes ^ er. He was born in ry" Kelly, 46, was New Jersey and was a resident of Pennsand his mother, Emilia of Santurce, killed in a crane ac­ ville, N.J. at his death. Surviving are his Puerto Rico. cident aboard the widow, Anna and a brother, Francis of containership, SS Ramon B. Fer­ Pennsgrove, N.J. Summit (Sea-Land) nandez, 53, died of on Sept. 1 at Cap­ arteriosclerosis car­ William C. B. tain's Bay, Unalaska, diovascular disease in Bourgeois, 49, suc­ Alaska. Brother Kelly the Church and cumbed to a pulmon­ joined the SIU in the port of Wilming­ Home Hospital in East ary embolism in ton, Calif, in 1956 sailing as an AB. He Baltimore on July 29. Jefferson Hospital, was a post-war Navy veteran. Born in Brother Fernandez Metairie, La. on June Revere, Mass., he was a resident of joined the SIU in the 3. Brother Bourgeois Fallbrook, Calif, when he died. Surviv­ port of Baltimore in 1960 sailing as a joined the SIU in ing are his widow, Billie; two scms, deck engineer. He was bom in Spain 1952 in the port of Scott and Brian; a stepson, Amold Bonand was a resident of Baltimore when New York sailing as a chief cook. He sall; a daughter, Maureen and a sister, he passed-away. Seafarer Fernandez was a U.S. Navy veteran of World War Mrs. Gloria H. Kennedy of Revere. completed his "A" Seniority Upgrading 11. Bom in New Orleans, he was a at the HLSS in 1973. Interment was resident of Metairie at his death. Burial in the Gardens of Faith, Baltimore. Ronald C. Sonthwas in Masonic Cemetery, New Or­ Surviving is a brother, Julio of Balti­ ard, 45, was lost leans. Surviving are his widow, Nancy more. overboard off the and a son, William, Jr. containership, the John Dickens, 61, Edward J. MulGalloway Sea-Land passed away on Aug. vanerton, 46, expired while helping to rig 20. Brother Dickens on July 25. Brother the starboard gang­ joined the SlU-affiMulvanerton joined way prior to entering liated IBU in the port the then SlU-aflSliSan Francisco Har­ of Chicago in 1963 ated RMR—now bor on Dec. 14. A three-hour search sailing as a scowman IBU—in the port of in the night fog by Seafarers was to no for the Great Lakes New York in 1960 avail. Brother Southard joined the Dredge Co. in 1963 sailing as a floatman Union in the port of New York in 1970 and from then to now for the Hannah for a post-war U.S. Army base, the sailing as an OS. He was a post-war Waterways Co. He attended a HLSS Penn from 1944 to 1945 and the veteran of the Navy. A native of Detroit, upgrading program this year and was an Penn Central RR from 1971 to 1974. he was a resident of San Franscisco. Army veteran of World War II. Born He was bom in Jersey City, N.J. and Surviving are his mother, Mrs. Suzanne in Thomas, W. Va., he was a resident was a resident there. Surviving are his P. Pietrzyk of Dearborn Heights, Mich.; of Chicago when he died. Surviving are widow, Rita; a son, Edward and a his father, Casto; two sons, John and his widow, Violet; four sons, John, daughter, Michele, both of Bayonne, Ronald, Jr., and three daughters, Ann­ Matthew, Thomas and Michael and a N.J. ette, Patricia and Marlae. daughter, Carolyn. Page 29 I- VJ ^ J 'N 11 I f .. i ; 1• i ' (• •: • n' • I �Practical 5- "- • • Tank Barge T raining ''•f Part of the training curriculum for the Lundeberg School's upcoming special pumpman course, to start on Nov. 4, will take place aboard the School's tank barge. Above photo, taken aboard the barge, shows QMED upgraders getting some practical instruction from HLSS Instructor Lee DeMasters (far left). From the right of DeMasters are Seafarers Alton Long and Leon Lockley of Baltimore; David Goosby and Ralph Mahlich of Jacksonville, and Ernest Siejack of Baltimore. Upgrading Cjass Schedule Oct. 31 Nov. 4 Nov. 11 Nov. 14 Nov. 29 Dec. 12 Dec. 26 Jan. 6 Jan. 9 Jan. 13 .—-QMED, Lifeboat, Welding, Quartermaster, and all Steward Department Rating^ — Pumpman (Special) — FOWT — QMED, Lifeboat, Able Seaman, and all Steward Depart­ ment Ratings — QMED, Lifeboat, FOWT, Welding, and all Steward Department Ratings — QMED, Lifeboat, and all Steward Department Ratings — QMED, Lifeboat, and all Steward Department Ratings — FOWT — QMED, Lifeboat, Quartermaster, and all Steward De­ partment Ratings — Diesel High School Program Is Available to All Seafarers Twenty six Seafarers have already successfully completed studies at the SIU-IBU Academic Study Center in Piney Point, Md., and have achieved high school diplomas. The Lundeberg High School Pro­ gram in Piney Point offers all Seafarers —regardless of age—the opportunity to achieve a full high school diploma. The study period ranges from four to eight weeks. Classes are small, permit­ ting the teachers to concentrate on the individual student's progress. Any Seafarer who is interested in taking advantiage of this opportunity to continue his education can apply in two ways: Go to an SIU office in any port and you will be ^ven a GEO PreTest. This test wiD cover five gen­ eral areas: English Granunar, and literature; Social Studies, Science I I 1 I I I I I I I I .. , Y/C'-i,! • -• _ Feb.3 Feb. 6 Feb. 20 Mar. 3 Mar. 6 — QMED, Lifeboat, Welding, and aU.Steward Department Ratings —FOWT — QMED, Lifeboat, Able Seaman, and all Steward DepartmentRatings — QMED, Lifeboat, Welding, and all Steward Departmoit Ratings —FOWT — QMED, Lifeboat, and all Steward Department Ratings NOTE: The date and course are subject to change at any time. AB Course Scheduled The SIU's next four-wedtAB coarse is scheduled to begin on Nov. 14atthe Harry Lundeberg School in Piney Point and rach Sdibirer eligihle is encour­ aged to participate in fiiis comprehensive program for his own henefii. This course, taught hy HLS's experienced staff instructors, will emphasize the practical iqiplications of the materials covered, in addition to formal class­ room study. For example, as part of the cargo handling segment of the course, each student will top and spot hooms. Also, each Seafarer will participate in a one-day training cruise daring the last week of the course, and will he expected to take soundings, recognize navigational aids and stand a watch at the wheel. Other areas covered in the course will include the tying of knots, splicing of wire and use of braided lines. Practical firefighting work, first aid and safety will be stressed throughout the entire four week coarse. By the end of this course, each man will he a knowledgeable and competent member of the deck department on any ship. The equipment with which Sea­ farers wUl be working is of the most modem and up-to-date. To be eligible for the course, yon must be at least 19-years old and have 12 months seatime as an Ordinary Seaman, or be a graduate of HLS with eight months seatime as Ordinary Seaman. You must also be able to pass the pre­ scribed physical which requires eyesight of 20/100—^20/100 without glasses, corrected to 20/40—^20/20, and normal color vision. 1. One year's seatime. 2. Initiation fees paid in fuD. 3. All ontstandii^ monetary obliga­ tions, such as dncs and loons paid in fuD. I am interested in furthering my education, and I would like more information J on the Lundeberg High School Program. { .Book No.. Name Address Last grade completed. (Street) (City or Town) (Zip) Last year attended— 1 Complete this form, and mail to: Margaret Nalen Director of Academic Education I Harry Lundeberg School I Piney Point, Maryland 20674 I fa«3o viJg . and Mathematics. The test will he sent to the Lundebeig School for grading and evaluation. Or write directly to file Harry Lnndeherg School. A test hooidet and an answer sheet will he mailed to your home or to your ship. Complete the rests and mail hoth the test booklet and the answer sheet to the Lundeberg SchooL (See application on thb page.) During your stay at the school, you will receive room and board, study materials and laundry. Seafarers will provide their own transportation to and from the school. Following are the requirements for eligibility for the Lundeberg High School Program: Jain. 23 Log �k ly I. Deck Department Upgrading 1. Must hold an endorsement as Able-Seaman—unlimited—any waters. Able-Seaman Able-Seaman—12 months—any waters 1. Must be at least 19 years of age. 2. physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 12 months seatime as an Ordinary Seaman or 4. Be a graduate of HLS at Piney Point and have eight months seatime as Ordi­ nary Seaman. (Those who have less than the 12 months seatime will be feqiured to take the four week course.) Able-Seaman—nnllmlted—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100. corrected to 20/40—20/20, and have normal color vision). 3. Have 36 months seatime as Ordinary Seaman or AB—12 months. Lifeboatmari 1. Must have 90 days seatime in any department. Engine Upgrading FOWT-—(who has only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and have normal color vision). 2. Have six months seatime as wiper or be a graduate of HLS at Piney Point and have three months seatime as wiper. (Those who have less than the six months seatime wUl be required to take the four week course.) 1. No requirements. Electriciaii, Reirjgeiation, Pumpman, Deck Engineer, Junior En^eer, Machinist or Boilermaker'— (who holds Only a wiper endorsement) 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30 and have normal color vision). 2. Have six months seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds an engine rating such as FOWT) 1. No requirements. QMEP-:Trany rating 1. Must have rating (or successfully passed examinations for) FOWT, Electri­ cian, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Bi^ennaker, and Deck Engine Mechanic, i 2. Must show evidence of seatime of at least six months in any one or a combina­ tion of the following ratings: FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, or Deck Engine Mechanic. Welding f ! £ t :Sl|,, ii t .f "a. ,1= t ! 1 i •• ^ HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING APPLICATION ; I Name } (Last) I I (City) I I Book Num^r -Telephone. (AreaCode) (Zip) Seniority. (Sute) i' 'I 'I I 1 j Port and Date Issued 1' -Ratings Now Held. I Social Security # j HLS Graduate: Yes • Nd • Lifeboat Endorsement: Yes • No • I Dates Available For Training II Am Interested In: I DECK • • • • AB 12 Months AB Unlimited Quartermaster Lifeboatman IM Ml, i: Age. (Middle) (First) I Address I (Street) 'X ENGINE • • • • • • • QMED • FWT • Oiler • Dk.Mech. • Reefer • Boilermaker • LNG-LPG • I STEWARD Electrician • Assistant Cook Dk. Eng. • Cook & Baker Jr. Eng. • Chief Cook Pumpman • Steward Machinist Welder Pumpman (Special) r*!' I - :! • ' I RECORD OF SEATIME — (Show only amount needed to upgrade in ratI ing checked above or attach letter of service, whichever is applicable.) 1. Must hold endorsement as QMED—any rating. LNG/LPG Program • 1. 12 months seatime as Third Cook or; 2. 24 months seatime in Steward Department, six months of which must be as Third Cook and Assistant Cook or, 3. Six months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. Chief Cook 1. Twelve months seatime as Cook and Baker or; 2. Three years seatime in Steward Department, six months of which must be as Third Cook or Assistant Cook and six months as Cook and Baker or; 3. Six months seatime as Third Cook or Assistant Cook and six months seatime as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook and Second Cook and Baker's Training Course or; 4. Twelve months seatime as Third Cook or Assistant Cook and six months sea­ time as Cook and Baker and are holders of a "Certificate" of completion from the Cook and Baker Training Program. Chief Steward 1. Three years seatime in ratings above that of Third Cook and hold an "A" seniority in the Union or; 2. Six months seatime as Third Cook or Assistant Cook, six months as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Cook and Baker and Chief Cook Training Courses at the Lundeberg School or; 3. Twelve months seatime as Third Cook or Assistant Cook, six months seatime as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training programs. 4. Twelve months seatime as Third Cook or Assistant Cook, twelve months sea­ time as Cook and Baker and six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. Qoarfermaster FOWT—(who holds an engine rating snch as Electrician) . J' Cook and Baker SHIP RATING HELD DATE OF SHIPMENT I DATE OF DISCHARGE i; 1. Engine personnel must be QMED—Any Rating. All other (Deck and Stew­ ard) mutt hdd a rating. Pumpman (Sp^ial) 1. Must already hold Coast Guard endorsement as Pumpman or QMED—any rating. ; Steward Upgrading AaMuUCook 1. 12 months seatime in any Steward Department Entry Rating. 2. Entry Ratings who have been accepted into the Harry Lundeberg School and shpw a desire to advance in the Steward Department must have a minimum -lol threemcmths seatime. miis I I IPORT__ -DATE. I !SIGNATURE. I RETURN COMPLETE APPLICATION TO: j LUNDEBERG UPGRADING CENTER, I PINEY POINT, MD. 20674 ^ ^I I ^ 'I' W;- Page 31 i'' •>,1 �.. , SEAFARERS LOG October, 1974. OFFICIAL PUBLICATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DIStRICT • AFL-CIO i The STLTs Harry Londeberg School has deyeloped a comprehensiYe training and upgrading program for career-minded Seal^ers shipping in the steward department. A Seafarer who takes fnll advantage of these opportunities can go from messman or other steward entry ratings all the way to Chief Steward in a relatively few years. The programs offer comprehensive training in the preparation of all types of foods, as well as instruction in the professional formulation of nutritionally balanced meals and diets. Membership response to these programs, though, has not been as good as response to the HLSS upgrading program for deck and engine. The most successful steward program. Third Cook Training, has graduated 83 Seafarers as reported to the membership at this month's general meeting at Headquarters. The other upgrading courses for steward have graduated 15 Assistant Cooks, 12 Cook and Bakers, 5 Chief Cooks, and 8 Stewards. This is a good record, but if we are to continue to meet our steward department manning obligations to the Union's contracted operators. Seafarers must more fully participate in these programs. If you are a young Seafarer still shipping entry, consider the steward department for a career. And, if you are already shipping in the steward department, get the needed seatime and upgrade. Each time you upgrade to a higher rating—no matter what shipboard department you safl-yoo increase your earning power, as weli as strengthening your job security. Requirements for all the Lundeberg School's upgrading programs can be found on page 31 of each issue of the LOG. ^ Londeberg Scbcl's stewrd depmUnent trainiiig and upgrading programs, talks about balanced meal preparation mtb Upgraders A! Hutchinson, left, and George Salazar. The steward department offers many fine careers for SIU members. Entry rating trainees get some basic Instruction m steward department t^hnlques from Jim Richards, dhecto? of the Schoors a career In the steward department. ^ ^ r.W. • '' . U}. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource October 1974 Description An account of the resource Headlines: HALL NAMED TO ADVISORY PANEL BY PRESIDENT FORD OIL BILL COMPROMISE REPORTED OUT BY CONFEREES N.Y. STATE AFL-CIO ENDORSES HIGH CAREY FOR GOVERNOR SEAFARERS GET MONEY DUE THEM HIGH COURT WILL HEAR FOREIGN-FLAG PICKETING APPEAL LAKES SEAFARER UPGRADED TO MATE FOWT IS A STEPPING STONE TO AN ENGINE ROOM CAREER UPGRADES ACADEMICALLY AND VOCATIONALLY FIRST AID COURSE GIVEN TO BOSUNS USNS TALLULAH CREW SAVES 256 FROM BURNING CRUISE SHIP BOSUN'S ELEGY GALLOWAY UNLOADS IN YOKOHAMA STEWARD ENDS 46-YEAR CAREER THE SL RESOURCE SWITCHES TO EUROPEAN SERVICE SIU-MANNED SCHUYKILL CREW RESCUE SEVEN AS TUG BURNS IF PRACTICE MAKES DECK DANG PERFECT NAVY TANKER SUAMICO PAYS OFF IN SAN DIEGO: REPORT SHE WILL BE SCRAPPED PARTICIPATION IS THE KEY TO SUCCESS OF UNION MEMBERSHIP MEETING NEW SHIPS MEAN NEW RESPONSIBILITIES 210 SEAFARERS GAVE $100 OR MORE TO SPAD IN 1973 SEAFARING ON "AMERICA'S FOURTH COAST": SIU MEMBERS PLAY IMPORTANT ROLE ON GREAT LAKES HIGH SCHOOL PROGRAM IS AVAILABLE TO ALL SEAFARERS HLSS HAS PROGRAM FOR CAREER IN STEWARD DEPARTMENT Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 10/1/1974 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVI, No. 10 1974 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/733f3e4dcf918c47a7ff22c73ee682e1.PDF 129fc9dfe1562a23aa579005026ec6f4 PDF Text Text •••Ir i| . .-'V Mr i-'- • • 'A^i /si'' m -; - \ :f • nt. '•% l-'.f ^ . •• f p i pI ^ • ' t ^1 •f / i -• I ? f £®' V' •a* i'1- •••s'-4isr^: •r.-v: *• 'I : - •, I'.l -• . - i • i# •;' '••^• \. ^''•;4''.)^i,.'"?P'V .'4 • \\ ,..V^ V »ri-' ,, • i-'J# •• 'iV iiSit'r -"••'l', -'-'l'. si'";»L^,o.t i .1 'T:i vJ»Vr'^ > •'• i. '. t .i.i_iJlui--.l:.i-'i.iLJ=iJ-i-XA2. .'• - �More iMCO Participation Urged I'-'v. ITF Conference Af fended by Vice President Shepard SIU Vice President Bull Shepard has just returned from the 31st Congress of the International Transport Workers Federation (ITF) held in Stockholm, Sweden. Joining representatives from trans­ portation unions of 80 nations. Vice President Shepard spent a week hearing reports on the ITF's past activities, formulating new international trans­ portation labor policy and considering resolutions made by the various unions. Among the resolutions heard by the Congress was a motion sponsored by the SIU and other U.S. trade unions calling for an investigation of multi­ national companies. Accepted by the Congress, the mo­ tion provides for an ITF conference to formulate an international labor course of action to deal with these companies. This ITF Congress also passed a resolution calling for more maritime union participation in the various na­ tional delegations sent to the United Nations' Intergovernmental Maritime Consultative Organization (IMCO) conferences. Aside from ITF members who also belong to their national IMCO delega­ tions, the ITF sends its own delegation to various IMCO meetings. This dele­ gation, unlike the various governmental delegations, does not have a vote on any of IMCO's committees, but it does act as an advisor representing interna­ tional seafaring unions and as a watch­ dog for seafarers welfare. At present, this ITF delegation to IMCO is watching with particular in­ terest the Maritime Safety Committee, and its Sub-Committee on Standards of Training and Watchkeeping, as this committee formulates international .standards for the training and qualifica­ tions of unlicensed watch standers in the engine and deck departments. Realising the importance of interna-^ tional regulations in protecting the weN fare of Seafarers, the SIU has always taken an active role in the U.S. dele­ gation attending the various IMCO meetings. This November, SIU Vice President Shepard will be an official member of the U.S. delegation sent to IMCO's Maritime Safety Committee session, a meeting In which the U.S. delegation will suggest international minimum qualifications for unlicensed personnel, which has received the sup­ port of the ITF and many maritime unions. Among other maritime i.ssues consid ered were motions accepted by the 31st Congress dealing with manning scales, training standards, safety and the con­ demnation of runaway flag ships. U.S. Pension Bill Is Signed Into Law President Ford signed into law the Pension Reform Act of 1974, on Labor Day, Sept. 2. The Law's provisions are most de­ tailed and cover several hundred pages. A complex and intricate Law, it will be further expanded upon by regulations to be adopted by the Secretary of Labor and the Treasury Department after pub­ lic hearings. Upon adoption of regulations, gov­ ernmental st^ appointed to administer the Law will issue initial opinions and definitions. At that time the LOG will publish a detailed analysis of the mate­ rial then available discussing and ex­ plaining the Law and how it applies to Seafarers. Much of the Law's regulatory provi­ the PRESIDENT'S REPORT: Finally It Comes Down to You, the Seafarer To All Brother Seafarers: The United States maritime industry has come a long way in the past few years. We have achieved many signifi­ cant victories in our nation's law-making body in Wash­ ington, D.C.—victories which have given the industry the long-needed spark to get the productive maritime machinery rolling again. Our first major battle for a modern, revitalized, globally competitive U.S. merchant.marine was brought to a successful conclusion four years ago with the passage of the Merchant Marine Act of 1970. The bill has already Jolted our once sinking shipbuilding industry into its greatest construction boom in the history of peacetime America. And you, as Seafarers, are manning the majority of the new ships built under the Act. As vastly important as the 1970 Act was—and con­ tinues to be today—the fight was Just beginning. Two years later, we took another significant step forward in achieving our goal for the U^S. merchant marine by promoting and winning support for a precedent setting bilateral shipping agreement with Russia for the grain/oil run. Dozens of ships under contract to the SIU are now plying this important trade route—dozens of ships which otherwise would be laid up. The agreement also provides a sions will have little impact upon Sea­ farer Plans because for years our Plans have been subject to regulation by the New York State Insurance Department. Very few states had such laws, so for their Plans—not headquartered in New York—the changes may be significant. Pending detailed discussion of the Law in the LOG in the near future, the following are significant highlights: 1. All Plans are required to file on government forms, details of their oper­ ations and financial conditions with the Secretary of Labor, with copies to the members. This provision is effective Jan. 1, 1975. Seafarer Plans have for many years been essentially doing this according to New York State Insurance Law. Similarly, for Trustees acting as fiduciaries in the administration of a Plan, the new Federal law also makes this procedure standard, starting Jan. 1, 1974. However, again, as to Seafarer Plans, this has been the standard for many years under New York law. 2. Vesting, which is crediting and as­ suring a person of certain years of serv­ ice certain amounts of pension benefit, is required by the Law. There are three alternative formulas for achieving vested pension rights under the Law. Detailed comments concerning these formulas will shortly be published in the LOG. The' vesting provisions generally are effective Dec. 31, 1975 and under these vesting provisions all covered persons Continued on Page 10 pattern for future bilateral treaties with other nations with whom the U.S. trades. No more than a year later, we again moved closer to our goal with final Congressional approval of the TransAlaska Pipeline. The full impact of the Pipeline bill will not be felt for several years; but there is no question that it will_provide thousands of Jobs for American mari­ time workers in our shipyards, the refineries and on board American-flag vessels for years to come. Our victories have never come easily—we have always had to fight against tremendous opposition. Yet, this month, with the passage in the U.S. Senate of the Energy Transportation Security Act we have succeeded in overcom­ ing the greatest odds we have ever faced. Although final victory will not be realized until the bill is signed and its provisions implemented, we have dealt the once invin­ cible oil giants their first major defeat in their mono­ polistic history. There is no question that we have many friends in both the labor movement and in Congress who support us in our fights. But, who is it that really deserves the true credit? In the final analysis, it is you—and only you--the individual Seafarer through your donations to SPAD, and your strong backing of the Union's programs, who is now and always has been, the backbone of our legislative battles. Through your unwavering support of^SPAD, you have given this Union the necessary political punch to carry on a continuing fight to rebuild the neglected U.S. maritime industry, and thereby make a better life for all of us and our families. And, it is' through your continued support of SPAD that we will be able to bring the Oil Imports Quota Bill to its final fruition, and then move forward again in other vital areas. I extend my profound and sincere thanks to each and every one of you, who has so undauntingly supported the SIU in achieving our common goals for a better life and a better industry. Fraternally, Paul Hall Change of address cards^on Form 3579 should be sent to Seafarers International Union, Atlantic. Gulf, Lakes and Inland Waters District AFL-rio #;7«5 Pn..rfh New York 11232. Published monthly. Second Class postage paid at Brooklyn, N. Y. Vol. XXXVI, No. 9. September 1974i district, AFL CIO, 675 Fourth Avenue, Brooklyn, Page 2 • /'• • » ) s -• »( • Seafarers Log �•'IS;'" Oil Import Bill Passes Senate by Vote of 42-28 14 WASHINGTON — It was another major victory for the SIU —and aU American seamen — when the Senate this month passed the Energy Trans­ portation Security Act of 1974. The vote which came on Sept. 5 after two days of debate was 42-28. Earlier this • year, the bill was passed by the House of Representatives by an overwhelming vote of 266-136. The measure now goes to a HouseSenate Conference Committee where differences between the two versions of '• r\ "ri: 4 'h' f! .. •j,r • "The Seafarers Union supports this bllL I am glad the Seafarers Union sup­ ports this bill, because I think the bill is ri^ht and I think they are a good onion. If I could have only one onion supporting me in the State of Louisiana, I would pick the Seafarers Union. Let me state that these people have some influence. I am happy to say so.** Senator Russdl B. Long (D-La.) the bill will be worked out. It is ex­ pected that the final bill will-be ready for President Ford's signature within four weeks. The bill provides that 20 percent of the nation's petroleum imports — in­ cluding crude oil and residual fuel oil —will be carried on U.S.-flag ships. The import quota requirement will increase to 25 percent on July 1, 1975 and to 30 percent in 1977. Solid support for the bill was main''Under the Merchant Marine Act of 1970, the U.S. fleet has been able to make significant strides through ship construction... However, the Merchant Marine Act of 1970 was not intended to be, and must not be considered as, the only solution to rebuilding our mer­ chant marine. It has become all to ap­ parent that the availability of cargo is essential to the survival and growth of the U.S. merchant marine fleet "...Passage of H.R. 8193 would produce Over 5,000 new jobs aboard ship in the next decade. This would assure that valuable and trained Amer­ ican seamen, many of whom would have been lost to the industry, remain at sea and are available to aid the Na­ tion lin the event of national crisis.** Senator J. Glenn BeallJr. (R-Md.) tj -fi-i r4r -'SI • I SIU President Paul Hail briefs representatives of shipping companies and shipyards at one of several meetings held in Washington, D.C. to generate organized support for the Energy Transportation Security Act of 1974. Meetings were also held with legislative representatives of AFL-CIO national and international unions. tained in the Senate despite a massive last-minute assault in the editorial columns of newspapers across the na­ tion which was inspired by the giant oil lobby. The editorial opposition — a blatant effort to coerce Senators who • "...American-flag vessels are manned by crews which are highly trained, and stringently and frequently tested by the Coast Guard. Ad^ng to this, the already strict Coast Guard im­ posed construction standards, the pro­ visions (of this bill) as amended make U.S.-flag tankers among the most en­ vironmentally safe vessels in the worid.** Sen. Warren G. Magnuson (D-Wash.) are facing reelection this year—^was a hodgepodge of misstatements of facts arid figures attemptirig to show that the use of American ships would cause a sharp rise in costs of fuel to the nation's consumers. This argument was effec­ tively countered by Sen. Russell B. Long (D-La.) who said during debate on the floor of the Senate that waiver of import fees on crude and residual fuel oils would increase costs by no more than 12 cents a barrel. Under two Senate INDEX Legislative News framing and Upgrading Senate passes oil bill Page 3 Seafarers participate in U.S. pension bill signed bosun recertification into Jaw Page 2 and 'A' seniority President's Report ... Page 2 upgrading Centerfold Washington Activities Upgrading class schedule, column ...Page9 requirements and application Pages 30-31 Union News GED requirements and Three SlUNA-affiliated ^ • application Page 30 unions merge Page 5 Membership News Headquarters Notes . 24th Seafarer receives high column Page 8 school diploma through Membership meeting MLS program Page 7 in Mobile Page 4 Brother Decareaux sculptures General News in his retirement Page 14 ITF congress concludes . Seafarer Prentice believes in Stockholm Page 2 in education Page 15 Young Seafarer upgrades to Shipping third assistant engineer . Page 7 Dispatchers Reports Page 13 New SIU pensioners Page 20 Ships' Digests .......Page 23 Final Departures Page 29 Ships' Committees ..;... .Page 6 Panama on West Coast . .Page 12 Special features Shenandoah Page 21 Wandering,thd Seas .Page 19 Tattoos—-An ancient Overseas Valdez receives praise Page 8 art .Pages26-27 September 1974 *) amendments to the bill, the savings on the import fees which would be waived —15 cents per barrel on crude and 42 cents on residual fuel oil—^would be passed on to consumers and could, according to other estimates, actually lower the cost of petroleum products. In addition to the import fee rebate, the Senate adopted another major amendment that 10 percent of maritime subsidies be allocated for new ship con­ struction on the East Coast, West Coast, Gulf^—and the Great Lakes. The Sen­ ate version of the bill would also require that all new tankers be constructed with double bottoms. Throughout the long fight through the House and Senate, the SIU has re­ ceived solid support from virtually the Continued on Page 11 Fallowing is voteihtheUrfited States Senate,on the Energy Tramportatian Security Affi of 1§74: Vofui^ for the Bili Vfl^jg Againrt^^^ James Abourezk (D.-S.D.) ^ ^ AM .x JamesB. AUen (D-Ala.) GeorgeD. Aiken (R-yermont) ; Birch Bayh(D-ind.) .. . WaUace F.Bennett (R-Utah) . J.01ennBeiur.(iM(i.) Lloyd M. Bentsen, Jr. (D-Tel.) Hany F. Byrd, Jr. (Ind-Va.) Lawton M. Chaes, Jr. (D-Fla.) ; Alan Bible (D-Nev.) Rich^d C.Clark (R-Iowa) Joseph R. Biden, Jr. (D-Del. Nortp Cotton (R-N.H.) Roberta Byrd <D-V/.Va.) James O. Eastland (D-Miss.) Howard W.Cannon (D-Nev.) Barry M. Goldwater (R-Ariz.) Griffin (R-Michi) Gumey (R-Fla.) Jesse A. Helms (R-N.C.) Pete V. Domenici Roman L. Hruska (R-Neb.) Thomas F. Eagietca Jacob k.Javits(R-RY.) Sam J. Ervin, Jr. (D-N.C.) Edw&d M. Kennedy (D-Mass.) Mike Gravel (D-AIaska) JohnL. McClellan (D-Ark.) Philip A. Hart (D-Mich.) " : Thomas J. hfclntyre (D-N.H.) FloydK.Haskell (D-Colo.) ^ Edmund S. Muskie (D-Maine) Williani D. Hathaway (D-MaineX Gaylord Nelson (D-Wisc.) Ernest F. Hollings (D-S.C.) JohhG. Pastore (D-R.I.) larold E. Hughes (D-Iowa) James B. Pearson (R^ans.) )aniel K. Inouye (D-Hawaii) , William Proxniire (D-Wisc,) lenry M. Jackson (D-Wash.) Abraham A. Ribicoff (D-Conn.) . Bennett Johnston, Jr. (D-La.) William V. Roth, Jr. (R-Del.) tussell B. Long (D-La.) ; JohnC.Stennis (D-Miss.) |Wan-en G. Magnuson (D-Wash.) Robert Taft, Jr. (R-Ohio) ilharlesMcC.Mathias, Jr. (R-Md.) Strom Thurmond (R-S.C.) Jeorge McGovern (D-S.Dak.) Lowell P. Weiker, Jr. (R-Conn.) loward M. Metzenbaum (D-Ohio) seph M.Montoya (D-N.Mex.) 'rank E. Moss (D-Utah) Present and Giving Live Pair iNunn (D-Ga.) Jhiboriinl^ (D-R.I.) Pairtid For the Bill s' ^ '•^ J' ^ .-><•- .V ^fiamL. Scott l[T>sya lohn J. Sparkman (D-AIa.) • Ted Stevens (R-Alaska) Stuart Symington (D-Mo.) isiiiiiii Herman E. Talmadge (D-Ga.) , Harrison A..Williams, Jr.; (D-NJ.) Hbw^ H. Baker, Jr. (R-Tenn.)~-| Walter D. Huddleston (D-Ky. ^ Mike Mansfield (D-Mont.), Robert T. Stafford (R^Vt) Pages 1 �Active Mobile Seafarers Turn-To for Meetings Recertified Bosun Ed Morris (I.) and Bosun Joe Richburg point out their adjoining registration cards in the Mobile hall. Both active SlU members. Brother Richburg will soon join Brother Morris on the Bosuns Recertification Honor Roll. ^obfle, one of the eight SIU Con. .TX stitutional ports, holds a gen­ eral memhership meeting every month on the second Wednesday after the first Sunday. The home port of many active Sea­ farers, memhership meetings in Mo­ bile always attract a large number of interested members. At the July meeting, over 100 SIU members took advantage of this forum to discuss Union business and operations. These Seafarers realize that by at­ tending these meetings and exercis­ ing their constitutional right to participate in the proceedings, they are QMED A. W. George (I.) discusses shipping in the Mobile taking a forceful role in determining hiring hall with FWT J. C. Burnett before that port's July the future well-being of their jobs and membership meeting. of the U.S. merchant marine. chairing the Mobile membership meeting, Port Agent Blackie Niera listens while Reading Clerk Bobby Jordan (left) reads the Vice President's Report for July. Recording Secretary D. L Parker takes the minutes. Seated (I. to r.) Seafarers R. F, Gorju, V. Clearmen, L. E. Hartley, Harvey Lee, W. Murphy, H. Green and John Cade wait for a job call in the Mobile hall before the membership meeting. ^ ;• i' Seafarers in Mobile pack the hall for their monthly meetings and exercise their constitutional rights by participating in the proceedings. Seafarers Log Page 4 "t r- A i i« .r*. »V-i* .1" �.L.,. • 'I il i * m m By a Vote of 225 to 36 ^ i-. . , Wesf Coast Affiliate Fishermen's Unions Merge Three SIUNA West Coast affiliate fishermen's unions have voted to merge in order to more effectively unite their efforts and protect job rights. Consolidating into one union, to be known as the Fishermen's Union of America, Pacific and Caribbean Area, are the Fishermen's Union of the Pacific, San Diego, the Seine and Line Fisher­ men's Union of San Pedro, Md the Seine and Line Fishermen's Union of Monterey. The final vote was 225 in favor of the merger and 36 against it, with one vote void. Broken down by individual unions, the figures were: Fishermen's Union of the Pacific, San Diego: 103 in favor, 4 against; Seine and Line Fishermen's Union of San Pedro: 44 in favor, 32 against, one void; Seine and Line Fish­ ermen's Union of Monterey, 78 in favor, 0 against. Ballots and copies of a consolidation agreement and a proposed constitution had been printed and mailed out to all members in good standing of each union. The ballots and documents were printed in the four languages spoken by the members: English, Spanish, Italian and Portuguese. The members had a three-week period to respond by mail with their secret ballots. In November, 1973 the delegates to the SIUNA convention, with the unani­ mous consent and approval of delegates from the fishermen's unions, passed a resolution for the adoption of a plan of consolidation and merger. Over the past months numerous meetings have been held with represen­ tatives of the three unions, and at the end of July the drafts of an agreement for the merger and a proposed constitu­ tion were endorsed and the leadership of each union recommended the adop­ tion to its membership. Pensioners, Dependents Must Apply for Medicare • V • Representatives from three West Coast affiliate fishermen's unions review agreements for consolidation and merger of their unions with SIUNA Vice President Frank Drozak (seated, center) at meetings held in Wilmington, Calif, in late July. There have been arastic changes in the industry and the economic oppor­ tunities of fishermen have been substan­ tially reduced. This has necessitated the merger into one organization which will have greater strength in preserving job security at the collective bargaining table; obtaining the passage of important legislation and fighting the stiff foreign competition. Highlights of the merger agreement are: • All jobs of respective affiliates shall continue to remain the sole prop­ erty of the membership of such affili­ ates. There shall be no mixing of such job rights., • The present dues, initiation and other union monetary items shall con­ tinue unless otherwise changed in the future by applicable membership vote. • The first nomination and election for officers shall begin Oct. 1,1974 and conclude by the end of the year. Each affiliate will elect business agents and Executive Board members solely for the business of their unit, with the President and Secretary-Treasurer being elected by the membership of all units. • The officers and Executive Board members set forth in the Consolidation Agreement are to serve only imtil the conclusion of nominations and elections by the end of 1974, at which time of­ ficers will have been elected. Carl Marino, of the former Fisher­ men's Union of the Pacific, San Diego will serve as president of the new union until new officers are duly elected by the membership. The Seine and Line Fishermen's Union of San Pedro and the Seine and Line Fishermen's Union of Monterey have been affiliated with the Seafarers International Union of North America since its inception in 1938. The labor movement has been en­ couraging some of its smaller unions to merge on an international basis, in order that their position at the bargain­ ing table is strengthened. This is similar to what occurs in in­ dustry, when corporations and busi­ nesses consolidate and merge to reduce competition, increase profits, and fight for (or against) feder^, state and local legislation from a stronger position. As in industry, it is the overriding objective of the entire labor movement to alway? fight from its greatest position of strength, which in turn makes it pos­ sible to better confront all the problems facing labor today. Bosuns Committee Picks Oct. Class SIU pensioners are reminded that both they and their dependents must ap­ ply for Medicare as soon as they are eligible to insure adequate coverage for ' medical expenses. Any Seafarer 65 or older, any Sea­ farer's dependent 65 or older, or any pensioner who has been receiving a dis­ ability award from Social Security for two years Is eligible for Medicare. To apply, you must bring proof of date of birth and your social security card to your local social security ofllce three months before you turn 65, during the month you turn 65, or during the three months after your 65th birthday. If you do not renter during this sevenmonth period, you may only apply for Medicare during the open enrollment period held each January, February and March. Those that enroll during this period are not covered by Medicare un­ til the following July 1. Pensioners should note that the Sea­ farers Welfare and Pension Plan requh-cs that all eligible pensioners must submit medical bills to Medicare for payment before submitting the unpaid Bosuns (I. to r.) Jose Agular, John Japper and J. Mucia meet at SIU Headquarters to select members for the October balance of these bills to our welfare and class of the Bosuns Recertlflcation Program. Elected by a special meeting of bosuns following the regular membership meeting in New York, these three bosuns review applications received for the program. pension plan. September 1974 ] .• VI r<. Page 5 'f �- ' >• " The Committee Page Shenandoah Committee Overseas Traveler Recertified Bosun Fred Cooper, left, served as ship's chairmari aboard the Overseas Traveler on the vessel's most recent run to Europe. She paid off at the Army Base in Bayonne, N.J. on Aug. 23. Other committee members are, from the left: J. Murphy, deck delegate; J. Thomas, secretary-reporter; F. Payton, steward delegate; S.'W. Lewis, engine,delegate, and F. R. Clarke, educational director. Speaking for the crew, the committee said it was a good trip with no disputes and they offered a special vote of thanks to the steward department. Usual run for the Overseas Traveler is Norfolk to Europe. Chief Steward Thomas Bolton gets spruced up for some shore time after his ship, the T-5 Navy tanker Shenandoah, returned from a voyage to Greenland, paying off in Carteret, N.J. Committee members are, from the left: Fonnie Rogers, steward delegate; Paul E. Hollaway, deck delegate; G. Torche, ship's chairman, and T. Bolton, secretary-reporter. At right is Louie the Barber who lives in the Carteret area. The Shenandoah delivered fuel to Thule Air Force Base on the East Coast of Greenland, north of Baffin Bay. Transcolumbia Committee StonewallJackson • • •• •'•if -'IK «- if. 1'-• IU With Recertified Bosun Ward Wallace aboard her (seated last on right), the SlU-manned Transcolumbia, operated by Hudson Watenvays, paid off at the Marine Ocpan Terminal in Bayonne, N.J. on July 31 after a Far East voyage. Committee members are, standing from the left: D. G. Chafin, secretaryreporter and Bruce Wright, engine delegate. Seated from the left are: D. Surnulong, steward delegate; A. Otremba, deck delegate; Bill Holland, edu­ cational delegate, and W. Wallace, ship's chairman. Speaking for the crew. Bosun Wallace extended thanks to the ship's two messmen, Fred Biegel, and Juan Toro for an especially good job in serving the crew. Transsuperlor Committee I . Panama Committee • ^ j:. ,r -• ')• .W 4:.,,ijir The ship's committee aboard the SlU-manned Transsuperlor, operated by Hudson Waterways, discusses some union business with Philadelphia Port Agent John Fay. The ship paid off in Philadelphia on Aug. 1. Committee mem­ bers are, from the left: William Bowles, engine delegate; Cesar A. Gutierrez, deck delegate; Nelson O. Rojas, steward delegate; Port Agent Fay, and Leon Franklin, secretary-reporter. The committee reported no beefs at the payoff and gave special commendations to Messman John Bennet for an excellent job. The Transsuperlor is temporarily laid up. Page 6 Recertified Bosun Ed Morris is heading the deck department on the new LASH containership/barge carrier Stonewall Jackson. Photo was taken at a recent payoff in the port of New York. The ship's entire committee is, seated from the left: H. Nixon, steward delegate; Morris, ship's chairman; John Cade, engine delegate; C. E. Smith, educational director, and Pete Peterson, deck delegate. Standing is Henry Donnelly, secretary-reporter. The ship, built under the Merchant Marine Act of 1970, will go on a Middle East run. ^ • '• vi "•. After another good intercoastal run, the SIU-contracted containefship Panama, operated by Sea-Land, recently paid off in the port of Oakland, Calif. Her ship's committee members are, from the left: R. Guerin, deck dele­ gate; Eddie Hernandez, secretary-reporter; Cliff Perreira, ship's chairman, and Steve Knapp, steward delegate. Originally built in 1945 by Kaiser Co. in Vancouver, Wash., she was converted for container carriage in 1966 at Ingalls Shipbuilding Corp., Pascagoula,'Miss. She is 662 feet in length and can carry 609 containers with capacity for 100 temperature controlled units. Seafarers Log v; J-,!' i :• YL-; •: �Through HISS Program 19-Year Old - 24fh Seafarer to Get High School Diploma Fireman - Oiler - Watertender John Ruiz has become the 24th Seafarer to obtain a high school diploma through the Harry Lundeberg's General Educa­ tional Development Program. Brother Ruiz, a 19-year old native of Houston, graduated from Piney Point in October, 1971. At that time, while at­ tending the trainee program, he began the GED course, but didn't complete it. So, when he returned to the school this past July to upgrade to FOWT he de­ cided to stay for a few more weeks and try for his diploma. Seafarer Ruiz, who hadn't any pre­ vious high school education, said he received some "gentle pushes" from Margaret Nalen, Director of Academic Education at Piney Point. He says that Mrs. Nalen encouraged him to complete the GED course since she knew he had started it three years ago and inust have had some interest in getting a diploma. "It's a very good program, I'm glad I went through it," the young Seafarer said. "The teachers give plenty of in­ dividual instruction, and they answer all questions you may have. "I had to concentrate on Literature and Social Studies," he continued. "I didn't have time to attend all the classes, but 1 knew enough in the other subjects. Science, Math and Grammar, to pass the state tests." All of the teachers who worked with John had high praise for his efforts. They said he was a "very easy person to work with, and worked very hard," Mrs. Nalen added that he "worked dili­ gently and enthusiastically." Seafarer John Ruiz works with Margaret Nalen, Director of Academic Educa­ tion at Piney Point, in preparation for taking the Maryland State high school equivalency tests. Seafarer Ruiz became interested m the merchant marine through his step­ father Luis Gracia, who also ships with the SIU. Although he now has a high school diploma, Ruiz has no immediate plans to go oh to college. "Right now, I'm going to try and ship out. Whether I go to college later on, well I just don't know." The young Seafarer, whose last ship before going to Piney Point was the Delta Uruguay (Delta Steamship), has spent time in all three departments; but he definitely prefers the engine room. "I shipped for over a year in deck, and for about seven months in the stew­ ard department. Now, I've been in the engine department for a little less than a year, and it's great." Brother Ruiz, who prefers to ship to the Far East more than any other part of the world, plans to return to Piney Point in the future to get a QMED rating and his full 'A' Book. Whatever his plans for the near fu­ ture, in the long run he says "most likely I will make the merchant marine a career. I hope to be shipping out for a long time. I love it." Gradoflst HLS Class in Md. Now 3rd Engineer Brother Pat Rogers, Jr., a member of the first class to graduate from the Harry Lundeberg School in Piney Point, Md., has taken advantage of the many educational opportunities offered by our Union. Only 24-years-old, he has advanced from wiper to FOWT to Third Assist­ ant Engineer since his graduation in 1967 by attending SIU's upgrading pro­ grams at Piney Point anS the joint SIU/ District 2 MEBA School of Marine En­ gineering and Navigation. Pat's decision to go to sea was not a spur of the moment one. The son of 21-year SIU veteran Pat Rogers, Sr., Pat, Jr. was familiar with the sailor's life, and knew of the opportunities for advancement available to Union mem­ bers. So when SIU opened the Lunde­ berg School at Piney Point, Pat, Jr. decided that this was his chance to begin a career as a merchant seaman. When he and his classmates arrived at Piney Point in August of 1967, Pat said "There wasn't much there, except mud." But the first group of trainees were put to work, and soon converted an abandoned barracks into the beauti­ ful quarters that now house SIU upgraders, as well as vacationing SIU members and their families. As one of the first trainees, Pat took great satisfaction in helping to build the new school, and now, having kept his SIU book, enjoys going back to Piney Point with his family and parents for vacations. Shipping out as a wiper after graduat­ ing from Piney Point, and later as FOWT, Brother Rogers accumulated enough seatime to be eligible to attend the SIU/District 2 MEBA upgrading program at the School of Marine Engi­ neering. Within four months after be­ ginning classes. Brother Rogers received his Third Assistant Engineer license. Now sailing aboard _ the SlU-con- September 1974 I i i • M r, f. 1 Hi tracted Columbia (Ogden) as Third Assistant Engineer, Brother Rogers is eventually planning to take the Coast Guard test for a Second Assistant Engi­ neer License. Brother Rogers feels a debt of grati­ tude to the Seafarers that gave him, as a young man just beginning his adult life, the chance to start an exciting career, and for providing him with the oppor­ tunities to advance this career. >i 11 )• - 'I /I i ] Pensioner Gets First Check at S.F. Meeting SIU Pensioner Stanley S. Torres receives his first pension check from Port Agent Steve Troy at the San Francisco August membership meeting, as Seattle Port Agent Harvey Mesford (rear) looks on. y Pat Rogers, Jr., a member of the Lundeberg School's first class, now sails as Third Assistant Engineer. Page? �i >• m { "'I'- - fi;-f •j.' ; Overseas Valdez Praised For Fuel Transfer at Sea SIU crewmembers aboard the ST Overseas Valdez (Maritime Overseas), chartered to the Military Sealift Com­ mand, were praised by the vice presi­ dent of Maritime Overseas Corp. and the Captain of the USNS Passumpsic for their skilled performance of duties while carrying out a fuel transfer of 2,400 bbls. of oil at sea; In a letter to SIU Vice President Frank Drozak, Maritime Overseas Vice President J. D. Hutchison, relayed the observation of the Captain of the Pas­ sumpsic, that "I have never seen a ship better prepared nor personnel more skilled than your ship and men." The message had been sent to the Master of the Overseas Valdez. Vice President Hutchison and the Master of the Valdez also offered the Financial Committee •i!-' J', :-! ; Despite moderately heavy seas, the SIU crew aboard the MSC-chartered Overseas Alice rigged two stations aboard the USS Mispillion, and then unrigged the aft station under a simu­ lated emergency breakaway, without difficulty. The Captain of the Mispillion. im­ pressed with the SIU crew's ability to carry out this^ difficult maneuver, re­ ported to the crew, the MSG in Wash­ ington and Maritime Overseas tlrat the"Mispillion has conducted fueling-at sea operations with foiir MSG chartered vessels and SS Overseas Alice was the best to date." Muiiime Overaeas V. P. Hutchison ended hn letter commending the Sea­ farers airaard both sh^ by stating <hve feel the foienoted excellent perform­ ances shoold be adcnowledged and ... we again voice our congratulations for jobs weD done.** Investigation Called On Navy Tanker Award :'tli •;i' I' ii ji-' Seafarers "a 'well done' for their fine performance." In the same letter, Hutchison also ex­ tended similar praise to the crew of the SlU-manned Overseas Alice for thenperformance during a complicated refueling-at-sea drill. Seafarer M. E. Reld, seated far right, chairs the SlU's Quarterly Financial Committee at Headquarters. This committee, made up of Seafarers elected four times a year at General Membership Meetings, reviews the SlU's financial records for the preceeding three months. The SIU Committee members who were elected at the September Membership Meeting, are, seated clockwise from Chairman Raid's left: R. Gorbea, deck department; JD. B. Sacher, stew­ ard department; William "Flat Top" Koflowitch, engine department; R. V. Harper, engine department; S. Wala, engine department, and J. Sweeney, deck department. Headquarters Netes by SIU Vice President Frank Drozak Special Pumpman Course The Lundeberg School is conducting a four weex course for pumpmen which will begin Nov. 4. The course is geared toward the second pumpman who has not been able to g^ the necessary experience for a Chief Pumpman's job. Further details on this course are carried on page 30 and 31 of this LOG. T-5 Navy Tankers At this time, I would like to report to you that the five T-5 Navy Tankers, operated by Hudson Waterways Company, and the Sugar Islander, ha\Q been removed from organizational status as of Sept. 3. Firefigbting The Maritime Administration is temporarily conducting firefighting classes at the Navy Damage (TcHitrol Scho(^ in Norfolk, Va. Two upcoming class dates for this facility are: Oct. 11 and Oct. 18. MARAD will open its new firefighting school at Earle, N.J. on or around Nov. 6. Firefighting is becoming an increasingly important endorsement. And, in just a few years, to get a job aboard an SlU-contracted ship, a firefighting endorsement will be a must. So, don't put off taking the course for any length of time. If you are in port, apply and participate. It is only a one-day course, but it will mean a great deal of job security for you in the future. Bosuns Recertification Program Since the Bosuns Recertification Program began on June 1, 1973 a total of 142 Bosunsr—^including the twelve who graduated at the September member­ ship meeting—have su^essfully completed the two-month course. We have been getting a iot of favorable feedback from our members on the Union's contracted vessels concerning the excellent job our Recertified Bosuns are doing. They are conducting well organized, infonuative Union meetings aboard . The SIU, along with District 2 MEBA-AMO, is continuing to push for a full investigation of the Military Sealift Command for its controversial deci­ sion to award operation of its nine new 25,000 dwt tankers to Marine Trans­ port Lines, an NMU company. Congressman Frank Clark (D-Pa.), after being informed of the situation by the SIU, voiced his opposition to the de­ cision with Under Secretary of the Navy William Middendorf saying that the "Navy award should be set aside and re­ negotiated in fairness to all parties." The MSG gave the contract award to Matson even though Iran Destiny Car­ riers, an SlU-contracted company, sub­ mitted the low bid. MSG claimed that Iran is not a responsible operator. Senator Warren Magnuson CDWash.), chairman of the Commerce Committee, has also noted opposition to the contract award. The unfair decision comes in the wake of the MSC's takeover of four Fal­ con tankers. Falcon is an affiliate of Iran Destiny. The SIU will continue to pursue this issue until a satisfactory decision has been rendered. The LOG will keep the membership informed on any new developments. their ships. And, beefs and contractual disputes on these ships have been cut to a minimum. Overall, our Recertified Bosuns are keeping the SIU membership better informed about the internal affairs of the Union and the many problems and new issues facing us and the maritime industry in general. I know I join the entire SIU membership in congratulating our latest success­ ful Bosuns, and those who have already completed the program and are doing such a fine job. The 12 Bosuns who graduated this month are: Fred Pehler, Rocky Morris, Jimmy Foti, Ernie Tirelli, Bill Wallace, Ame Hovde, Otto Pedersen, Dan Ticer, Jose Gonzalez, John Spuron, Charies Merrill and Arthur Beck. Sabine Tankers The National Labm: Relations Board is calling in witnesses in their investi­ gation of our charges of illegal tactics in our organizing drive for Sabine Tankers. We should be getting a decision from the NLRB in the veiy near future. We are confident that they will rule in our favor. We will keep you posted on all developments. 'A* Seniority Upgrading We have been conducting the 'A' Seniority Upgrading Program for over a year now, and including the five upgraders who graduated in September, 109 of our.young members have completed the program. I cannot emphasize enough the importance in terms of job security of getting your 'A' book. According to our shipping rules, the 'A' man has preference in shipping over the 'B' man, and an 'A' book holder can remain on his ship for as long as he wishes, where the 'B' man must get off after six months. This program will not run forever. So, if you are eligible for the program, and have not applied, do so immediately. An 'A' book is your most valuable possessicm in the SIU. It meahs job security and earning power. I want to congratulate the five new 'A' Seniority Upgrading graduates. They are: Murphy Allison, Mike Derke, George Rogers, Steve Castle and Bob Smith. LNG Training The liquid natural gas carrier and the liquid petroleum gas carrier are the ships of the future. Conservative estimates say that by the 1980's, 30 LNG ctirriers will be flying the American flag. If we are to get these ships under contract to the SIU, thereby creating more job opportunities for SIU members, we must be able to guarantee the shipowner that his vessel will be in good hands. To supply this guarantee, the Lundeberg iSchool has been conducting LNG training programs for engine, deck and steward, You will have to take this course if you wish to get a job on an LNG ship.So, participate in this course for your own good and for the good of your fellow SIU members. The next LNG course will start &pt. 23. For details see pages 30 and 31 of this LOG. seafarers Log �i' watchful eye on the language of the 501-pag;e bill throughout .the many months it was being drafted-. All private pension plans must be rewritten to conform to the terms of the new Act; however, no Seafarer will lose benefits. (See story on page 2). Washington Activities By B. Rodwr OIL IMPORT BnX The Senate this month passed the Energy Transportation Security Act of 1974—the cargo preference bill—successfully ending a two and one-half year battle on Capitol Hill. (See page 3.) The SIU worked closely with the labor movement to bring about this victory. Active support came from the AFL-CIO, the Maritime Tiades Department, Port Maritime Councils, State Federations and Local Central Bodies. The bill (H.R. 8193) is now in conference where the House and Senate versions of the bill will be worked out. Deepwater Ports On Aug. 14, the Senate Public Works Committee reported out its bill to establish a licensing and regulatory program to govern offshore deepwater port development beyond the territorial limits of the United States. Two other Senate committees. Commerce and Interior, have already taken similar action. The House bill, H.R. 10701, passed on June 10. That bill differs from the Senate bill in the following ways: • The House gives authority to license port operators to the Secretary of Interior; the Senate bill gives authority to the Secretary of Transportation. • The House gives less control to the States than the Senate and it places the burden of environmental control on the States. • The Senate bill requires that license application be reviewed for possible antitrust violations by the Federal Trade Commission and Department of Justice. No date has been set for debate in the Senate. Pension Plan Regnlatkm It seems right and fitting that the Employee Retirement Income Security Act was signed into law by President Ford on Labor Day. This complex bill has been studied by committees in both houses of Congress for several months to provide safeguards for the retirement years of 30 million American workers who are covered under private pension plans. The most dramatic pension plan failure occurred when the South Bend Studebaker plant clos^ in 1963, leaving 4500 workers under age 60 with only IS percent of the benefits due them. Pension funds will now be guaranteed under a Federal corporation, similar to the FDIC which protects bank depositors. The Act will promote minimum standards which all pension plans must adopt to be qualified under the law. The SIU was determined to preserve and protect those benefits already nego­ tiated for them from any loss due to weaknesses of other plans. To do so, we consulted with members of Congress and their staffs frequently, and kept a i. f ' AFL-CIO Labor Studies Center Seminar SIU representatives recently participated in a two-day seminar at the AFLCIO Labor Studies Center on "The Salaried Woman." The seminar, sponsored by the Council for Professional Employed, AFLCIO, deals with many different aspects of the problems of women in the work force: the laws, attitude, health care, child care, change of attitudes of both men and women, the rtrie of the union in best representing women members. Thirty women trade unionists participated. One interesting fact that came out was that union women (20 percent of the AFL-CIO membership) have a 44 percent average earning advantage over non-union women. The Council of Professional Employees, representing more than one million members—^including SIU, teachers, actors, communication workers, service employees and others—^plans to duplicate the seminar across the country. J", House Committee Reoiganization The House Rules Committee will consider rules of debate for House Res. 988 from the Boiling Committee and an alternate proposal from the special committee of Chairman Julia Hansen. These are procedural rules which set the time limit for debate on a bill and provide for its handling on the floor. We have opposed House Res. 988, which threatens to strip the Merchant Marine and Fisheries Committee of its functions and move them to other com­ mittees. i. ':v •4 • International Women's Year 1975 SIU participated this morith in the meeting of Washington Union Women Leadere, sponsored by the U.S. Department of Labor. Dr. Ruth Bacon, director erf the U.S. Center for International Women's Year, discussed some of the goals of the Center and the initial plans to cariy them out. IWY was proclaimed by the United Nations and by the United States. Its goals are "equality, development and peace." I I ' • ''fl 'j| Seafarers are uiged to contrHiute to SPAD. It is tiie way to have your voke heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. f •inn- Nlr^tri fnlin Pann 'A- '11 r , r'' "i'- n photo on left SIU Patrolman Jade Caffey (far left) conducts shipboard meeting aboard the John Penh last month and discusses some pertinent articles that appeared in the SEA­ FARERS LOG. Sh^board meetings ^e Seafarers the chance to leam about the issues vital to their livelihood and to express their feelings about their jobs and the industry. In photo at right is the John Penn*s ship's committee which gathered in the crew's mess dui^ ing her payoff in Brooklyn, N.Y. They are, dockwise, from left: Julius Koten, steward delegate; Mike Kuithe, deck ddegate; Red Brannstein, ship's chair­ man; A. S. Freeman, secretary-ieporter; A» Rotundo, engine delegate, and Toma Escudero, educational director. The John Penn will change from its usual Far East run £o a Middle East schedule. A V I' • •"rnw-r ' Page 9 September 1974 . V •• • • ' •- . \ �Trainee Joins SlU Ranks HLS Gracf Finishes Ist Run Seafarer Gary Dennison, a recent graduate of the Harry Lundeberg School at Piney Point, has found after his first voyage that sailing as a profes­ sional seaman is all he had hoped it would be. Sailing as an Ordinary Seaman aboard the Lyman Hall (Waterman), Brother Dennison spent his maiden voy­ age in the Far East. Seafarer Dennison is no stranger to foreign countries, having lived for five years in Metz, France as a child, but this was his first visit to the Far East and he found it quite different from his hometown of Tampa Bay, Fla. ^ Carrying steel, fertilizer,, rice and other general cargo, the Mariner-type Lyman Hall and her SIU crew visited Korea, Saigon, Taiwan, and young Brother Dennison's favorite port, Man­ ila, during the three-month voyage. The new and exciting places he saw "$205 were the highlights of his first three months before the^mast, but the Lunde­ berg graduate also found life at sea much to his liking. And though the young OS spent most of his time chip­ ping and painting while the Lyman Hall was under way. Brother Dennison is convinced that the career in the mer­ chant marine he began preparing for while at the Lundeberg School is a ca­ reer he will find enjoyable and reward­ ing. Now, with his maiden voyage be­ hind him. Brother Dennison plans to keep shipping oITt until he has enough seatime to return to Piney Point and get his AB ticket. SIU's Training Program, allowing trained young men like Gary Dennison to complete the education they began at Piney Point by shipping out with veteran crews, will help insure the perpetuation of the SIU as a forceful, growing Union that protects its members' job security and welfare. B 10001 Contributor's Name City. Address S^.NO. TTjTT W' State. ^ SPAO is a separate liVii'dljli fund.^^ p^eetff are to furf^-1ti;i^oiects and purposes including, put not limited to furtl^rine irte political, social and economicInterests of Seafarer seamen, trte preservation and furlfierine of the Anserican Merchant Marine^with improved employment opportunities for seamen and the advartccment of trade union corKer^*" pts. In connection with " -such objects, SPAO supports and contributes to political candrdates for etectWe office. An contributions are voluntary. No contribution may be'ioiiciled or VT received •w«ivw because of w* fofCe. |0b |ww discrimination, financial •••••tibial reprisal, or ... . threat of _ such conduct. ct. or as a condition of membershipin the Union (SfUNA AGLIWO) or of employment. If a contribution «s made by reason of the at^e improper conduct, notify the Seafarers union or SPAO at the above address, certified mail withjo^riy days of the contribution for inveSligatibh and appropriate action aftd refund, if invOiuntary. »l|PMrt SPAo to protect and fiirtfitr your economic, political and soci^^lnteresls. American trade:Simdn concepts and Seafarer sea(T>en. (A copy of our rMori filed with tht appropriatbebpervisory officer is (or wiii be) available for purchase from « the iSyp^fjrttendent of Documents. MM. Government Printing Office. Washington. O.C. 20402.1 Signature of Solicitor 1974 I •- " • v; - fe; His first voyage finished, OS Gary Dennison Is glad he decided to ship out. Brother Dennison is a graduate of SIU's Trainee Program at Piney Point, Md. Bill Is Signed Into Law SEDFUERS POIITICU RCTIVIIV DONRTION Date. .V, - Port Understands SPAD's Role Continued from Page 2 must be 100 percent vested when attain­ ing normal or stated retirement age. The Law also provides pension benefits for a survivor at a member's option, which provides that under certain conditions upon a retired member's death, the sur­ viving spouse is entitled to 50 percent of the pension. 3. Minimum eligibility requirements are provided for, although a Plan may provide more favorable provisions. In general then, a person 25 years or older, working for a company for one year, is eligibie, but a person who starts his job within five years of normal retirement under a Plan, may be excluded. 4. Funding.This is a system by which Plan assets are set aside to cover the costs of benefits earned by members. The Seafarers Pension Plan has for years followed the principle of funding. Under the new Law, effective Dec. 31, 1975, mandatory formulas are to be used by pension plans to fund, or in other words, put away monies for credits for past, present and future serv­ ice earned by the man while employed. These monies, however, cannot be withdrawn by a person but instead are used to provide the pension benefit upon his retirement. To assure that all cov­ ered people, ^ill receive their pension benefit when due, the Law sets up a government corporation which will col= lect insurance premium payments from all pension plans so that if a plan is in­ solvent, the government insurance cor­ poration will pay the pension benefit. This is similar to government insurance for saving bank depositors. The above material represents the new Law's highlights. When govern­ ment regulations are adopted the Union and Plans, attorneys, accountants and actuaries will prepare an appropriate detailed analysis of the Law and its reg­ ulations, whiph will then be published in the LOG. ( The Seafarer—A Man of Many Skills Seafarer Louis Lopez (standing) graduated from the Harry Lundeberg School In 1973 and understands the Importance of constant vigilance in Washington to protect and build the job security of all SIU members. "I give to SPAD as often as I can because we all have a responsibility to protect our jobs. Our future is at stake and so is the future of our older members who will be going on pension." Here, Brother Lopez receives a $20 SPAD certificate aboard the Overseas Arctic from SIU Patrolman Carl Peth. Page 10 \ Abie-seaman/quartermastef Ed Kamm, practicing one of the traditional sailor's skills, sews a canvas windlass cover aboard his ship the Sealand Exchange (Sea-Land). Photo was submitted by Seafarer Bob SIckels, ilr. Seafarers Ldg �j' -sr <^•4 Oil Import Bill Passes Senate 42-28 Continued from Page 3 entire American labor movcinent. Ear­ lier this year, the AFL-CIO Executive Council and Ccmvention gave their unanimous endorsement for the bill. The AFL-CIO Maritime Trades De­ partment—and all of its 44 aflBliates— went all-out in support of the bill. Port Maritime Councils, national and inter­ national unions, state federations and local central bodies—all actively sup­ ported the oil bill by contacting vSenators in every state urging support for the legislation. **...! know that we have got repre­ sentatives of the maritime unions sitting op their looking at us, and 1 have seen the effect since I know they, have got the power to pass-this hill." Senator Nonris Cotton (R-N.H.) Leader of ffie Opposition The MTD held a series of meetings to mobilize the legislative representa­ tives of national and international un­ ions for the campaign to secure passage of the bill. Meetings were also held with shipping company officials and ship­ yard operators to generate their active support for the bill. It is expected that the oil lobby will continue its assault on the bill through editorials in the Wall Street Journal and other anti-labor publications. SIU President Paul HaU said that the SIU and the Maritinie Trades Deparhnent would con­ tinue to furnish Congress and the Administration "with the docu­ mented facts on the necessity for this hiU." He said: "Aside from the obvious fact that this bill will generate new job opportunities for seamen, ship­ yard workers and thousands (ff workers in related industries, it will also give this nation a measure of security by assuring that our energy needs are not interrupted— as they were in the past—by fore^ policy conflicts with nations that register American-owned sh^s." SIU members are reminded Oat in "a claim with the Seafarers Welfare md Pension Plans, your correspondence must include a properly filled out aim form as well as other pertinent doousents or the claim cannot be processed jknd nayment will he delayed. Documents absolutely necessary for the prompt payment of various types o I indnde: doctor or hospital bills, certified death .certificates, birth certifi dites, marriage licenses, Medime statements, funeral bills, dischaiges, and nota ifh»d tax returns from the previous year when proof of siqpport of adopted oi ifep-chUdren is required. Your doctor's social security niiimber or the hospital's ' Btion number is also necessary for the processing of certain claims. Ibe foifowing members have Imd their benefit payments held up because tiled to supply complete information when filing their claims. Please contact Aboard Fairland In Far East I ' % % 'i Sailed on Lakes 45 Years Seafarer Elmer Derby (r.) receives his first pension check from Frankfort Port Agent Harold Rathbun in the Great Lakes District. Brother Derby, shipping out since 1929, has been sailing as an oiler on the Ann Arbor Railroad Car Ferries. Bosun Harvey Began Career In World War II Bosun Lee J. Harvey is a profes­ sional Seafarer who began his career at the age of 18 when he went to the U.S. Maritime School in St Petersburg, Ha. in 1943. After a two-month training period, he went to sea aboard the salvage tug Hillsboro Inlet. Later that year he de­ cided to go deep-sea and went to Balti­ more where he signed on as ableseaman aboard the Victory ship John Harlan (Sea Shipping). Seafarer Harvey, who joined the SIU in 1943, continued to sail during the years of World War II making more than 20 runs to the Mid-East and the Mediterranean. "Many of the convoys I was in were under attack in the Atlantic and the Med," he recalls, "but I guess I was just one of the lucky ones because none of the ships I was on got hit. A lot of good SIU guys were lost during some of those trips." Seafarer Harvey, who lives with his wife, Rita, in Thibadaux, La. usually stays aboard ship for nine months to a year before going home to spend time your mailing list* •f .• • '*» • • -A.' n /I- Lee J. Harvey with his family. He also has a daughter, Betty Jo, 22, and a son Craig who is 11. Seafarer Harvey, who has been sail­ ing as bosun for the past nine years, has been aboard the John Tyler (Waterman) for the past 10 months and is now making another trip to the Far East. "After this trip," he said, "I think I'll take some time off and maybe take the family on a vacation." NAME ADDRESS STATE ZIP SIU-IBU members please give: Bk# Soc. Sec. # TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing label from last Issue received. ADDRESS CITY .... V t 'iV - iPrint /n/ormodon) CITY -f- I Editor, SEAFARERS LOG, 675 Fourth Ave., Brooklyn, N.Y. 11232 I would like to receive the SEAFARERS LOG—please put my name on Brother Bertil Hager took this photo of his fellov\/ crewmen relaxing in the recreation room aboard the fa/Wand while the ship was in the Far East, visiting such ports as Yokohama and Hong Kong. Standing are Gregory Kelly, ableseaman, left, and Leroy Cope, able-seaman. Seated from left are: leonard McCarthy, wiper; Kjeld Nielsen, able-seaman; George McAlpine, electrician, and Manuel Netto, chief cook. i' i STATE. ZIP. Page 11 Seafarers Log ' .iVs' •iv'l 'X. �. Cfi.i.- '.r " "-x' • • Crewmembers on the Panama gathered in the crew's mess for lunch. They are. seated (left to right): Steven J. Knapp, bedroom steward; Eddie Hernandez, chief steward; Cliff Perreira, bosun, and Wayne Evans, utility man. Standing at left is crew messman Raima Bonifacio. Seafarer Knapp, who has been sailing since the 1940's and makes his home in Vero Beach, Fla. was rehring after getting off the Panama. Chief Cook Francis Davis (left) prepares food in galley as Chief Steward Eddie Hernandez looks on. Containership Panama Visits Port of Long Beach, Calif. After Intercoastal Run The containership Panama (Sea-Land) docked in the port of Long Beach, Calif, recently for a visit before heading up the coast of California for a payoff at the port of Oakland. The 662.foot.Iong ve.ssel has a dwt of 17,014. She has a gross tonnage of 17,193, a net tonnage of 13,055, with a horse­ power of 9,000. The Panama was built in 1945 at the Kaiser Shipyard in Vancouver, Wash. She was previously named the SS Marine Jumper. The vessel is a converted jumboized C-4; it was converted in 1966 at the Ingalls Shipyards in Pascagoula, Miss. For the past six months the Panama has been on an intercoastal run between New York and Oaklwd. The Panama docked at the Sea-Land terminal in Long Beach, Calif, . - of burner in the engine room. Page 12 Seafarers Log : A • y (. • �DISPATCHERS REPORT AUGUST1.31, 1974 Port Boston New York Philadelphia . Baltimore ... Norfolk ..... Tampa ...... Mobile New Orleans . Jacksonville .. San Francisco Wilmington .. Seattle Puerto Rico .. Houston Piney Point ., Yokohama . Alpena Buffalo Cleveland ...., Detroit Duluth Frankfort ...., Chicago Totals Port Boston New York Philadelphia . Baltimore ... Norfolk Tampa Mobile New Orleans . Jacksonville .. San Francisco Wilmington .. Seattle Puerto Rico .. Houston Piney Point .. Yokohama ... Alpena Buffalo Cleveland Detroit Duluth ...... Frankfort .... Chicago Totals TOTAL REGISTERED All Groups Class A aass B Class C TOTAL SHIPPED All Groups Class A Class B Class C REGISTEREO ON BEACH Ail Groups Class A Class B Class C DECK DEPARTMENT 7 80 10 20 13 6 19 78 32 50 21 38 7 88 0 6 2 8 3 28 16 7 9 548 4 22 3 3 2 2 4 14 7 9 2 11 1 17 0 1 1 5 3 6 4 0 1 122 2 1 0 0 0 0 0 0 1 0 0 1 0 0 0 2 2 2 2 3 2 1 3 3 67 7 21 9 3 25 52 34 53 10 21 7 51 ^ 0 1 3 9 4 20 14 4 8 426 4 44 2 8 4 0 5 21 16 23 6 16 4 16 0 3 1 0 3 8 5 3 2 194 1 3 0 2 1 1 0 2 0 0 0 0 0 2 0 1 0 0 2 0 1 0 1 17 1 64 6 28 15 2 12 63 41 50 12 34 5 77 0 4 3 13 4 47 24 17 18 550 2 31 2 3 5 4 1 22 13 9 5 17 3 31 8 2 1 8 11 5 15 5 3 210 2 2 0 1 1 0 0 0 0 0 0 0 0 0 0 3 2 8 10 21 11 11 6 78 13 155 30 75 26 13 48 115 53 109 38 37 20 152 0 4 3 2 5 8 2 4 3 916 5 33 7 10 4 4 8 19 14 28 9 14 1 33 0 3 1 1 3 4 2 1 0 204 4 2 1 1 0 0 0 0 2 0 1 1 0 2 0 4 4 2 4 1 2 0 4 35 4 107 22 57 21 6 44 82 33 84 20 23 18 99 0 1 5 1 1 14 2 2 2 658 5 57 4 22 9 2 14 37 11 45 10 17 7 40 0 2 2 0 1 3 3 1 4 296 3 3 0 2 1 0 0 4 2 0 0 0 1 3 0 1 3 1 1 0 1 1 4 31 3 73 12 30 18 5 32 51 18 57 15 11 18 89 0 3 0 0 0 3 ^ 1 1 1 441 1 15 0 3 2 0 3 6 5 20 10 2 2 12 0 0 1 0 0 0 0 0 0 82 1 4 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 ^ 0 0 0 2 10 7 136 29 52 27 4 38 80 46 101 33 21 35 76 0 2, 1 5 7 14 8 1 3 726 11 71 3 16 9 2 1 10 12 13 1 3 3 69 0 3 65 27 22 72 21 25 41 500 . 576 ENGINE DEPARTMENT 2 65 2 25 4 2 9 46 22 50 8 13 7 45 0 2 2 11 7 26 21 6 10 395 4 61 1 5 3 0 2 19 23 18 5 16 5 23 11 2 2 0 3 10 8 4 3 227 1 1 0 0 0 1 0 0 0 0 0 3 0 0 0 1 2 1 7 5 12 0 0 35 STEWARD DEPARTMENT Port Boston ...... New York Philadelphia . Baltimore ... Norfolk Tampa ...... Mobile New Orleans . Jacksonville .. San Francisco Wilmington .. Seattle Puerto Rico .. Houston Piney Point .. Yokohama ... Alpena Buffalo Cleveland .... Detroit Duluth Frankfort .... Chicago Totals 0 43 5 19 6 4 21 29 11 29 9 6 6 51 0 2 2 0 0 3 2 4 2 254 1 7 0 1 2 0 0 3 5 8 5 3 1 7 2 1 0 0 0 0 0 0 1 47 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 3 Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile ....... New Orleans .. Jacksonville ... San Francisco . Wilmington ... Seattle .. •. Puerto Rico ... Houston Piney Point ... Yokohama .... Alpena Buffalo Cleveland Detroit Duluth ....... Frankfort ..... "Chicago .. .T:. Totals Totals All Depts. 2 39 6 15 7 1 14 33 14 33 5 14 7 24 0 2 0 8 0 30 9 . 14 7 284 1,512 5 88 17 28 12 4 17 45 31 54 20 27 9 58 41 1 0 6 10 |14 14 3 4 508 871 6 24 0 7 6 0 0 6 3 0 1 4 0 36 0 4 24 18 20 56 15 13 20 263 305 3 44 3 19 10 1 5 41 20 32 1 10 8 36 0 0 2 5 4 10 7 12 2 276 2 40 5 8 9 1 7 28 12 27 3 8 8 21 28 1 1 0 3 3 4 0 3 222 0 3 0 0 0 0 0 0 3 1 0 0 0 0 0 3 3 0 2 4 3 0 2 25 • ENTRY DEPARTMENT 0 t' 50 I 12 ; 37 9 3 ^ 22 M 48 K 7 • 42 ^ 3 I 13 1 26 if 0 » 17 2 0 §• 2 2 1^ 19 i 6 1.221 659 138 6 S 3 339 2,354 i,3oa PRESIDENT PaulHaU SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS 675 4 Ave., Biilyn. 11232 (212) HY 9-66M ALPENA, Mich. 800 N. 2 Ave. 49707 (5i7) EL 4-3616 BALTIMORE, Md. 1216 E. Baltiinorc St 21202 (301) EA 7-4900 BOSTON, Mass. 215 Essex St 02111 (617) 482-4716 BUFFALO, N.Y.... .290 Franklin St 14202 SIU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, DL. .9383 S. Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mkh. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn. 2014 W. 3 St 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St 49635 (616) EL 7-2441 HOUSTON, Tex. ... .5804 Canal St 77011 (713) WA 8-3207 JACKSONVILLE, na..2608 Pearl St 32233 (904) EL 3-0987 JERSEY CHY, NJ. 99 Montgomeiy St 07302 (201) HE 5-9424 MOBILE, Ala.. ...IS. Lawrence St 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St 23510 (804) 622-1892 PADUCAH, Ky. . .225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa...2604 S. 4 St 19148 (215) DE 6-3818 PORT ARTHUR, Tex.... .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1321 Mission St 94103 (415) 626^6793 SANTURCE, P.R..1313 Fernandez, Joncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash. 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravois Ave. 63116 (314)752-6500 TAMPA, Fla. 312 Harrison St 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5.6NIhooOhdori Naka-Kn 231-91 201-7935 Ext 281 Shipping has been good to excellent in most ports as can be seen in the above shipping figures. In the month of August a total of 2,018 permanent jobs were shipped from SIU halls. Of these 1,221 jobs were taken by 'A' book men, leaving 797 jobs to be filled by and 'C* seniority men. The active SIU membership is made up of roughly 60 percent 'A* book men and 40 per^ cent 'B'. The montfr's shipping figures show that about 60 percent of tbe jobs were taken by 'A' men and 40 percent by 'B*. This means there are plenty of jobs to be had for all SIU members. September 1974 ' Page 13 ''t V:' ii- I" �• • •-<•' • SV. •. < ASHORE 4> . Baltimore Able-seaman Herman Whisnant has been in the USPHS hospital here since July 15 after undergoing an operation on his leg. Seafarers also at the USPHS hospital here are Ame Larsen, Ralph Nay and N. Wuchina, who was sailing as second pumpman on the Overseas Arctic and was re-admitted to the hos­ pital on Aug. 12. Drop these men a line. They will appreciate hearing from you. t.. i / Boston Three ships paid visits to this port last month. They are the Eagle Voyager (United Maritime), Ogden Wabash (Ogden Marine) and Overseas Evelyn (Maritime Overseas). Houston Recent SIU pensioner George B. Williams on receiving his first pension check here stated, "This reminds me of the time Joe Volpian shook my hand and gave me my Union book. The most important point in my life was then and now. The imtiring efforts of the oflScials has made the SIU the greatest organization for people like me. Job security, equitable pay and benefits are most satisfying to us all. I consider all of them my friends and brothers." New York Planning has begun for the Atlantic International Air and Surface Search and Rescue Seminar to be held in April, 1975 at the Biltmore Hotel here. The four-day seminar, sponsored by the U.S. Coast Guard, with the cooper­ ation of the U.S. Federal Aviation Administration, is a forum wherein repre­ sentatives of government and industry from maritime nations can evaluate the state of high-seas lifesaving, using identification of persistent problem areas, critiques of existing national and international procedures, and dis­ cussions of newly developed technology. The goal of the forum is greater precision and effectiveness in saving lives at sea through increased international cooperation, improved technique and full exploitation of the newest technology. Although discussion will focus on procedures in the Atlantic basin, representatives of all major maritime nations will be invited, since many SAR problems are common on a worldwide basis. U II H. I Pensioner Ignatz Decareaux His Hobby Makes Him Michelangelo of SIU Piney Point Mike Sacco, vice president of the Harry Lundeberg School of Seamanship here, and his wife, Sophie announced their sixth blessed event, Anne Marie, a 7-pound, 9-ounce infant on Aug. 8. USPHS Hospital, Staten Island, N.Y. SIU pensioner Art Lomas now a patient in the hospital here, writes to the Seafarers LOG that the facility is a "haven of unexcelled medical care." Late last month Brother Lomas also wrote that he and other oldtime SIU brothers are "regaining our health durough the combined efforts of the friendly and very professional ward doctors." Writing OQ^he declared, "the skills of specialized surgery all aided by the T.L.C. (Tender Loving Care) of those lovely, young ladies of the scrupulously-trained nursing staff and their aides who always added on a great psychological lift to cheer the stay of a seaman." He added that "in those days (in the '40s, '50s and the '60s) the LOG would often contain many fine letters and often articles from grateful mem­ bers wishing to acknowledge their appreciation in this manner." Brother Lomas says he's aided at the hospital by "the added comforts of modem technology." Confined to his home before for several years, he had been helped "with a hospital-type respiratory machine very generously supplied by our own Sea­ farers Union." He said the hospital's co-director sent an ambulance all the way to his Yonkers, N.Y. home" for prompt and needed treatment that has already broughtgreat relief.. .'Seafarer Lomas concludes "the ambience—the personal treatment is out­ standing as always ... everyone is so caring and so beautiful—doctors-nurseseveryone." Shipmates can find the ailing Seafarer in Ward A-B 3, Room 242. ; la this coiiatzy a veiy sttbstanOal cottfiibiriio& lo the iurtionai " PageU SIU Pensioner Ignatz Decareaux proudly displays just a few of the over two hundred statues he has made since retirement in 1966. The sea, however, "will always be my first love," he says. Some of his friends kiddingly call him Michelangelo Decareaux, and they have good reason, because in the eight years since his retirement, SIU Pen­ sioner Ignatz Decareaux of Arabi, La. has authored over two hundred statues of various sizes and subjects. For the 71-year old Seafarer, statuemaking began simply as a hobby, but since then has developed into a kind of second career. He completed his first statue shortly after his retirement due to poor health in 1966. And, to a man like Brother Decareaux, who had actively sailed fbr over 30 years and who had circum­ navigated the globe four times on SIUcontracted vessels, retirement from the sea was a very tough, reluctant, yet necessary decision. The Louisiana artist begins the statue-making process with a mold which he lines with wire. He then pours in plaster of paris and leaves it to dry. When dried, he removes the roughsurfaced statues from its mold and pain­ stakingly polishes it to a smooth, shiny, porcelin-like finish. Depending on the subject matter of his statue. Brother Decareaux then meticulously paints his work with pastel greens, blues, reds, yellows and oranges as a finishing touch. When he began, Decareaux used a small den for his workshop but since has completely taken over the garage and now has to park his car on the street. He has made beautiful statues of Venus, the head of Christ, sailing ships, soldiers, bulls and matadors and many other subjects. Most of his finished products he gives to his old shipmates, and other friends and relatives. He has decorated his own home with some and has even sold a few. Even though he has been retired for eight years and his time is well occupied, the sea "will never leave my veins," says Brother Decareaux. Each morning to this day, he either walks, or rides his bicycle the five blocks from his home to the Mississippi and nostalgically watches the tug-barge trafiSc and the deep sea vessels plying her waters. Occasionally, he visits his old ship­ mates aboard SlU-contracted ships when they come in for payoff in the port of New Orleans. On one of his most recent waterfront trips, to the Sugar Islander, the retired Seafarer had an interesting experience that he enjoys recounting. The Sugar Islander's veteran Bosun, William Parker, years before made his first trip as an ordinary seaman on a ship with another veteran bosun, Ignatz Decareaux. A native of Polina, La., Brother Decareaux joined the SIU at its inc6ption in 1938 and sailed with the old International Seamen's Union before that. A severe heart attack nearly ended his sailing career in 1964, but he con­ tinued shipping out until 1966 when his doctors advised that it would be best for him to retire. Seafarer Decareaux looks back on his sailing career with fond memories, and even though he is happy with his new life and new work "the sea was always my first love." Get Passports All Seafarers are advised that they should have United States passport books and should carry them with them at all times. Seafarers have encountered problems in some areas of the world because they did not have passports, and the problem seems to be increasing. In addition, many Seafarers have not been able to make flyout jobs to foreign countries be­ cause they lacked passports. A U.S. passport can be secured in any major city in the country. If you need assistance in getting a passport, contact your. SIU port agent, j ^ . Seafarers Log T:- • .' • i'- : •, ^ .. �Is Give $300 to Save Child, J1 AT SEAi Seafarers Aid Stricken Girl She's only 11. But she's lying in a hospital bed fighting for her life, Angelita Pimentel is a little angel stricken with leukemia—a cancer of the blood—and it is reported that she doesn't even know the Grim Reaper lurks near. Nicknamed "Chinggay," the pretty prl, who her hematologist Dr. Concepsion Narcisco says "is dying a little every day" in Room 158 in the ABM Sison Hospital, Mandaluyong, Manila, the Philippines, was visited recently by three Seafarers from the SlU-crewed SS Raphael Semmes (Sea-Land) an­ chored in Subic Bay. Giving the little miss $300 donated by the crew, a radio, candy and choco­ lates, were Chief Steward Rafael Her­ nandez, deck delegate AB Lars Nielsen and OS Arnold Lopez. The child's aunt and guardian Mrs. 'Josefina Pimentel profusely thanked the Seafarers who are all from the West Coast. Angelita entered the hospital July 23 where she has been losing about a pound a day. Her white corpuscle blood count is up to 73 million and her red corpuscle blood count is down to two million, according to reports in a Manila newspaper. Physicians figured she had at the most four months to live. However, they haven't given up hope, yet. Doctors are injecting the girl with the powerful, experimental drug, Oncovin. Her doctor says "If Chinggay re­ sponds favorably to this drug in one or two months, then there is hope for her. Otherwise, only God can help the girl." Oncovin costs 110 Philippine pesos a vial and Chinggay requires one a week for two injections. Without the drug she would wither away, says the specialist. Her aunt, a destitute widow, said she spent 800 pesos in four days for the drug and blood transfusions for her ward. Senora Pimentel earns a mere 600 pesos a month as a Spanish teacher. Besides herself, she supports Chinggay, a daughter, her parents and other nieces and nephews. Now, she doesn't know where she is going to get the money needed to save the life of Chinggay, the newspaper report notes. The waif of woe had been living with her aunt since her mother disappeared years ago. Last year her invalid father was crippled in a car crash. Still today in her hospital bed, Angelita thinks she only has the flu. Daily she frets over having to stay in bed. She's wan and very weak from fighting off continuous waves of dizzi­ ness. She lifts her thin arms with an effort, the Manila newspaper reports. Notwithstanding all this, Chinggay tries to be a smart tyke in the fourth grade. Chinggay's troubles all began when attacks of dizzy spells hit. Finally, when the vertigo became more frequent, her worried aunt took her to the family physician. Dr. Jose Genato, who sent her to a hospital in Panaderos, Sta. Ana. Their diagnosis had the finality of a death "sentence: acute lymphoblastic leukemia. Little Angelita is still fighting for her Ufe. , Bob Prentice is a man who prac­ tices what he preaches—^and what he preaches is education. The 55-year old salt never hesitates to advise a younger Seafarer of the importance of education and upgrading at the Lundeberg School to achieve higher ratings, better pay, and job se­ curity for the future. A long-time black gang member, he tells his younger shipmates in the engine department that the School's career advancement programs will enable them to climb to the top unlicensed ratings, as well as lay the groundwork for more advanced coursed eventually leading to a Chief Engineer's job. Although sailing off and on since 1939, Prentice did not join the SlU until 1967. Over the years, he has -sailed with other seamen's unions and feels that his widespread exfwrience has given him an objective view of the recent history of the U.S. merchant marine. He says that the SlU, because of its far-sighted educational programs, has been able to stay afloat in spite of a sinking maritime industty, and that now, in the wake of maritime revitalization, "the SIU is the best seagoing Union." Bob first took advantage of the Lundeberg School in January of 1973, getting his QMED-any rating. At that time he said his visit was "an experience I shall never forget." He returned to the HLSS in June of this year and participated in the School's relatively new LNG program, and Is SS Manhattan The SS Manhattan (Hudson Waterways) is laid up at the Sun Shipyard on the Delaware River in Chester, Pa. after her last grain run to Russia. She's having her ice belt removed but her ice breaking bow will stay put. Her original bow goes to the scrappers. September 1974 presently taking the Diesel Engine Course, first time offered at the School. Mostly self-educated, the Coloradobom Seafarer also has keen interests in geology, archeology and photography. He has taken many individual archeological field trips around the world, and has tmcovered some undated pieces of pottery from the Citadel at Aquaba' on the Jordan River. Even at Piney Point during spare time, he takes an occasional field trip and has found arrowheads and other Indian artifacts. The ex-cross country trucker, altliough a permanent resident of Tampa, Fla. will often return to his home state of Colorado for nature walks in the Rocky Mountains. Brother Prentice hopes to ship on an LNG vessel when they soon come out under the American-flag. And while aboard, you can be sure he'll be preaching what he practices so well. 1 SS Uruguay Galveston's worst fire in a quarter of a century—a spectacular nighttime wharf blaze—triggered the SlU-crew of the SS Uruguay (Delta Line) into action to save their ship this summer. The flames wiped out the wharf and caused $6-million in damage to cotton, rice and equipment. Some vessels tied up to the dock were towed away when the fire alarm rang. Seafarers got 10 fire hoses operating in eight minutes on deck. Seven min­ utes later the crew cast off all mooring lines as the ship maneuvered away from her burning wharf on her own power. The conflagration of unknown origin broke out at 10; 10 p.m. on Pier 37 across from the SS Uruguay. Despite the heat, only blistered paint was reported on the SlU-contracted vessel with no mishaps to the crew. SS Overseas Rose Oiler Robert G. Donahue, 43, of the SS Overseas Rose (Maritime Over­ seas) passed away on July 22. The SlU crew sent flowers to his mother, Mrs. Alice T. McCance of Bergenfield, N.J. The ship left Rotterdam to a payoff in Houston on Aug. 15. SS Bethflor On her way to the port of Palua, Venezuela, Seafarers aboard the SlU-con­ tracted SS Bethflor (Bethlehem Steel) reported they tried to free the jSS Oswego Defender (Bethlehem Steel) which had been aground since June 30 with no success. SS American Victory Crew pantryman Johnnie F. Ferguson took a tumble hurting his back re­ cently aboard the SS American Victory (Victory Carriers) sailing in the Gulf. Seafarer Ferguson was lifted off the deck by a helicopter to the Bayside Medi­ cal Center in St. Petersburg, Fla. An engine room flashback sent fireman-watertender O. Bogdin ashore when his arm and hand were burned. The ship's chairman. Recertified Bosun John Eddins says: "Quite a few reports in the June issue of the LOG deal with vital interests to all Seafarers. 1 hope you read them for yourselves. "Briefly, as you know. Falcon Tankers were taken over by the Navy. This same company was the low bidder on the nine new 25,000 ton tankers that are to replace the older ships operated by Hudson Waterways. Our Union is still fighting the Navy takeover of Falcon Co., and will challenge the award of this latest contract to an NMU company whose bid was higher... "The fight still goes on for the Oil Bill that when passed will guarantee more ships, more jobs. Paul Hall has addressed both Houses in this contest and manx^hours and dollars have been spent. "This is how omr investment in SPAD is used. When the job is done we'll have our dividends in jobs and security, or pork chops." SS Thomas Lynch Seafarer Bob Prentice I I ^11 SS Seafrain Maryland EducationCan Do For You i This Waterman Steamship Co. vessel sailed out of Jacksonville Harbor on Sept. 15 on a voyage to Saigon with a cargo of 5,250 metric tons of diammonium phosphate. Expected time of arrival there is on Sept. 30. SS John Penn Another Waterman Steamship Co. vessel, the SS John Penn sailed from Tampa to Bangladesh early this month with a cargo of 7,500 tons of triple superphosphate. SS Sea-Land Finance The Sea-Land Finance left Hong Kong, Kobe and Yokohama to swallow the anchor in Seattle on Sept. 14 with ports of call in Long Beach on Sept. 18 and in Oakland on Sept. 20. SS Columbia Sailing from Donaldsville, La. to Saigon will be the SS Columbia (U.S. Steel) on Sept. 15 carrying a cargo of 10,500 metric tons of diammonium phosphate. Early next month she will carry 10,900 metric tons of phosphate to Saigon from Belledune, New Brunswick, Canada. Page 15 . •. .-11 I ii' I" $: I •A "I �>. U- . 1 kt in 142 Bosuns Have Graduated Wsuns ftece Honor Roll . Twelve more bosons graduated from the SllPs Bosun Recertification Program this month and have gained a greater knowledge of their Union and the entire maritime industry. They will return to their ships and inform their brother members of our problems and how we are dealing with them. Below are the 12 new graduates, who bring the total number of bosuns to go through the program to 142. • Following are the names and home ports of the J 42 Seafarers,who have [Successfully completed the W Bosuns Recertification Program; J':--; William Wallace Otto Pedersen Seafarer Otto Pedersen, SI, has been a member of the SIU since 1941, and has been sailing as a bosun since 1944. A native of Gulfport, Miss., he makes his home there with his wife Ernie and their three children. Brother Pedersen ships out of the port of New Orleans. Seafarer Bill Wallace, 64, luu been an SIU member since 1947, and started shipping as bosuri that same year. A na­ tive of Alabama, brother Wallace ships out of the port of Mobile where he lives with his wife Rita and their three chil­ dren. Ame Hovde Seafarer Arne Hovde, 55, has been a member of the SIU since 1942, and started sailing as bosun in 1943. A na­ tive of Norway, Brother Hovde now ships from the port of Philadelphia where he makes his home with his wife Lola. ••r Jose Gonzalez Seafarer Jose Gonzalez, 48, has been sailing with the SIU since 1952, and has been shipping out as bosun since 1957. Born in Spain, he now makes his home in Brooklyn, N.Y. Brother Gon­ zalez ships from the port of New York. Enrico Tirelli Seafarer Ernie Tirelli, 53, has been sailing with the SIU since 1946, and as a bosun for the past 20 years. A native of Brooklyn, N.Y., Brother Tirelli now lives in Hackensack, N.J. He ships out of the port of New York. Sebastian Foti Seafarer Sebastian "Jimmy' ^ Foti, 57, has been sailing with the SIU since 1941, and as bosun since 1954. Born in Boston, he now ships out of the port of Wilmington where he makes his home with his wife Irene. ^ •i"' . ' 'Vs.' ir • • ^ .-i-- fS -»-I i .-r •-, ,7 I i- :•-• .. y - William Morris Ardior Beck Daniel Ticer Seafarer William "Rocky" Morris, 48, has been an SIU member since 1950 and has been sailing as bosun since 1954. A native of New York, Brother Morris ships from the port of Baltimore, where he makes his home with his wife Mary and their child. Seafarer Arthur Beck, 45, has been a member of the'SIU since 1951, and has been scaling as a bosun since 1961. A native of New York, Brother Beck now makes his home in Newark, Calif, with his wife Young Mi and their two children. He ships from the port of San Francisco. Seafarer Dan Ticer, 56, has been a member of the SIU since 1944, and has been shipping as bosun since 1951. A native of Oklahoma, Brother Ticer now makes his home in Stockton,Calif. with his wife Alida and their three chil­ dren. He ships from the port of San Francisco. ^4K: . M' ^=•5 li, h,' i:> „ , Altsfett, Jidaa, Hoostoii liSSso, Robet^ San Jaais Audsmu, Alfred, Norfolk lAtapie, Jean^ New f AnOmoa, Edgar, New Yon. Lavoine, Raymond, Baltimore ^Annis, George, New Oriea$ Lee, Hans, Seattle Alfonso, Baltimo jbevhi, Jacob, Bidtimfwe Atkinsmi, David, Seattle Leyal, Jow^ Fhiladelpliia Baker, Elmer, Houston Libby, Gei^e, New Orleans Bamhill, Elmer, Houston Mackert, Robert, Baltimore Baudoin, James, Houston Maiming, Denis, Seattle Beaven, Norman, New Orleans Bfattfoli, Gaetano, New York ij Beck, Arthur, San Francisc^ MteCadiey, Earl, New Orleans I i Beechmg, Marion, Houstoii McGinnis, Arfliur, New Orleans Beiger, David, Norfolk Meehan, WflUam, NorfoOk Bcye, Jan, New York Mmill, Charles, Mobile Bojko, Stanly, San Francisco IMBBeivCtyde,SeBtBe Bcney, Andrew, Norfolk : Momurdo, Sylvester, New Orleami Bourgot, Albert, MobQe Morrfo, Edward, Jr., Mobfle Bryan, Ernest, Houston A Morris, William, Baltimore jBryant, Vernon, Tampa floss, John, New Orieans iBondi, George, New Orleans Moyd, Ervin, Mobile Burke, George, New York / Mallis, James, Mobile Burton, Ronald, New Yorlj JMhrrry, Ra^h, San Francisco Bnshong, William, Seattle I rr Nash, Walter, New York fBiit^rton, Walter, Norfolk Nichrdson, Etqgene, Baltimore iBiodi^ Bbuhion, Houston .Nieli^ Vagn, New York fGalddra, AiDihony, Houston CPCoimor, William, Seatte Castro, Gofllermo, San Juan iB8on,Fr^Shn Francisco 1 Chrfo^beny, Ridiard, San Fiandseo:(koaamer, AUiert, San Fnmdbcp. . ^ Ciriecl^ Jol^ San Francii CO .» \ Barker, Jam^ Hoostos New York Bedefsen„Ofio, New Orleans ^ Gafooii, JstteS, Seattle Pkilil^, FNldeli^ MObi^ , £ AAlWper^ Fred, Mobfle Bimce,''Fla!yd,'i^iistmi ,> V' ^ IPAirtico, Cimries, Houstoi » ' Bnty^ WaUace, Jr., San Frmicbi^ V ilhirvflie, RMiard, Houston Pierce, Jrdiit,Bhifodelphia A IDel^^fiiBo, New York ^ A ^ Fdiianen, Viekko, New Orieans ' ; JDIcldriafm^ll^^ Mobile M .{>1 PiNdsen, Verner, Seattle Itlnsoii^ Jaraes^Mohile '^'^'^^A'PresBly, Donald, New York . ri New York ^ ? Pachalski, Kas^ PuiBami, Jain^ San Francisco Fmnen^ RayiiOnd, New (hfeam Radkh, Tony, New Oriiauis EAgteie, New Yorjr RBn, Ewhig, New Oiieans Fotk Sebasdni, Wilitiingtoil Rih^, WBllte, San FraBKibcb ^ Galu^an) Hmmedi, Houston Mngnefte, Albert, Satt Franciseo ~ I Jhu&es, New Orleans Rivoa, Alfoimo, San Juan pflai^hiidmio, Doiiato, Rodrfques, Lancelot, San Jnan |:Gpam^ RPIM^ Jacksonvile l^dr^m^ OvUio, New York papazslcz, New Yorkj ilttiey^Efibard, Bailiniore ll^rttea, Robert, New Yorii^ Schwui^ieob^ Mobfle l^riiiao,^Jiimi<A» New Ybrl^ S{df,TlHMnias^^^B^ (Nik Seattle Francisco , >Biw4,NewYdrk Sheldrake, Peter, Hopston" gflhmstvedki Alh^ New Ydrk VNbrfoflk au^Iaik Seattle ,D(N|j|If^|i}e^ - •? ,c " ' ly ' .-n-AlW.,a:iVr. • ;,|^|^lto,'I^,York Charles Merrill Seafar^ Charles Merrill, 53, has been a member of the SIU since 1942, and has been sailing as bosun since 1945. A native of Mobile, Brother Mer­ rill ships from that port city and makes his home there with his wife Mattie and their son. Politics Is V:;- ' John Spuron Seafarer John Spuron, 48, has been a member of the SIU since 1942, and began sailing as bosun in 1946. A na­ tive of San Pedro, Calif., Brother Spu­ ron now ships out from the port of San Francisco where he makes his home. Frederick Pehler I Seafarer Fred Pehler, 47, has been sailing with the SIU since 1945, and as a bosun since 1950. A native of Iowa. Brother Pehler now ships from the port of Mobile, where he lives with his wife Margaret and their three children. I, Nev^^'' ' lihnk'Neiv.Y^" - TMstfDittkSistoFraaci^ Koeni,Johts, Mobfle. konis, Perry, New York Donate to SPAD Wpace^ William, Wardlaw, Richard Houston ^ Harold, Houston \^^'Alrt», New York;' SanFrnite^ :r-'y r^-i "•i ^ Following arje the names and departments df 109 Seafarers who have ajmpleted the 'A' Seniority Upgrading Program. Heidk,C^oll,Dcck,;^A:. Hnmason, Joii, Dedk Restaino, Joiin, Engine • A-: AUisnn. Murohy, Engine Hwmmeri JjEUBes, Jr., SfCwapd , Ripfoy, rrililaiti, Deck Andrepout, P. J., Eu^e Hutchinson, Richard, Jr., Engine Rivers, Sam, Engine ^ "A, . Anudd Mott, Di^ - tRoback, James, Deck Bartol, Thomas, Deck Deck . : Johnson, Rodriguez, Charles, Engine .% Baxter, Alan, Engine ° Jones, Lcj^ette, Deck Rogersj George, -I Bean,P.L.,Deek Keg^ey, Thomas, e S^bb, Caldwell, Jr., En^e V Beanvm-d, Arthur, Engine Kelley, John, De^ , / SaHey,Robert, Jr.,Engine Aianll«1Hi^Tlatrrv Wnomuk BelUnger, Wimam, Steward Kemey, Pan!, Engine ASandeiB, Darry, Engh» liiS BhukhA, Richard, Engfoe Khksey, Chades, Enj^ne r,Ai&ed*th^ fill Bolen,Timothy, Deik . Kiftleson, L. Q., De<k ' r , Shaw, Ronald, Engine : Buike, Lee Roy, Engine KnigiU/I^ Slmohetfi,j<^eph, Steward Burke, Tim^hy,D€^ « Simpson, Spnigeon, En^ne CasUe, Stephen, Deck ^" ' Sisl^Kdth, D^ mm Clark, Garrett, Deck Kandrat, Joseph, Steward - - ' Shiiith, p. B., Sti^ Conklin, Kevin, Engine Lehiiiann,Ai1hiir,Deck / Smith, Robert, D^ Cunningham, Robert, Deik Lentsch, Rrdrert, Dedc Spell, Gary, En^ne ^ Daniel, Wadsworth, Engine Lnndeman, Louis, Deck , %eU,JoseDh,D^ Davis, Williaiii,Ded( ' Makarewicz, Richard, Engine < • ' Spenwr, H. D., Ei^uie Day, John, En^ne Manning, Henry, Steward Starter, David, EngihC Deike, Mkhaei, £B^ Marcns, M. A., Deck Svobodb, Kvetosbiv, En Deskins, WiUlam, Stemurd McAndreWy jMrarniiy ^ ^ Di.iog,kaii«.,B#r • McCahe, -• John," Engine . Tbonms^T1nM>fhy,De<k Ewing, Larry, Steward , "_McCalie,T. J., Engine ~ ' T^raittor,Rob(^Deck /; Flla, Marion, Detk Minix, Jr., R.G., Engine ;Lntterbadk, LAno', Dedt'A;: ~ lit ' ' MiraMiia lnlhi» Windnntt Galka, Thmnas, Miranda, John, Engine /, Yam^Thontas, Deck Gamy, Stephen^ Dedk Moore, C.M., Deck ^ Valten, Mdney, Garcia, Robert, De<k VanykllioHnas, Steward Gilliam, Robert, Steward Moore, Wliiiani,Deik Vnlanir, George, Dedc Walker, Marvra, En^e * - ^ Gotay, Rank Steward ^ Mortier, William, Deck Wambach, Alb^ Dedc ' Gower, David, Engine \ ' JV Fainter, Philip, Engine Graham, Patrick, De<k ^ Paloumbis, Nikrtaos, |WI!S<N%RI^^ Griines, M.H., Deck. : - 'x/y.,;'' _ _' Wohb, JrmikDedc Hari, Ray, Deck ^ Parker, Jasrti, Deik Hawkei^ Patrhkj'Dedc y^:-.Potetti,Pier8ttgdd,D^ pReam^^ Haynes, fliake, Engbte • •V 'A' Book Means Job Security Five Upgraders gain a better understanding of die ping opportimides are much better. industry they work in, and the Union The total number of Seaforers who diey belong to. And, once diey re­ have gone through this Upgrading ceive their full Books, their ship- Program has now reached 109. George Rogers Graduate Every month the Seaforers Inter­ national Union gives more Seaforers the opportunity to insure their job security for the future by putting them through a Seniority Upgrading Program in which they may learn the technology on newly-constructed ves­ sels. Seamen of the future will have to know these latest adv^cements in order to properly man American merchant ships in die years ahead. At the same time, those SHJ mem­ bers participating in die program Seafarer Steve Castle has been a member of the SIU since 1967. Born in Los Angeles^ Brother Castle now makes his home in San Diego. He ships out of San Fran­ cisco as an AB. Michael Deike Seafarer George Seafarer Mike Rogers has been a Derke graduated member of the SHJ from the Harry since 1967. Broth­ Lundeberg School er Rogers received in January, 1972. a QMED rating at Prior to attending the Harry Lundethe 'A' Seniority berg School prior to Upgrading Pro­ completing the 'A' gram, Brother Seniority Upgrad­ Derke received a ing Program. A native of Oakland, QMED rating at Piney Point. A native Calif., he now makes his home in Sacra­ of Milwaukee, he ships out of the port mento, Calif. Seafarer Rogers ships out of Houston where he makes Ms home. of the port of San Francisco. Mnrphy Allison RobertSmith Seafarer Bob Smith graduated from the Harry Lundeberg School in December, 1971. Prior to attending the 'A' Seniority Upgrading Pro­ gram, Brother Smith received his AB ticket at Piney Point. A native of Brooklyn, he now ships from the port of Houston where he makes his home. Seafarer Murphy Allison has been a member of the SIU since 1968. Prior to attending the Se­ niority Upgrading Program Brother Allison received a QMED rating at tlte Harry Lunde­ berg School. A native of Louisiana, he now makes his home in Oakland, Calif, with his wife Alma and their one child. Seafarer Allison ships out of the port of San Francisco. Page 17 '.y-l -'i 'it- i;' '• -I -.•f .1," :.4. V' . 'S „ Stephen Casde ^ii^NeYOrleansi Page 16 ' '* -•^T1rrt^k'Ettricd,: New Ydrik ^ Tbiiier^Pao!,NewOrteaiis ' f' NcY i �•f m fc look Out, Belowi ^ 21'/' •'if" .i+r': , ;,:V :..^¥-V~r.; .'V,- {'«f." • HISTORIC PRESERVATION; i li\ It's been a long time since you have heard from me, pro% ably more than eight years. In 1962 the SJU awarded me an ; Andrew Furuseth Scholarehip and in 1966 I graduated frdin Fairlei^ Dicldttson University, "^neck, N.J, Since that time, I have been working toward a goal that I laid before you as part of my scholarship appiicatiom s " I am happy at this time to tell you that I have accomplishetf:;; what I set out to do. On July 2, 19741 received notice from the Casualty Actuarial Society that I had passed my last exam and would be admitted as a "Fellow" at their annual meeting j in November in New Orleans, La. It will make me oitly the f seventh woman to become a "Fellow" in jhe Society's 60-year, 1 thought you would be glad to hear of my success since it was the SIU that has done so much to get me started. 1 am meet of your scholarship winners arc outstanding indland it pleases me to let you know that I have succeeded ^ Idie ppp^ op^ed for me;?,v i Let's Set the Record Straight r Final passage by the United States Senate of the oil imports quota bill (Energy Transportation Security Act of 1974) is a great victory which will benefit all segments of the American maritime industry. vestigated testimony was entered at the Senate hearings on the bill which con­ cluded that "there should not be any increase in the price of oil" to the con­ sumer, and that'charges for the transport of oil might actually be brought down. The fight for implementation of the oil bill has been a long, tedious, uphill, allthe-way struggle. But by no means is this fight over. The opposition's other favorite argu­ ment is that enactment of the bill will" spark retaliatory legislative measures by foreign nation's to implement their own cargo preference laws. This, they say, will cause international confrontation, and therefore the bill is not in the interest of national security. Led by the multinational oil com­ panies, the legislation's long-time opposi­ tion will continue in their campaign (o pressure President Ford into vetoing the bill—and if and when the bill is signed they will pour their forces into blocking its complete implementation. The opposition will continue to use the same old arguments that the bill is inflationary, and that it is not in the best interests of national security because it would violate existing treaties with for­ eign nations. Let's straighten a few things out right now. The oil companies claim that the bill would add anywhere from $20 to $60 billion to U.S. energy costs over the next decade. This is a completely unfounded allegation. First of all, what are the oil interests using for cost comparisons? Presently, because of the almost complete monopoly of oil transportation held by the multi­ nationals, diere are no tanker carriage rate structures available—^therefore noth­ ing with which to compare. - Secondly, expert, impartial, well-in­ Who's kidding who about national security and cargo preference? Venezuela recently enacted legislation providing for eventual 50 percent car­ riage. The Arab exporting nations have formed the Arab Maritime Petroleum Transport Co. to develop an Arab tanker fleet "large enough to carry 40 percent of Arab crude exports." Japan mandates 50 percent of oil imports on its nation's flag vessels, and France reserves two thirds of its oil imports for her fleet. Cargo preference is nothing new, and the United States is by no means setting, an international precedent. What the U.S. is doing, though, is creatmg an eventual 225,000 man years of employment for American workers, shoring up a deteriorating U.S. balance of payments, and writing a national in­ surance policy against oil transportation boycotts. - ir ~ ; mXiS ' it ^ (• \ ^ ^ f&i I We arsivcd in Vokohams sboaid Ihv SS Ibcfvill-? on Aug 22 with several beefs tibat had to be cleared dp. We also had several meclianicai problems involving the air-conditioning system, the ice-making machine, and a cold water shortage. Ed Morris, Yokohama patrolman, handled all of these cases promptly and efficiently. Therefore, in the name of the entire crew of the Iberville, I wish to commend and thank Ed for an outstanding Job. Frateniaiiy C. Tony Blake t' ' • , '•( : ' I 1974 Volume XXXVI, Hfl, > the.Seafarers interoatlanal Union North annertc#..^lentic, Guhr,^)^M and Inland Waters Qhi fccetaitlve Board i Cat Tanftor, £*ec«ffVe ViCB-PioMent gen Shepord, Vio^-Pmsitim Joe DtCiorsto, Seerafa/y-Treavurer iindsey Wimerns, Wca-ZVas/uertf Prs«H Wce-frasWfi/ir . Seefarers International Union. AtJanlie, ^ frill? { r . :>:A ine oil imports quota bill means na­ tional security, and the SIU will not rest until the bill is finally enacted, and its provisions completely implemented. Seafarers Log ui f-'MV.- �Z- Z'i . •. i'r [: fll pr^. H Alone ,., m an urban tower ., . high on a concrete floor ... with cold winds howling around me .. In the distance ^. . the hazy io^ of a bucaneer ,,. peering through the mist;. i luring my Imagihation . .. Conjuring up unfulfilled yearnings for a half remembered past... In some lost incarnation ^ . V A ship at the pier ... temporarily tied ... with the promise of adventure jUst ahead^,; While I. r. Uapped In my urban cell.,. doomed to a concrete prison v i'. a prisoner Of iwy Iwaginatipn and r .iAnd then . The telephone .., jarring the night... emotions... tangling up the wire Voices .., rasping ... fighting .. . fighting for life . Even anger is welcome ,. . the dissonant voices .. . cutting the vacuum sucldngme into The vdrtex::. > Willingly ... wiflin^y ... until the purpose is lost... the meaning gone ... the image i ,'I My nemesis ... tlie silence or the voice ..iikages running into images ... like tears... On..an inkfill^ sheet.. V V.'. CreaUng patterns where none exist.., diffusing the content.. ^ imitation of art and ', Z'l . . -V > ' * .... •peship...MiIsftOTthe^,..^y. .^CTlyrtBgoae..,a And my voyage ... ftom whimsey to anger snbsuies ... on a wave oT nostd^a., Returns... ^ Kapunsei <armdt let down her golden hair ... -<1 \-k • s ' X y Thfmis. ..A 'v-'v ' ^InThd. "The earth's nature out At sea is the' ^ Strangest force I have I Ever felt or seen" , : .'•ZKZZ:} Z--L ^' -> > ' t ,.} ,y •. ? ^ Sta«r'''' . Stars! ', « *-V ZiyZk V ^ The baby in the crib is happiness to keep The child with a toy is a ^ven Joy to see ^ /, The mind to love is a course you need i ^ ^ . Por the heart is all yon want to give. TE •. .,v.,.w .^r-v. -r --.v.v.- \ \ ^ ; Along the line of words as the memory keeps , J' I Knowing the books the thoughts and the deeds The viscissitude of life.where ends meet. . /? ' 's; ^ -.I; In the days and the n^hts when in the cradle you creep ^ Fedtog 4 tenderness when motor pms you to deep silent^ ' ^he sacriBee she has given you ouly nature can bear . L And only Gpd and country and mother can bear. Anton Eattawtch -?'' -'r' 'j,..' 'li. .r; ^ ,l f ~ " ' i- "^e Water in the current ' Thrashing against the steel ship Mm a:rV V g ^ ' - 7'^ ' ^ . >.7 •M- • ' Bypassesthenorthandthesouthwherefrigidzonesrest V v ^ * The wise man looks to the stare and leads the way to the goal-^ . rr- - * '• ;-fI1ieforce.l^^^^^^ ' ZZ'ZW J \ ' 7 Z^'Z " i:.^d then the ship drops li^ J^V;-"7l7" .^''^'"17 Books you see to the left and theshows to the right Water dripping out of a sj^ut jpout," 7- ;-J ' 7. ': ^ Neitherconcernsyouastowhatdirectionsyoutake U , And Fmstay'n right here at home ' Unaware of the thoughts you yourself could create. / I guess you could say that I'mancL. r Sea With chill and ram ... i-.. . TMI ^ ^ WiMiam ivutiai j diaf hits yon with cold pa^^ "But sometimes the heat will - flow hotter than hell and All of a sudden you'll feel ill." My sea boots are still here in the closet For I use them on snowy days Reminds you of an, vjasterrioe. Endless roller coaster ride." . - , < ' J. > / > '*You don't know when It will ever die." Passed and gone jWhen it's over you ^ Will sing a song."' ""Time out here runs on In place justlike Being in the outer space aip, many aays out at sea lakes you wonder if Someone can come iUpon land you can ' ^ • i miss me smpDoara.,»oises > > And the motion at night ui my bunk ^^hnnt'n thftbrfpzenn #4 hatch t' Page 19 September 1974 •7'', -vi v., •%.- �f Of •'S'? ' t s New SIU Pensioners i~^ ! William F. Janisch, 53, joined the SIU in 1943 in the pen of New York sailing as a chief electrician. He had sailed for 32 years. Brother Janisch walked the picket line in the N.Y. Harbor strike in 1961 and the Robin Line strike in 1962. Bom in New York City, he is a resident of Union City, N.J. m Howard F. Menz, 65, joined the Union in the port of New York in 1957 sailing in the engine depart­ ment. Brother Menz is an Army veteran of World War II and at­ tended a Crews Conference at the 'Harry Lundeberg School of Seaman­ ship at Piney Point, Md. Bom in Sewickley, Pa., he is a resident of Bmce, Fla. Anacleto Doromal, 66, joined the Union in the port of New Orleans in 1955 sailing in the steward depart­ ment He had sailed for 43 years. Brother Doromal is a native of the Philippines and is now a resident of New Orleans with his wife, Carmelita. yy .Lk if;. Edward S. Fairfield, Sr., 66, joined the SIU in the port of New York in 1953 sailing as a wiper. Brother Fairfield was in the U.S. Marine Reserve from 1930 to 1934. Bom in Philadelphia, he is a resi­ dent of New Orleans with his wife, Elizabeth. Dalphin L. Parker, 70, joined the Union in 1940 in the port of Hous­ ton sailing for 41 years, 15 of them as a bosun. Brother Parker is a na­ tive of Alabama and is a pre-World War II U.S. Navy veteran. He had applied for the Bosuns Recertification Program last March, attended u SIU Crews Conference Seminar in 1970 and did picket duty in the Dis­ trict No. 37 beef. Seafarer Parker now resides in Mobile. Thomas W. Cassidy, 50, joined the Union in the port of New York in 1955 sailing as an oiler. Brother Cassidy is a U.S. Marine veteran of World War II. A native of New York City, he is a resident of Islip Terrace, N.Y. Elmer W. Rushing, 61, joined the Union in 1940 in the port of New Orleans sailing as a bosun. Brother Rushing is a native of Mississippi and is now a resident of La Place, La. with his wife, Ethel. V Herman C. Dinger, 62, joined the SIU in the port of Elberta, Mich, in 1954 sailing as an AB. Brother Dinger was bom in Michigan and is now a resident of Kaleva, Mich, with his wife, Florence. Auhrey H. Thunnan, 56, joined the SIU in 1943 in the port of New York sailing in the engine depart­ ment. Brother Thurrnan was bom in Kentucky and is'now a resident of Murray, Ky. Barney Kelly, 52, joined the Union in 1947 in the port of NeW York sailing in the steward depart­ ment. Brother Kelly is a U.S. Air Force veteran of World War II. He was bom in Alabama and is a resi­ dent of Houston. Johannes Rons, 64, joined the Union in 1948 in the port of New York sailing in the engine depart­ ment. Brother Roos had sailed for 44 years. Bom in Holland, he is now a resident of The Hague, The Nether­ lands, with his wife, Willemina. Stanley S. Torres, 66, joined the SIU in 1947 in the port of New York sailing as a chief cook. Brother Tor, res had sailed for 41 years. A native of Hilo, Hawaii, he is now a resident erf San Francisco with his wife Olga. Chris A, Markris, 50, joined the SIU in the port of Mobile in 1956 sailing as a chief cook and baker. Brother Markris is an Army veteran of World War II. Born in Alabama, he is a resident of Mobile. Urhln E. La Barrere, 62, joined the Union in the port of Baltimore in 1955 sailing as a cook. Brother La Barrere is a native of New Or­ leans and is now a resident of Hous­ ton. Dale W. Fetrie, 57, joined the SIU in the port of Elberta, Mich, in 1953 sailing as an AB. Brother Petrie was born in Echo Twsp., Antrim County, Mich, and is now a resident of fiast Jordan, Mich, with his wife, Barbara. Albert L. Bagley, 66, joined the SIU in 1946 in the port of New York sailing in the engine depart­ ment. Brother Bagley is a native of Maspeth, Queens, N.Y. He is now a resident of Narrowsburg, N.Y., with his wife, Elizabeth. Fellcito Aponte, 62, joined the _ SIU in 1939 in the port of Baltimore sailing as a bosun. He had sailed for 38 years. Brother Aponte is a U.S. Army veteran. Born in Puerto Rico, he is a resident of Baltimore with his wife. Carmen. John H. Weglian, 62, joined the SIU in the port of Detroit in 1965 sailing as a cook. Brother Weglian was bom in Michigan and is now a resident of Southgate, Mich, with his wife, Julia. Houston Committee - 'V ^ .•v'- The SlU-contracted Houston (Sea-Land) paid off last month in Port Elizabeth, N. J. after completing a coastwise run that included visits to the ports of Jack­ sonville, Houston and Charleston. The ship's Committee members, from ths left, are: Gene Hall, deck delegate; Frank Rodriguez, ship's chairman; Tony Parker, engine delegate and Fred Kotm, steward delegate. Page20 MEMBERSHIP MEEnMlS' SCHEDULE Port Date New York ... .. Oct. 7 Philadelphia . .. Oct. 8 Baltimore .. Oct. 9 Norfolk ..... . . Oct. 10 Detroit ...... .. Oct. 11 Oct. 14 Houston .;.... Oct. 14 New Orleans . ., Oct. 15 Mobile .. Oct. 16 San Francisco .. Oct. 17 Columbus . . . 19 Chicago .. Oct. 14 Port Arthur . ., Oct. 14 Buffalo .. Oct. 16 St. Louis . .. . 17 Cleveland .... .. Oct. 17 Jersey City .. .. Oct. 14 • ' •. Deep Sea IBU UIW .. 2:30 p.m. .. 5:00 p.m. .., 7:00 p.m. .. ...,. 2:30 p.m. ..,.... 5:00 p.m. .., 7:00 p.m. .. 2:30 p.m. ..,.... 5:00 p.m. ... 7:00 p.m. .. 5:00 p.m. ...,... 7:P0p.m. — .. ..... 2:30 p.m. ..., , , , ••• .. • • • • • '' ••, 5:00 p.m. ... ,, .. ..,.. 2:30 p.m. .., 5:00 p.m. ... .. 2:30 p.m. ....... 5:00 p.m. ...> • . • ' .. 2:30 p.m. ..,• t • • • • • • •• • — , ,, .. ... 1:00 p.m. ,, .. ... 5:00 p.m. ... ,, •. • ... 5:00 p.m. ... — ... 5:00 p.m. ... • • • • • • • • • .. .. . . .5:00 p.m. . . . •• • • . . . — • '. , f • • • • •'11 • . • ;. f Seafarers Log �^ a . . i:—- - - 'avy Tanker Shenandoah Pays Off After Greenland Voyage •a '• f - •t "i- Ui • r J,''! >4"'-> ' ''4i The SlU-manned T-5 Navy TankI er Shenandoah, returning from a trip to Greenland, paid off at the Gatx 'oil Refineries in Carteret, NJ. on Aug. 18. ;The crew reported spotting hun­ dreds of loose-floating icebergs while laid over at Thule Air Force Base north of Baffin Bay on Greenland's East Coast. Seafarers have been manning die Shenandoah, one of the 13 Navy tankers operated by Hudson Water­ ways, since December of 1972. The vessels keep Army, Navy and Air Force Bases around the world supplied with essential fossil fuels. •i ' l. * The well-kept deck of the Shenandoah towers impressively over oil refineries and other industrial centers of Carteret, N.J. in the background. '« i f• Part of the Shenandoah's crew poses topside for a photo after returning from trip to Greenland. They are, from the left: James Brock, chief pumpman; Walter Sedej, QMED and engine delegate; G. Torche, bosun, and Brothers Frank and Jim Edmonds, both able-seamen. Chief Pumpman James Brock inspects one of the Shenandoah's tanks. \ --.V i..* # fj-iJ r Brother Seafarers and fraternal brothers Jim and Frank Edmonds secure tank cover on.the T-5 Navy tanker. Brothers Jim and Frank both sail as ableseamen. Chief Steward Thomas Bolton, left. Cook and Baker Fonnie Rogers, center, and 3rd Cook C. W. Tarver are three good reasons for a well-fed Shenandoah crew. The entire steward department on the T-5 tanker was given a special vote of thanks by their shipmates. ^ t -X.. .r. • Page 21 September 1974 -V I '"I I / a:.• �Columbia Committee A CLEAR ^ COURSEI If you are cravicted of possession of any iUegal drug—^heroin, barbitulates, speed, LSD, or even marijuana—the U.S. Coast Guard win revoke your seaman papers, wifliout appeal, FOREVER. . That means that you lose for the rest of your life the right to ihake a living by die sea. However, it doesn't quite end there even if you receive a suspended sentence. You may lose your right to vote, your right to hold public office or to own a gun. You also may lose the opportunity of ever becoming a doctor, dentist, certified public accountant, engineer, lawyer, architect, realtor, pharmacist, school teacher, or stockbroker. You may jeopardize your right to hold a job where you must he licensed or bonded and you may never be able to work for the city, the county, or the Federal government. It's a pretty tough rap, hut that's exactly how it is and you can't do any­ thing about it. The convicted drug user leaves a black mark on his reputation for the rest of his life. However, drugs can not only destroy your right to a good livelihood, it can destroy your life. Drug abuse presents a serious threat to both your physical and mental health, and the personal safety of those around you. This is especially true aboard ship where clear minds and quick reflexes are essential at all times for the safe operation of the vessel. Don't let drugs destroy your natural i^ht to a good, happy, productive life. Stay drug free and steer a clear course. have had tiieir benefit payments held up because to supply complete information when filing their claims. Please conTom Cranford at (212) 499-6fi00. Name Social Security Number Union |McDonald,.R.A. , 01] 011-18-0188 ; A&GII tKauffer.C. .-v',233 -5061 086-16-2506 |Ujo, R lAlexander, G. UIW;! A&G IS, S. -4/- jSnider,L. ; iMcKenzie, R. z, L. tKirk, S> , ,' iv, Moore, R. iNixon, E. ' ' psepn, I, fcDougall, W. 5ttaris, J. trlton,a .. UU,H. ' 054-44-3626 296-07-3738 372-18-5193 244-86-2424 487-16-9638 401-88-1534 494-28-7906 405-16-4569 IBU • UIW . • •- UIW T&D A&G , ''••-7-.'IBU ; A&G IBU JBU IBU ' A&G IBU A&G = 5, A. isi wm —A The SlU-contracted Columbia, operated by Ogden Sea Transport, paid off recently at the sugar docks near Kent Ave. in Brooklyn, N.Y. Her committee members are, from the left: Ramon All, engine delegate; Leslie Blanchard, steward delegate; Charles Shiroa, secretary-reporterj and Ed Tylutski, deck delegate. Usual run for the Columbia is the Far East. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disburse­ ments of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 • 20th Street, Brooklyn, N. Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealiqg with charges, trials, etc., as well as all other details, then the member so affected should inunediatdy notify headquarters. EQUAL RIGHI^. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade imion concepts and Seafarer seamen. If af any 4me a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should Immediately notify SIU President Paul Hall at headquarters 1^ certified mail, return receipt requested. Seafarers Log Page 22 : ; ..v,. .• L ''.v. . l'; •' A.,' ", . . . '• •; '''VvV-' p/T - • �'ri r - f I— Digest of SlU AMERICAN VICTORY (Victory Carriers, Inc.), July 8—Chairman T. Price; Secretary S. McDonald; Edu­ cational Director D. K. Kelley; Deck Delegate Edward J. Rokicki; Engine Delegate A. S. Stankiewicz; Steward Delegate Angeles Z. Deheza. No dis­ puted OT. The crew pantryman fell and hurt his back on Jiily 10, was taken off in the Gulf by helicopter and taken to the Bayside Medical Center, St. Petersburg, Fla. Everything running smoothly. Next port Tampa, Fla. SEATRAIN MARYLAND (Hudson Waterways), July 7—Chairman Recer­ tified Bosun John Eddins; Secretary W. J. Fitch; Deck Delegate H. DeBoissiere; Engine Delegate J. F. Billot Jr.; Steward Delegate F. Urias. $4.50 in ship's fund. Some disputed OT in deck department. Chairman suggests that all crewmembers read the June issue of the Seafarers Log which contains many articles of vital interest to all. Crewmembers will also have a better under­ standing of how their investment in SPAD is used. OGDEN WILLAMETTE (Ogden Marine Inc.), July 7—Chairman Re­ certified Bosun Robert Schwarz; Sec­ retary E. Kelly; Educational Director H. Wilkerson; Deck Delegate Luis A. Spina; Steward Delegate A. A. Smith. Chairman spoke on the Energy Trans­ portation Bill which is on the Senate calendar and the importance of con­ tinuing support of SPAD. No disputed OT. Vote of thanks to the steward de­ partment for a job well done. ARIZPA (Sea-Land Service Inc.), July 6—Chairman Recertified Bosun S. J. Jandora; Secretary W. Seltzer; Deck Delegate Walter Gustanson; En­ gine Delegate Jose Pineiro. No dis­ puted OT. Chairman advised that anyone who had the required time for upgrading and needed an application they are aboard the ship. He advised that it is to the benefit to the individual as well as the Union to upgrade when­ ever possible. If any crewmember needed additional information on this program, the chairman offered his help. Vote of thanks to the steward depart­ ment for a job well done. SAUGATUCK (Hudson Water­ ways), July 21—Chairman Recertified Bosun J. Delgado; Secretary J. Spivey; Educational Director H. Hess; Deck Delegate A. E. Weaver; Engine Dele­ gate V. T. Yates; Steward Delegate P. C. Stubblefield. Chairman advised crewmembers to read the Seafarers Log each month and to remember the im­ portance of their SPAD donations. No disputed OT. Everything running smoothly. DELTA ARGENTINA (Delta Steamship Lines), July 13—Chairman Recertified Bosun Tony J. Radich; Secretary S. B. Wright; Educational Director R. Lawson. Chairman com­ mented on how the SIU is getting new ships and jobs for all. That the Hany Lundeberg School at Piney Point is expanding and growing rapidly. Urged all crewmembers to contribute to SPAD so that legislation to protect the security of every crewmember and his family may be continued. No dis­ puted OT. Vote of thanks to the steward department for a job well done. Next port Belem. Strips' Meetings POTOMAC (Ogden Marine), July 7 —Chairman J. D. Blanchard; Secretary N. Johnson; Deck Delegate Henry Bouganim; Steward Delegate Henry Jones. $20 in ship's fund. No disputed OT. Everything running smoothly. Next port Dakar. ARTHUR MIDDLETON (Water­ man Steamship Corp.), July 14 — Chairman Lee J. Harvey; Secretary W. Braggs; Educational Director H. John­ son. Chairman held a general discussion on Union activities for the benefit of the young crewmembers on board. No disputed OT. Everything running smoothly. Next port Durban. JEFFERSON DAVIS (Waterman Steamship), July 28—Chairman Louis L. Arena; Deck Delegate John O. Frazier; Engine Delegate Thomas P. Toledo. No disputed OT. Request that a new assortment of books be obtained for the library. Observed one minute of silence in memory of our departed brothers. CITIES SERVICE NORFOLK (Cities Service), July 11—Chairman L. Stevens; Secretary M. Phelps; Edu­ cational Director J. Watson. Some dis­ puted OT in engine department. Vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. DELTA BRASIL (Delta Steamship), July 11—Chairman E. A. Ruhn; Sec­ retary R. P. Marion; Educational Di­ rector B. Cooley; Deck Delegate J. klondyke; Engine Delegate N. Garcia; Steward Delegate J. Huihmerick. No disputed OT. Any money in ship's fund to be used for purchase of food and refreshments for barbecue. Next port Santo Domingo. OVERSEAS ALEUTIAN (Maritime Overseas Corp.), July 21—Chairman Recertified Bosun T. Self; Secretary A. Brodie; Educational Director R. Guerra; Deck Delegate Henry E. Jones; Steward Delegate Malcolm Steven. Some disputed OT in engine depart­ ment. Everying running smoothly. Next port Manchester. OVERSEAS TRAVELER (Mari­ time Overseas), July 14-^hairman Recertified Bosun F. Cooper; Secretary J. Thomas; Educational Director W. Linnette. No disputed OT. Vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. * f Lyman Hall Committee > 11 I The Ship's Committee aboard the Lyman Hall (Waterman) poses for the LOG photographer during the ship's most recent payoff at Pier 7 in Brookiyn, N. Y. They are, from the ieft: Rosco Rainwater, steward deiegate; Clayton Thomp­ son, deck deiegate; Felix Diaz, educational director and Ralph Collier, secretary-reporter. The Lyman Hall, having just finished a Far East run, is bound for Europe. CONNECTICUT (Ogden Marine Inc.), July 7—Chairman Carl Linberry; Secretary George W. Luke; Educational Director H. S. Buder; Deck Delegate B. Hoffman; Engine Delegate Mike J. Berry; Steward Delegate John R. Eppersom. No disputed OT. Vote of thanks to the steward department for a job well done. Observed one minute of CHICAGO (Sea-Land Service), July silence in memory of our departed 29-Mrhairman Recertified Bosun O. brothers. Rodriguez; Secretary F. Vega; Educa­ SEALAND McLEAN (Sea-Land tional Director Radam. No disputed Service Inc.), July 5—Chairman Re­ OT. Observed one minute of silence certified Bosun Donald J. Pressly; Sec­ in memory (ff our departed brothers. retary T. R. Goodman; Educational Director E. C. Tyler; Engine Delegate OVERSEAS ULLA (Maritime Over­ Daniel Dean. No disputed OT. Vote of seas), July 28—Chairman Walter Col- thanks to the steward department for a ley; &cretary John S. Burke Sr.; Edu­ job well done. Next port Elizabeth. cational Director Franklin Miller; Deck TAMARA GUILDEN (Transport Delegate M. C. Cooper; Engine Dele­ gate C. Johnson; Steward Delegate Commercial Corp.), July 28—Chair­ Herbert Holling. $60.50 in ship's fund. man John P. Davis; Secretary HatSome disputed OT in engine and stew­ gimisios; Educational Director Charles ard departments. Vote of thanks to the Wagner; Engine Delegate William Slaysteward department for a job well done. ton. $10 in ship's fund and $154 in movie fund. Some disputed OT in en­ Next port Charleston. JOHN PENN (Waterman Steam­ gine department. Everything running ship), July 5—Chairman H. Braun- smoothly. GALVESTON (Sea-Land Service), stein; Secretary A. S. Freeman; Educa­ tional Director A. Barbaro. Some July 21—Chairman Recertified Bosim disputed OT in deck department. Karl A. Hellman; Secretary Gus Skendelas; Educational Director Roger P. Everything running smoothly. SHOSHONE (Hudson Waterways), Coleman; Deck Delegate David H. July 28—Chairinan Recertified Bosun Boone; Engine Delegate John A. Sulli­ B. F. Gillain; Secretary R. Robbins; En­ van; Steward Delegate Oscar Svenson. gine Delegate Byron Elliott. Some dis­ $36.05 in ship's fund. No disputed OT. puted OT in deck and steward depart­ Vote of thanks to the steward depart­ ment for a job well done. ments. Everything running smoothly. MERRIMAC (Ogden Marine Inc.), July 7—Chairman John C. Green; Sec­ retary W. T. Rose; Educational Direc^ tor V. D. India; Deck Delegate Edward O'Connell. $25 in ship's fund. No dis­ puted OT. Everything running smoothly. AMERICAN EXPLORER (Hudson Waterways), July 21—Chairman An­ drew N. Borre; Secretary E. Sylvester, Educational Director N. P. Oliver. No disputed OT. Chairman spoke to the crewmembers on the advantages that the Harry Lundeberg School in Piney Point has to offer the membership. Everything running smoothly. ROSE CITY (Sea-Land Service Inc.), July 14—Chairman Recertified Bosun F. E. Selix; Secretary R. P. Taylor; Educational Director N. Paloumbis. Chairman held a discussion on SPAD. No disputed OT. Vote of thanks to the steward department for a job well done. COSSATOT (Hudson Waterways), July 8—Chairman M. Casanusva; &cretary R. Hannibal; Educational Direc­ tor J. Mata. Some disputed OT in deck department. Vote of thanks to the cook for excellent baking. Everything run­ ning smoothly. t' f-- I OflScial ship's minutes were also"re­ ceived from the following vessels: PANAMA SL COMMERCE COLUMBIA MILLICOMA JACKSONVILLE BROOKLYN MIAMI FORTHOSKINS MX. VERNON VICTORY V-,. V . Page 23 September 19/4 N -criiA;., . v- I- �. ,} _ t :! i j:"'.'! • . iMi ANNUAL REPORT For the fiscal ended December 31,1973 SEAFARERS VACATION FUND f . (Name of Welfare Fund) ' ' 275 20th Street, Brooklyn, N.Y. 11215 - ^ (Address of Fund) 17. Fund Balance (Reserve for Future Benefits) at $ 967.308.50 Beginning of Year $8,871,727.56 18. Total Additions During Year (Item 7) ...... 8,075,077.55 19. Total Deductions Daring Year (Item 16) .... 796,650.01 20. Total Net Increase (Decrease) 21. Fund Balance (Reserve for Future Benefits) at end of Year (Item 14, Statement of As­ $1,763,958.51 sets and Liabilities) to the STATEMENT OF ASSETS AND LIABILITIES End of ASSETS . Reporting Year SUPERINTENDENT OF INSURANCE of die STATE OF NEW YORK NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 has been filed in lieu of pages 7 to 14 of the New York Annual Statement, Part IV—Section A of Form D-2 may be substituted for Page 3 herein. (2) The Annual Report is required to be filed, in duplicate, not later than five <' ^ months after end of fiscal year. Address replies to New York State Insurance Department, 55 John Street, New York, New York 10038. ' ' (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. If you are interested in a more comprehensive treatment refer ij to Page 4 under the heading, "Additional Information is Available". CHANGES IN FUND BALANCE (RESERVE FOR FUTURE BENEFITS) ,: V ADDITIONS TO FUND BALANCE _ Item 1. Contributions: (a) Employer (b) Employee (c) Other (Specify) 2. 3. 4. 5. 6. 7. $8,732,929.62 , ,, (d) Total Contributions .i...... Dividends and Experience Rating Refunds . from Insurance Companies .' Investment Income: (a) Interest .; (b) Dividends (c) Rents (d) Other (Specify) (e) Total Income from Investments Profit on disposal of investments Increase by adjustment in asset values of investments Other Additions: (Itemize) (a) See Attachment ...; (b) r : (c) Total Other Additions ............ i ... Total Additions $8,732,929.62 • . 65,929.45 "^ v • : 65,929.45 Item ~r~Cash.. $ 201,717.03 2. Receivables: (a) Contributions: (1) Employer See Attachment 2,500,676.75 (2) Other (Specify).See Attachment 750,000.00 (b) Dividends or Experience Rating Refunds 385,519.45 (c) Other (Specify) See Attachment 3. Investments: (Other than Real Estate) (a) Bank Deposits At Interest and Deposits on Shares in Savings 1,022,337.11 and Loan Associations (b) Stocks: (1) Preferred (2)' Common (c) Bonds and Debentures: • rir (1) Government Obligations (a) Federal ' (b) State and Municipal ... .-. JO,000.00 : (2) Foreign Government Obligations .......^ (3) Non-Government Obligations (d) Common Trusts: (1) (Identify) ' (2) (Identify) (e) Subsidiary Organizations (Identify and Indicate Percentage of Ownership by this plan in the subsidiary) (1) % (2) % 228,820^4 4. Real Estate Loans and Mortgages ... ................ • • • • 7 5. Loans and Notes Receivable: (Othef than Real Estate) (a) Secured ;; (b) Unsecured 6. Real Estate: '" (a) Operated .i (b) Other Real Estate .... 7. Other Assets: • 1,996.56 (a) i\ccrued Income ............v....................... (b) Prepaid Expenses .^.... y.. i <.<.• (c) Other (Specify) See Attachmeht 23,714.50 8. Total Assets , $5,144,781.94 • ' • •; ' LIABILITIES ' 72,868i49^ 72,868.49 $8,871,727.56 DEDUCTIONS FROM FUND BALANCE 8. Insurance and Annuity Premiums to Insurance Carriers and to Service Organizations (In­ cluding Prepaid Medical Plans) 9. Benefits Provided Directly by the Trust or Separately Maintained Fund 10. Payments to an Organization Maintained by the Plan for the Purpose of Providing Bene­ fits to Participants 11. Payments or Contract Fees Paid to Independ­ ent Organizations or Individuals Providing Plan Benefits (Clinics, Hospital, Doctors, , etc.) ................................ 12. Administrative Expenses: (a) Salaries (b) Allowances, Expenses, etc. (c) Taxes (d) Fees and Commissions '. (e) Rent '. .....' (f) Insurance Premiums .. i (g) Fidelity Bond Premiums ...: ,.. (h) Other Administrative Expenses (Specify) See Attachment (i) Total Administjrative Expenses. ;. 13. Loss on disposal of investments 14. Decrease by adjustment in assets values of in­ vestments 15. Other Deductions: (Itgipize). (a) See Attachment - ii V ^ RECONCILEMENT OF FUND BALANCE Insurance and Annuity Premiums Payable ................ -Unpaid Claims (Not Covered by Insurance) .... Accounts Payable Accrued Expenses Other Liabilities (Specify) See Attachment Reserve for Future Benefits (Fund Balance) ........ Total Liabilities and Reserves "$2,609,419.62 748,570.20 22,833.61 1,763,958.51 $5,144,781.94 ADDITIONAL INFORMATION IS AVAILABLE $6,874,541.32 ~ 910. 11. 12. 13. 14. 15. REPORT ON EXAMINATION: This fund is subject to periodic examination by the New York State Insurance Department. All employee-members of the fund, all con­ tributing employers and the participating unions may inspect the Reports on Examina­ tion at the New York State Insurance Department, upon presentation of proper credentials. If you wish to see the Report, please contact the New York State Insurance Department, Welfare Fund Bureau, 55 John Street, New York 10038—Telephone: 488-4161 (Area Code 212). OTHER INFORMATION: Also available for inspection—to the public generally-— are the annual statements and registration documents filed by the Fund. These may be inspected during working hours at the above address, or at the office of the Fund.STATE OF. 101,486.66 7,697.09 8,139.40 32,611.95 25,281.60 5,212.43 SS. V- COUNTY OF. and. \':vi • .'f 338,162,93 518,592 Trustees of the Fund and affirm, under the penalties of perjury that the contents of this Annual Report are tiiie and hereby subscribe therejo. Employer trustee/ '681-944.17 (b) ......................v.............. (c) Total Other Deductions . . 16. Total Deductions .....; Continued on Page 25 ' Seafarers log Page24 .,r •• /- '••• 4 <:''l 1 iv; i. -A:) ,V -f' I. -I -ri.iMt .,:l --I. i'-^ • t..I.-,c �Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid Peter Gavillo Please contact Mrs. H, S. Lincoln as soon as possible at 2716 Maryland Ave., Baltimore, Md. 21218. James Edward Hughes Please contact Hazel M. Wagner as soon as possible at 522 Summer Ave., Burlington, Iowa 52601 or call (319) 754-8516. July 25-Aug. 21,1974 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident (2 $8.00 Special Equipment Optical Supplemental Medicare Premiums Frank Nagy Please contact Mrs. M. Nagy as soon as possible at 21 Ixia Rd., Wychwood, Germiston, Transvar, South Africa. Emett Thompson Please contact Bill Doran at his Brooklyn address as soon as possible. All Seafarers Mrs. Beatrice Suthard, mother of Seafarer Robert Morgan, wishes that anyone khowing the whereabouts of her son have him contact her as soon as possible at 416-A Chestnut Dr., Lakewood Acres, Rt. 6, New Port Richey, Fla. 33552. DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital • Surgical Maternity Blood Transfusions Optical Desire Jean Louis La Berre Please contact your daughter, Mircille La Berre, as soon as possible at (305)851-2864. . PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses .. Surgical Optical Blood Transfusions Special Equipment Dental , Supplernental Medicare Premiums Brother Katzoff Sends Greetings Seafarer Max Katzoff, whose poems often appear in the pages of the LOG, would like to say hello to his **old shipmates in the port of Son Francisco.** Brother Katzoff is presently living in Jerusalem, and if his friends would like fo get in touch with him, they can reach him at P.O. Box 6740, Jerusalem, Israel. SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation SEAFARERS VACATION FUND ATTACHMENT TO 1973 NEW YORK STATE INSURANCE DEPARTMENT ANNUAL REPORT YEAR ENDED DECEMBER 31, 1973 Other Additions Page 2—^Item6(a) $ Interest on delinquent contributions receivable Reduction in provisions for reserve for contributions doubtful of collection Increase in uncollectable contributions applicable to field administra­ tion Adjustment to prior years reserve for payroll taxes payable on vaca­ tion benefits paid Unclaimed vacation checks $ Otim Deductions Page 2-^em 15(a) ^ Payroll taxes on vacation benefits ^.... •. Write-off of uncollectable contributions Examination, expense—New York State Insurance Dept YEAR TO DATE 15 236 89 9 3 6,032 212 11 117 5,070 2,349 121 30 59,368 12 1,746 231 372 62 97 14 4 153 3,549 567 1,014 186 29 1,225 77,137.85 1,978.93 9,464.50 3,900.00 241.00 3,101.51 716,157.68 17,715.07 129,352.45 48,434.75 • 2,212.65 26,049.97 30,000.00 15,629.33 5,096.62 1,690.00 1,561.03 2 1 1,895 84 1,306 943 102 454 4 21 6 12,947 36.10 140.00 13,013.40 247,000.00 209,404.59 36,186.60 14,057.25 10,533.82 305.75 4,716.61 1,416.86 93,576.30 1 61 150.09 20,786.81 9,533 2,238 812 12,583 91,542 15,469 8,376 115,387 — ' 10 110 101 12 92 — MONTH TO DATE $ YEAR TO DATE 42,500.00 $ 316,295.88 236.00, 5,070.00 267.00 7,047.00 1,508.30 17,770.55 784.00 3,478.00 48,256.00 474,944.00 — 3,515.40 4,747.90 39,616.58 839.90 11,422.70 — I. •t. ^ I-; - i ^• Tabulating services Equipment rental Employee benefits Contribution to pension plan Port activity reports Repairs and maintenance Dues and subscriptions Miscellaneous Microfilming Temporary office help ' Personnel recruiting 259,379.97 5,281.40 5,963.28 21,633.91 18,200.00 2,070.63 317.28 246.86 525.46 12.77 1,518.27 $ 338,162.93 18,775.36 7' :i. 29,697.84 Statement of Assets and liiibilities 11,652.62 9,349.50 72,868.49 Item 2—^Receivables (a) (1) Employer contributions $2,560,976.75 Less Reserve for contributions doubtful of collection .... 60,300.00 $2,500,676.75 (a) (2) Time Certificates of Deposit $ 750,000.00 $ 597,665.22 79,046.46 5,232.49 $ 681,944.17 s (c) Other Receivables Due from otheC Plans Miscellaneous . • ^ ^ ... ?r $ 382,492.70 3,026.75 $ 385,519.45 * $ $ • I 65,377.92 41,663.42 23,714.50 9,436.82 ... 9,665.65 1,761.85 -• 2,148.78 Item 13—Other Liabilities Contribution^ receivable—credit balance . $ ' 22,833.61 Page 25 •» . •i&M • *f 262,279.46 2,457,067.27 538,303.71 3,729,706.50 407,374.28 4,458,173.40 $1,207,957.45 $10,644,947.17 Item 7(c) Other Assets Furniture, fixtures and equipment Less ^cumulated depreciation Stationery, supplies and printing Postage, express and freight September 1974 MONTH TO DATE 3,393.17 Other Administrative Expenses Page 2—Item 12(h) Telephone and telegraph Amount •• j Continued from Page 24 Detroit office expense Number �I II i •. - t V-", • • y.: .1 M'"" pp5?rSv'i r''' ' " ^ -r.~.: ; ;v. T ,.rS • i' -'-' { y ' • I #•- /K ! ^ » i' • ' t.-'"-':- 'm •i f 1I ^ - • ! !• ^citt(^out^^a«€ /4ticic«tt ;4nt t ' 5 "Sir i 1 ?.i«. I r' 53^!^ • 0 i ^ y- I#- .f^\ ?'3C / 1- O/i Lydia, Oh Lydia, say have you met Lydia? \,Lydia the tattooed lady. — Groucho Marx . . . from "Lydia The Tattooed Lady" The art of tattooing is an ancient one, dating back thousands of years. There is evidence that the people of Egypt were tattooed as early as 1300 B.C., and burial remains of people in Siberia show evidence of tattoos in 300 B.C. Julius Caesar claimed that natives of Britain were tattooed when he invaded that land in 54 B.C. Tattooing—as most people know—is the pro­ duction of patterns by inserting dye under the skin. The word tattoo originally comes from the Tahitian, "tatu", and was introduced into English and other European languages after it was first recorded by members of James Cook's expedition to the South Seas in 1769. People get tattooed for many reasons, and vari­ ous cultures and customs have a lot to do with the motives. Some anthropologists think the practice originally developed from painting the face and body. Tattooing is usually done for either decora­ tive purposes; as an indication of status, or as a means of obtaining magical protection. There are several methods of tattooing, and these, too, vary according to culture and geograpWc location. For exaniple, in the Pacific Is­ lands the tattooer follows an outline traced on the skin, tapping the back of a comblike arrangement of thorn or bone to force the row of points re­ peatedly through the skin. The comb is dipped into a dye before tapping, or the dye may be rubbed into the freshly made wounds. The dye used is a dark pigment made of soot and water or oil, and sometimes vegetable juice. There is not much pain during the process —the points don't penetrate deeply. Designs are permanent—any mistakes can't be corrected. In New Zealand, the Maori warriors marked their faces with individual combinations of curves and spirals as dye was laid into grooved lines cut into the skin. This was used rather than the punc­ ture design process and it was an important mark of a man's identity. Some of the most complex tattooing took place in the Marquesas Islands of Polynesia, where sometimes the entire body was covered, including the scalp, eyelids and inside of the lips. The de­ signs were of human figures and objects of every-' day use. .Both men and women were tattooed, especially those of high social status. Aside from decorations and as an indication of social status, people in various parts of the world would get tattooed for superstitious and magical reasons. Burmese people had themselves tattooed with demon figures to protect against snake bites, and with cats to increase their agility; or so they beUeved. And up until the middle of the 20th Century, people in Iran were tattooed not only to beautify themselves, but to cure sickness and pro­ tect against the "evil eye." The art of tattooing has always been more pop­ ular in the Far East and Pacific Islands than in Eurppe and the United States. After the advent of Christianity tattooing was forbidden in Europe. In the Americas many Indian tribes customarily . \ i , 7 - ' yy. Seafarers Log �i r ?-r tI:.-''• % , -v 'Z3» !| I fejf <l?U -C^ ,, m. ? • .••'^^•''•;ir:'n «;>.• -•••r ; .x%; r ;^ ; ' ^ feSBSW r-: ImBSm -. ;t'S5: -; r' ^a^fev fr f fcM:- ijS'V } :: •M' _,..sl. 1. :-21' •\^ ' t ' ^ '• StM ^n^eticcd ^odaxf tattooed the body or the face or both. Tattooing was rediscovered by Europeans when, because of exploration, they came into contact with American Indians and Polynesians. Tattooed Indians and Polynesians, and Europeans tattooed abroad attracted quite a bit of interest at exhibits, fairs and circuses in Europe and the United States during the 18th and 19th Century. -Before long tattoo "parlours" sprang up in many cities (especially port cities) throughout Europe and the United States. These parlours had many designs available, and with the advent of electric tattooing (first patented in the U.S. in 1891) the tattooing business flourished. The best customers for these parloi'.rs were (and still are) seamen, those serving their country in its navy and men in the merchant niarine. Among all the world's professions, the greatest number of tattoos can be found on men who go to sea. It is not really clear how or why this custom began among seafarers, but it probably started because many of them visited foreign ports (i.e. Far East and Pacific Islands) and decided to try out on themselves what they had seen on the na­ tives. Many seafarers who get tattooed don't give it much consideration or thought, although once you have had it done it is extremely difficult to remove. If, after you've been tattooed, you find you dislike it—you're stuck. There are many classic tattoos'among seamen. Some which are common and popular with U.S. seaforers are: The American Eagle and/or an , ''' i ^j •/••'•y/v'-'A/.-A'''//'-,. " American flag; the Statue of Liberty; any type of ship; the words"Homeward Bound"and "Mother" under an appropriate design; and either a girl­ friend's or wife's name, usually inside a heart. Another popular and classic tattoo is a naked woman. Tattooing—especially in foreign ports—is a fairly lucrative business. Most ports have tattoo parlours, but in some—notably Bombay, Oki­ nawa, Amsterdam and a few in Korea—men with attache cases roam the streets or hang out in places that seamen frequent, peddling tattoos. They carry both the equipment for applying them and whole "catalogs" of designs and patterns. Many seamen today get tattooed in foreign ports, however there are a few American ports which have tattoo parlours. One such port is San Francisco, another is Honolulu. [Tattooing has been outlawed in some states, including New York, because there is some evidence of a con­ nection with such diseases as skin cancer and hep­ atitis.] Prices for tattoos vary according to the size and complexity of the design. Small and medium ones usually range around $10; more elaborate ones are closer to $20 and up. The practice of tattooing is still quite common today although it has never really caught on in Europe and in the Americas as much as in other parts of the world; there is a major diflference in that the practice is very commercial in Europe and on the American continent, while it is done more as a ritual and as part of the culture in other sec­ tions of the world. ' I• 1 '.i '' .19P^ I •'•V^vS I Si, •v f Page 27 September 1974 �•- ..s» ^ 'U I t •-r«" •I %• r • : PART IV—.SECTION B | '-'i. . • -- STATEMENT OF RECEIPTS AND DISBURSEMENTS For the fiscal year ended March 31,1974 .|! i; •:W ? ANNUAL REPORT GREAT LAKES TUG AND DREDGE PENSION PLAN Name of Flan: Great Lakes Tug and Dredge Pension Plan For year Beginning April 1, 1973 and Ending March 31,1974 fwl File No. WP-! 57217 (Name of Welfare Fund) b'* •: 275 20th Street, Brooklyn, New York 11215 (Address of Fund) tothe V SUPERINTENDENT OF BANKS of the \ : STATE OF NEW YORK i NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy o£.U.S. Department of Labor Form D-2 is required to be filed in lieu of Pages 7 to 14 of the New York Annual Statement, the Statement of Assets and Liabilities (Part IV, Section A) and the Statement of Receipts and Disbursements (Part IV, Section B) of Form D-2 may be substituted for Pages 2 and 3 herein. (2) The Annual Report is required to be filed, in duplicate, within five months after the close of the fiscal year used in maintaining the records of the fund. Address replies to New York State Banking Department, Employee Welfare Fund Division, 100 Church Street, New York, New York 10007. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment, refer to the Annual Statement, copies of which may be inspected at the office of the fund, or at the New York State Banking Department, Employee Welfare Fund Division, 100 Church Street, New York, New York 10007. CASH RECEIPTS | . Item . . 1. Contributions: (Exclude amounts entered in Item 2) a. Employer (Schedule 1) $ 223,996.83 b. Employee 64,156.05 c. Other (Specify) d. Total Contributions $ 288,152.88 2. Dividends and Experience Rating Refunds From Insurance Companies 3. Receipts From Investments: a. Interest $ 95,790.89 b. Dividends 38,533.92 c. Rents ...'. d. Other (Specify) e. Total Receipts From Investments 134,324.81 4. Receipts From Sale of Assets: a. Sales to parties-in-interest $ b. Sales to others 1,354,869.23 c. Total Receipts From Sale of Assets (Schedule 2) 1,354,869.23 5. Other Receipts: a. Loans (Money borrowed) $ b. Other (Specify) Exchanges and insurance refund $ 582.51 c. Total Other Rweipts 582.51 6. Total Receipts :. $1,777,929.43 CASH DISBURSEMENTS 7. Insurance and Annuity Premiums Paid to Insurance Carriers 8. 9. 10. i- ( 11. . >• ANNUAL REPORT OF THE GREAT LAKES TUG AND DREDGE PENSION PLAN ' f. ASSETS^ 4' • A -1:1 •4 t 1. Cash: a. On interest $ 265,874.50 b. Not on interest 12,093.72 b. In office . $ 277,968.22 2. Bonds: a. Government obligations $ b. Other obligations 1,324,739.08 1,324,739.08 3. Stocks: a. Preferred $ 99,239.22 b. Common 895,245.26 994,484.48 4. Mortgage loans on real estate ' 5. Real estate, less $ encumbrances and less $ allowance for depreciation 6. Interest and other investment income due and accrued 24,463.91 Other assets (List each separately): 7. Contributions receivable 9,359.14 8 9. 10. Total Assets $2,631,014.83 LIABELITIES 4- 1 il 1(r 1, 1 I i W' . 11. Outstanding benefit claims not covered by insurance carriers ... $ 384.88 12. Other amoimts set aside for payment of benefits 13. Premiums and annuity considerations due to insurwce carriers for member benefits 14. General expenses due or accrued .' 8,783.40 Other liabilities (List each separately): 15 16 17. ;r. 18. Total Liabilities 9,168.28 19. Balance of Fund , ^ 2,621,846.55 20. Total $2,631,014.83 1 The assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued at their aggregate cost or present value, whichever is lower, if such a statemetit is not so required to be filed with the U.S. Treasury Department. Page 28 a lu.-•' 12. 13. 14. 15. and Payments to Service Organizations (Including Prepaid Medical Plans) $ Benefits Provided Directly by the Trust or Separately Maintained Fund 89,202.99 Payments to an Organization Maintained by the Plan for the Purpose of Providing Benefits to Participants (Attach latest operating statement of the Organization showing detail of administrative expenses, supplies, fees, etc.) Payments or Contract Fees Paid to Independent Organizations ^ or Individuals Providing Plan Benefits (Clinics, hospitals, doc^ tors, etc.) Administrative Expenses: ; a. Salaries (Schedule 3) $ 14,858.66 i • b. Allowances, expenses, etc. (Schedule 3) .. 3,001.35 j> c. Taxes 1,176.27 d. Fees and commissions (Schedule 4) 9,785.31 " e. Rent 4,238.99 f. Insurance premiums 141.44 ^ ~ g. Fidelity bond premiums 52.00 ; t? h. Other administrative expenses (Specify) _ Tabulating and office expense 21,126.50 i. Total Administrative Expenses 54,380.52 Purchase of Assets: a. Investments: (Other than real estate) (1) Purchased from parties-in-interest $ (2) Purchased from others ' 1,379,475.27 b. Real Estate: (1) Purchased from parties-in-interest (2) Purchased from others c. Total Purchase of Assets .TTTTTTTTTTT 1,379,475.27 Loans (Money loaned) Other Disbursements: (Specify) a. N.Y.S. Examination and filling fees $ 971.39 b. Exchanges 107.75 c. Total Other Disbursements 1,079.14 Total Disbursements $1,524,137.92 ANNUAL REPORT OF THE GREAT LAKES TUG AND DREDGE PENSION PLAN STATE OF NEW YORK SS. COUNTY OF KINGS and Trustees of the Fund and ^ ' ' •- being duly sworn, each for himself deposes and says that this Annual Report is true to the best of his information, knowledge and belief. Employer Empl9^ trustee: Seaf^re^Loig �-1':rr - SIU pensioner Osborne M. Brooke, Jr., 54, died of em­ physema in Mobile General Hospital on May 18. Brother Brooke joined the Union in 1939 in the port of Mobile sail­ ing in the engine department. He had sailed for 37 years. Seafarer Brooke was born in Portsmouth, Va. and was a resident of Prichard, Ala. He was a pre-war veteran of the U.S. Army. Bur­ ial was in Wilson Annex Cemetery, Whistler, Ala. Surviving are his widow, Faye; three sons, Osborne, Jr., Ill, Robert and Albert; a stepson, James E. Cox of Prichard; four daughters, Ruth, Diana, Russella and Laurie and his par­ ents, Mr. and Mrs. Osborne M. Brooke, Sr. Jacob C. McLaugblin, 62, died of a gunshot wound on July 12 inflicted by robbers. Brother Mc­ Laughlin joined the SIU in the port of Wilmington in 1969 sailing in the steward department. Born in Spring Run, Pa., he was a resident of Baltimore. Surviv­ ing are two sisters, Mrs. Ruth M. Musser of Granada Hill, Calif, and Mrs. Betty L. Blackmon of Las Vegas, Nev. SIU pensioner Na­ poleon A. Blanchard, 75, died of a heart attack while under­ going surgery in St. Joseph's Hospital, Tampa on Mar. 1. Brother Blanchard joined the SIU in the port of New York in 1950 sailing as a chief cook. Born in Massachusetts, he was a resident of Tampa at his death. Burial was in Rose Hill Cemetery, Tampa. Surviving are his widow Bonnie and a son, Ernest. Robert G. Dona­ hue, 43, was found drowned in waters of Rotterdam Harbor on July 22. Brother Donahue was. ashore from the 5S Overseas Rose (Maritime Overseas). He joined the SIU in the port of New York in 1959 sailing as an AB. Seafarer Donahue graduated from the Andrew Furuseth Training School in Brooklyn, N.Y. in 1959 and attended an SIU Crews Con­ ference at the HLSS in Piney Point, Md. He was a Navy veteran serving aboard the USS Des Moines. A native of New York City, he was a resident of Hous­ ton. Surviving is his mother, Mrs. Alice M. Donahue of Bergenfield, N.J. Gus W. Smalls, 24, expired on Mar. 22, 1971. Brother Smalls joined the SIU in the port of New York in 1968 sailing as an OS. He gradu­ ated in that year from the Harry Lundeberg School of Seamanship in New Orleans and attended a SIL[ Crews Conference in 1970 at Piney Point, Md. Born in New Orleans, he was a resident there. Interment was in Oakville Cemetery, Oakville, La. Surviving are his widow, Dorothy; his daughter, Shawand; his father, Albert of New Orleans and his mother, Rosemary of Algiers, La. Francisco Da Salla, SIU pensioner Edward Granderson, Sr., 66, passed away on July 12. Brother Granderson joined the SIU in 1945 in the port of New Or­ leans sailing in the steward department. Born in Riverside, La., he was a resi­ dent of New Orleans. Interment was in McDonoghville Cemetery, Gretna, La. Surviving is a daughter, Mrs. Dorothy Bailey of New Orleans. 70, passed away on July 7. Brother Da Salla joined the Union in the port of Baltimore In 1965 sailing as a firemanwatertender. He had sailed for 32 years and was a U.S. Navy pre-World War II veteran. Born in the Philippines, he was a resident of Baltimore. Surviving is his widow, Jean. IBU pensioner Floyd W. Hughes, Sr., 50, died of a heart attack on July 4 in the USPHS hos­ pital in New Orleans. Brother Hughes joined the SlU-affiliated IBU in the port of New Orleans in 1956 sailing as a deck tankerman for the Crescent Tow­ ing and Salvage Co. from 1953 to 1973. He was a U.S. Army veteran of World War II. Born in New Orleans, he was a resident of Gretna, La. Burial was in Westlawn Memorial Park, Gretna. Sur­ viving are his widow, Ethel; six sons, Thomas, Glenn, Steven, Anthony, Jason and Kenneth; a daughter, Maria and his parents, Mr. and Mrs. James Hughes. William G. Kieswetter, 77, died on May 14. Brother Kieswetter joined the Union in 1939 in the port of Norfolk sail­ ing as an AB. He had sailed for 44 years and was a pre-war Coast Guard veteran. A native of Balti­ more he was a resident there. Surviving is a sister, Clara of Baltimore. SIU pensioner Luther A. Roberts, 68, died of a heart at­ tack in the Broward General Medical Center, Ft. Lauder­ dale, Fla. on May 30. Brother Roberts joined the SIU in the port of New York in 1956 sailing as a chief steward. He had sailed for 36 years and had also sailed on the Great Lakes. Seafarer Roberts attended a SIU Crews Conference in 1966 at HLSS. Born in Avawam, Ky., he was a resi­ dent of Ft. Lauderdale. Interment was in Ft. Lauderdale Memorial Park. Sur­ viving are a son, Luther and a daughter, Mrs. Joan R. Harrell, both of Ft. Lauderdale. September 1374 Warren G. Lewis, 70, passed away on June 22. Brother Lewis joined the SIU in 1945 in the port of Mobile sailing in the engine department. He was awarded three war zone com­ mendations in World War II from the U.S. War Shipping Administration. A native of Tampa, he was a resident of La Comb, La. Interment was in Myrtle Hill Cemetery, Tampa. Surviving are his widow, Kathryn of Gibsonton, Fla.; a son. Warren of Houston and a daugh­ ter, Shirley. Gibson F. Banks, 64, passed away on July 12. Brother Banks joined the SlU-affiliated IBU in the port of Norfolk in 1961 sailing as a mate for the Dela­ ware Ferry Co. from 1948 to 1951 and McAllister Brothers, Inc. from 1951 to 1974. A native of Norfolk, he was a resident of South Mills, N.C. Surviving are his widow, Pauline and a son, Robert. Robert B. Calla­ han, 65, succumbed to a heart seizure in the USPHS hospital in New Orleans on June 19. Brother Callahan joined the SIU in 1947 in the port of New York sailing as an AB. He was a U.S. Navy veteran of World War II. Bom in New York, .he was a resident of New Or­ leans. Burial was in Restlawn Park, Gretna, La. Surviving are his widow, Sonia and his mother, Mae of Syracuse, N.Y. IBU pensioner Walter T. Deiotte, 78, succumbed to lung cancer on July 4 in the Bayfront Medical Center in St. Petersburg, Fla. Brother Deiotte joined the SIU-afl5liated IBU in the port of Norfolk in 1963 sailing as a chief electrician for the Curtis Bay Towing Co. Born in Sault Ste. Marie, Mich., he was a resi­ dent of St. Petersburg. He was a U.S. Navy CPO veteran of both World War I and II. Interment was in Arlington National Cemetery, Ft. Meyers, Va. Surviving are his widow, Marie; a son, Walter and a daughter, Jeanette of Virginia Beach, Va. SIU pensioner Rafael Montalvo, 57, died of natural causes at home on June 30. Brother Montalvo joined the Union in the port of New York in 1962 sailing as an AB. Born in San Juan, Puerto Rico, he was a resident of Brooklyn, N.Y. Interment was in Ever­ green Cemetery, Brooklyn, N.Y. Sur­ viving are his widow, Rosa; three sons. Angel, Abraham and Miguel; four daughters, Mrs. Diana Pantojas of Brooklyn, N.Y.; Maria D. Vegas of Las Vegas, Nev.; Loli and Jeanette and a niece, Evelyn of Ponce, Puerto Rico. SIU pensioner James E. Curry, 85, passed away on July 10. Brother. Curry joined the SIU in the port of Baltimore in 1955 failing as a cook. A native of I Virginia, he was a resident of Baltimore. Surviving is his widow, Carrie. IBU pensioner Henry J. Day, 65, died of pulmonary complications in Tampa General Hos­ pital on June 24. Brother Day joined the Union in the port of Tampa in 1956 sailing as an engineer for Coyle Lines. Bora in Perry, Fla., he was a resident of Tampa. Interment was in Rose Hill Cemetery, Tampa. Surviving is his widow, Emma. ^ i. f /- i I 1 I> 9. . Stanley S. Oiicwlszewski, 52, died of natural causes on Apr. 12. Brother Orkwiszewski joined the Union in the port of New York in 1966 sailing as a wiper. He was a Navy veteran of World War II. Bora in Philadelphia, he was a resident there. Burial was in Hillside Cemetery, Roslyn, Pa. Surviv­ ing is a brother, Theodore of Vincentown, N.J. Charles A. Fete, 37, died of a heart attack while at sea aboard the S-L 7 containership the Sea-Land Resource oflf the port of Kobe, Japan on May 23. Brother Fefe joined the Union in the port of San Francisco in 1969 sailing as a firemen-watertender. A native of Luling, La., he was a resident of Berkeley, Calif. Burial was in Rolling Hills Memorial Park, Rich­ mond, Calif.. Surviving are his widow, Lorraine and his mother, Mrs. Ethel Johnson of Hammond, La. Frank M. Puglisi, 50, expired on Mar. 25. Brother Puglisi joined the SIU in the port of New York in 1958 sailing as an AB. He was a U.S. Army veteran of World War II. Bora in Brooklyn, N.Y., he was a resident there. Surviving are his parents, Mr. and Mrs. Joseph Puglisi of Brooklyn, N.Y.; a brother, Stephen of-Pearl River, N.Y. and a sister, Mrs. Jeanette Cotraro of Hampton Bays, L.I., N.YMurfre Williams, 32, died of pulmon­ ary complications on May 26. Brother Williams joined the Union in the port of New York in 1969 sailing in the steward department. He was bora in New Orleans and was a resident there. Surviving are his widow. Ruby; a son, Murfre, Jr.; a daughter, Kim and his parents, Mr. and Mrs. Bernard Williams, all of New Orleans. >!• f< I I ' ' I' '"-K .> Page 29 *• I, • ;.v �Vocational Instructor at PIney Point, Charlie Nalen (I.) and Bob Kalmus (r.), Director of Vocational Education, show Chief Electrician Al Meglio the engine room simulator they are building to use in the upgrading programs at the Harry Lundeberg School. Photographed at an angle to show a better view of the ^ control panes and wiring diagram, this simulator will train upgrading Seafarers to operate the controls in the engine rooms of the new ships. SlU's upgrading programs at Piney Point are essential if we are to keep pace with new ship technology. Upgrading Class Schedule t.23 3 15 17 t. 31 V. 4 -^LNG/LPG —QM£1>^ Lifeboat Weldbigi, Able Seaman, and all SteW' aid Department Ratings —FOWT —QIMpSD, Lttebeaf^ and^li jr—QMED, Lifeboat, WeMfaij^ Qimrtermaster, and all'. Steward D^partoent Rating^ —Pumpman (Special) Nov.Il Nov. 29 D«:.12 D(k. 25 : Jan. 6 i^t^Abl Seam daDSt wardb — QMED, LlfelM«^^ Go to an SIU office in any port and you will be ^ven a GEO FreTest. This test wUI cover five genend areas; EngUsh Grammar, and LIteratnre; Social Studies, ScieuM and Mathematics. The test will he sent to the Lundebeig School for grading and evaluation. Or write directly to the Harry Lundeberg School. A tert booklet and an answer sheet will be mailed to your home or to your ship. Complete the tests and mall both the test booklet and the answer sheet to the Lundebeig School. (See application on this page.) During your stay at the school, you will receive room and board, study materials and laundry. Seafarers wiH provide their own transportation to and from the school.. Following are the requirements for eligibility for the Lundeberg High School Program: 1. OIK year's seatime. 2. Initiation feer paid in full. 3. All outstanding monetary obliga­ tions, such as does and loads paid in fnlL j I am interested in furthering my education, and I would like more information I on the Lundeberg High School Program. I I Name .Book No.. I I Address (Street) (City or Town) (Zip) I I I Last grade completed. .Last year attended— I I Complete this form, and mail to: Margaret Nalen I Director of Academic Education I Harry Lundeberg School I Piaey Point, Maryland 20674 fage 30 Feb.3 Feb. 6 — QMED,IJfebb«t,Weldfe^ Mar.3 Mar. 5 - A FOWT — QMED, Lifeboat, and aU Stewaid Depaif^ent * j AB Course Scheduled High School Program is Available to All Seafarers Any Seafarer who is interested in taking advantage of this opportunity to continue his education can apply in two ways: Jan.13 Jan. 23 Tfe date and cuBC Me subject to change at my toe. •S^:FOWT.- The Lundeberg High School Pro­ gram in Piney Point offers all Seafarers —regardless of age—the opportunity to achieve a full high school diploma. The study period ranges from four to eight weeks. Classes are small, permit­ ting the teachers to concentrate on the individual student's progress. rF ?r, ! QMED, IJ&lKmt, Qearteneaster, aiid aB Stews^ partment Ratings •—jDiesel —QMED, Ltfeboat, Weld&ig, and aU Stevrard Depai^ ' Ratings —FOWT •-^QM£D,Lifeb<^, Able Seanmn, and aU Steward Departmcat Ratings ^ ^ rt ment Ratii^ ^sr-QME^ lifeboat, FOWT, Welding, and all Stewaid Twenty four Seafarers have already successfully completed studies at the SIU-IBU Academic Study Center in Piney Point, Md., and have achieved high school diplomas. Jaa.9 kr The SIU's first four-week AB course is scheduled to begin on Oct. 3 at the Harry Lundebeig School in Piney Point and each Seafarer eligible is encour­ aged to participate in this comprehensive program for his own benefit. Thin course, taught by HLS's experienced staff instructors, vdll emphasize the practical applications of the materials covered, in addition to formal class­ room stndy. For example, as part of the cargo handling segment of the course, each student will top and spot booms. Also, each Seafarer will participate in a one-day training cruise during the last week of the course, and will be expected to take soundings, recognize navigational aids and stand a watch at the wheel. Other areas covered in the course will include the tying of knots, splicing of wire and use of braided lines. Practical firefighting work, first aid and safety will be stressed throughout the entire four week course. By the end of this course, each man will be a knowledgeable and competent member of the deck department on any ship. The equipment with which Sea­ farers will be working is of the most modem and up-to-date. TO be eli^ble for thoxourse, you must be at least 19-years old and have 12 months seatime as an Ordinary Seaman, or he a graduate of HLS with eight months seatime as Ordinary Seaman. You must also be able to pass the pre­ scribed physical which requires eyesight of 20/100—^20/100 without glasses, corrected to 20/40—20/20, and normal color vision. J a siuertju coume! J on Nov. 4 imd finishing on Nov. 27. As automation has been steadily reducing the size of crews, it has becom^l necessary lor each member of the crew to have more expertise iq become extremely evident in the case of id fewer of our ships carry the rating second pumpman and more and more tankers foln oar ficct every day. The coarse being offered at the Lundebeig School is geared towards giving the pumpman that training which he would lionnaily have received as second pumpman. The schooPs staff has researched the latest developments on autmnated tankers and with the use of its operajfional tank barge wifl conduct a Concentrated f'hands on" traininjg program to ascertain fiiat the SIU pumpmen of tomorrow wUI maintain the same i; The coiwse of insfmctfon leading to certification as pump- ^ of both dassroom and practical work to include: Tanker Seafarers Log �i ' (' i \ I- Deck Department Upgrading Qoartermaster 1. Must hold an endorsement as Able-Seaman—unlimited—any waters. Able-Seaman Able-Seaman—12 months—any waters 1. Must be at least 19 years of age. 2. u® ' eyesight without glasses no more than 20/100—20/100, corrected to 20/40=20/20, and have normal color vision). 3. Have 12 months scatime as an Ordinary Seaman or 4. Be a graduate of HLS at Piney Point and have 8 months seatime as Ordinary Seaman. (Those who have less than the 12 months seatime will be required to take the four week course.) Abie-Seaman—unlimited—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-7-20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 36 months seatime as Ordinary Seaman or AB—12 months. Lifeboatman 1, Must have 90 days seatime in any department. Engine Upgrading FOWT—(who has only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and have normal color vision). 2. Have six months seatime as wiper or be a graduate of HLS at Piney Point and have three months seatime as wiper. (Those who have less than the six months seatime will be required to take the four week course.) FOWT—(who holds an engine rating snch as Electrician) 1. No requirements. Electrician, Refrigeration, Pompman, Deck Engineer, Jonior En^eer, Machinbt or Boilermaker— (who holds only a wiper endorsement) 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30 and have normal color vision). 2. Have six months seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boflermaker— (who holds an engine rating such as FOWT) 1. No requirements. QMED--4my rating 1. Must have rating (or successfully passed examinations for) FOWT, Electri­ cian Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, and Deck Engine Mechanic. 2. Must show evidence of seatime of at least six months in any one or a combina­ tion of the following ratings: FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Eng;ineer, Machinist, Boilermaker, or Deck Engine Mechanic. Welding 1. Must hold endorsement as QMED—any rating. LNG/LPG Program Cook and Baker 1. 12 months seatime as Third Cook or; 2. 24 months seatime in Steward Department, six months of which must be as Third Cook and Assistant Cook or; 3. Six months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. 1. 12 months seatime asCook and Baker or; 2. Three years seatime in Steward Department, six months of which must be as Tliird Cook or Assistant Cook and six months as Cook and Baker or; 3. Six months seatime as Third Cook or Assistant Cook and six months seatime as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook and Second Cook and Baker's Training Course or; 4. Twelve months seatime as Third Cook or Assistant Cook and six months sea­ time as Cook and Baker and are holders of a "Certificate" of completion from the Cook and Baker Training Program. Chief Steward 1. Three years seatime in ratings above that of Third Cook and hold an "A" seniority in the union or; 2. Six months seatime as Third Cook or Assistant Cook, six months as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Cook and Baker and Chief Cook Training Courses at the Lundeberg School or; 3. Twelve months seatime as Third Cook or Assistant Cook, six months seatime as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training programs. 4. Twelve months seatime as Third Cook or Assistant Cook, twelve months sea­ time as Cook and Baker and six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. Assistant Cook 1. 12 months seatime in any Steward Department Entry Rating. 2. Entry Ratings who have been accepted into the Harry Lundeberg School and show a-desire to advance in the Steward Department must have a minimum of three months seatime. i 'n I II i 'It •:|il ^ h: i| HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING APPLICATION Name. M -Telephone. (AreaCode) (Zip) Seniority. (City) (Stole) Book Number Port and Date Issued. Social Security HLS Graduate: Yes • No • Dates Available For Training I Am Interested In: DECK n AB 12 Months • AB Unlimited • Quartermaster • Lifeboatman .Age- (Middle) (First) (Last) Address. (Street) ' -Ratings Now Held. Lifeboat Endorsement: Yes • No • - ENGINE • • • • • • • QMED • FWT • Oiler • Dk.Mech. • Reefer • Boilermaker • LNG-LPG • STEWARD • 1 Electrician • Assistant Cook Dk. Eng. • Cook & Baker Jr. Eng. • Chief Cook Pumpman • Steward Machinist Welder Pumpman (Special) RECORD OF SEATIME — (Show only amount needed to upgrade in rat­ ing checked above or attach letter of service, whichever is applicable.) SHIP RATING HELD DATE OF SHIPMENT DATE OF DISCHARGE 1. Engine personnel must be QMED—^Any Rating. All other (Deck and Stew­ ard) must hold a rating. Pumpman (Special) 1. Must already hold Coast Guard endorsement as Pumpman or QMED—any rating. Steward Upgrading I: Chief Cook PORT- -DATE. i J i SIGNATURE. RETURN COMPLETE APPLICATION TO; LUNDEBERG UPGRADING CENTER,. PINEY POINT, MD. 20674 If I-/::- r • •1' f. '• i " September 1974 Page 31 I • -t' �LOG SEAFARERS September, 1974 OFFICIAL PUBLICATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO SlU Blood Bank-AGood Health Investment For All Seafarers and Their Families , i", •• ."• v v.;-'T'-• ,Yf' lSr> '' A \ -1 • &• V/V•'5'hi.V' ' i J ^ :VJ' ' •I -. . IBAUB.'.' •• ".<•-••• SsSSS^ 'Ai*: .:S»« •. One of the most linpprtant ways in which Seafarers can show their concern for the well-being of their brothers, and at the same time help themselves and their dependents, is to donate a pint of blood to the SIU Blood Bank. It is a deeply gratifying feeling to know that yoii have done somethlRg which may one day save another human being's life. In order to safely protect the health and security of all SITJ brothers and their dependents, it Is imperative that there always be an ample supply in the Blood Bank. If each member, who is able, would donate a pint each year, there would never be a danger of the supply running critically low. It's safe, painless and fakes about 20 minutes. The SIU Blood Bank vyas started in 1959, and since then Seafarers have donated over 10,000 pints of blood. They realize that it is one Uf-the best ways to insure that in a time of need either they or their dependents may draw upon the supply of. blood in the Blood Bank. It is a wall of protection for all Seafarers and their famOies. This protection does not change. It is available wherever a seaman may be-r-ashore or at sea—anywhere he and his family may live. But this protection must be maintained by the donations of all Seafarers. Today, as always, there is an ever present need for donations. So, whenever you are at the clinic at Headquarters in New York, or near^ an SIU hall in any port, find the time to donate a pfait of blood. You win be making the best type of "investment;" one for the health and welfare of you, your family and your brothers of the sea. WSi-x :m.- - mrnms.wi; •72 • ,. .V '5 Am m MA '•hf> rh'. ; • •i' If You Haven't Donated in '74, . V. a Lite � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource September 1974 Description An account of the resource Headlines: ITF CONFERENCE ATTENDED BY VICE PRESIDENT SHEPARD U.S. PENSION BILL IS SIGNED INTO LAW OIL IMPORT BILL PASSES SENATE BY VOTE OF 42-28 ACTIVE MOBILE SEAFARERS TO-TO FOR MEETINGS WEST COAST AFFILIATE FISHERMEN'S UNIONS MERGE 19 YEAR OLD - 24TH SEAFARER TO GET HIGH SCHOOL DIPLOMA GRAD OF 1ST HLS CLASS IN M.D. NOW 3RD ENGINEER OVERSEAS VALDEZ PRAISED FOR FUEL TRANSFER AT SEA HLS GRAD FINISHES 1ST RUN BOSUN HARVEY BEGAN CAREER IN WORLD WAR II HIS HOBBY MAKES HIM MICHELANGELO OF SIU SEAFARERS AID STRICKEN GIRL BOB PRENTICE KNOWS WHAT EDUCATION CAN DO FOR YOU 142 BOSUNS HAVE GRADUATED LET'S SET THE RECORD STRAIGHT NAVY TANKER SHENANDOAH PAYS OFF AFTER GREENLAND VOYAGE TATTOOING - AN ANCIENT ART STILL PRACTICED TODAY HIGH SCHOOL PROGRAM IS AVAILABLE TO ALL SEAFARERS SIU BLOOD BANK - A GOOD HEALTH INVESTMENT FOR ALL SEAFARERS AND THEIR FAMILIES Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 9/1/1974 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVI, No. 9 1974 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/e983cc72e2e7939ba887b57c2febc956.PDF 656e458c6fb3fc92d4d51b3dc1b4ba07 PDF Text Text -•. ->•••--IT" -.:";. :• .-i-V'- " '.• .-. ''X-''*!" ' •• • • •' • -?; , '"- • ,.- ' •-••••• •';•,••''•• '.'. ,' • ,-.>^>» •. ,-jt, y* . •-^'viT-^v'V ' • -^f'. -• v' '•• • - •'••iJr^'y if-'rW':;;''* v^'• • A'-",-,* President Gerald R. Ford-—who was then Vice President designate—is greeted by SlU President Paul Hall at the SlU Convention last November where he asserted his belief that "America has an opportunity to again be the greatest maritime nation in the world." Ford was sworn in as President of the U.S. on August 9th. (See story ori page 2.) ' ' ) v\: •• V*-••'•••' >" • "•: ' ^ v^-. «•' •' " • '" ^ '•' ' '• • • ' *• >^' L.-*- ';• M », * k p \ ft'.t,« • J-* i r'; • ••; '•. I >: t .«,") V •'* V J I »- i ^ " >;.V I*' '•,r-if--' �L Senate Poised for Vote Labor Support for Oil Import Bill Builds in Nation WASHINGTON — Support for the Energy Transpwtadon Security Act <rf 1974 continu^ to pour in from the labcH- movonent throughout the nation as the Senate was preparing to vote on the measure. Action in the Senate is ex­ pected later this month. The bill will require that 20 percent of this nation's oil imports be carried on U.S.-flag ships beginning this year, and that the quota be increased to 25 per­ cent in 1975 and to at least 30 percent in 1977, Under the leadership of the SIUand with the suppmt (rf labor organiza­ tions in every state of the union—the bill has already won overwhelming en­ dorsement in the House d Representa­ tives with a vote d 266-136, and late in June was voted put d the &nate Mer­ chant Marine Committee by a strong margin d 14-2. The bill had already received the unanimous endorsement of the AFLCIO and the AFL-CIO Maritime Trades Department earlier this year, and rince then 65 national unions and their aflUiates—including State Central Federations in every one of the 50 states —have actively participated in su{^it d the bill by contacting every member d the U.S. Senate to urge favorable consideration. Legislative representatives from na­ tional and international unions have worked closely with the SIU and the Maritime Trades Department in press­ ing for passage d this legislation. The Energy Transportation Security Act will strengthen the nation's nation^ security by insuring that a substantial percentage of America's energy needs will be transported on ships owned and cmitrolled by the United States through this country's private industry. It will al^ add to the nation's security by pro­ viding a strcmger U.S. merdiant marine to serve the nation in times di national emergencty. _ Other goals d the bill include: • Cost benefits trffrom 36 to 59 cents per barrel of imported oil by reducing ml cmnpany pricing deceptions such as traii^er pricing, by increasing tax reve­ nues and earnings from U. S. shipping companies, by providing thousands ci new jobs for U. S. shipyard and shipboard workers, and by greatly reducing the present U. S. balance d payment d^cit created by U. S. dollars paid for use of foreign ml tankers. • A tangible consumer bendtoof sev­ eral cents a barrel by waiving 15 cents per barrel of the oil import fee cm crude oil imports carried in U. S. tankers. The saving would be required to be passed on to U. S. ccmsumers. '• It would aid U. S. farm exports by creating a large pool of U. S. ships will­ ing to carry bulk farm products such as grain as a backhaul at low rates. • It would aid the Great Lakes and other U. S. seacoasts by fairly appor­ tioning U. S- Government-impelled car­ goes to the nearest U. S. ports. The central purpose ^ the Oil Bill is to reduce the U. S. dependrace for oil inq)ort tran^rtaticm cm foreign flag, forei^ crewed vessels that owe no allegiance to the U.S. This dependoicty is further compounded by the ch^erous U. S. reli­ ance cm foreign oil imports and the sus­ ceptibility of these imports to a further cut-off by the Arab nations. This dual cut-off would only be fore­ stalled by a strong U. S. fleet able to resist foreign threats and able to ccmtinue to carry U. S. oil impdrts. The dangers the nation foces in the future will be heightened as the Arab states complete their massive tankerbuilding program and achieve their goal of carrying dO peicent or more d Arab oil exports. Today the United States is virtually the only major power that allows its vital oil import transportation lifelines to be foreign dominated. Other naticms the PRESIDENT'S REPORT: W 4'' * .• • X", sels more than 50 percent oi its oil im­ ports. Many other countries are taking similar actions to strengthen their mer­ chant marine while ensuring that a greater portion of their vital trade is carried in their own fleet. . President Ford Has Record Of MerchontMarine Support President Gerald R. Ford, who was then Vice President designate, addresses the SIU Convention held last November as SIU President Paul Hall, seated tmside the podium, listens. est shot in the arm to American mari­ WASHINGTON--President Gerald time industry , in its broadest sense in R. Ford—who was sworn in this month the history of our country." Looking to as the 38th President of the United the future he said: "Americia has an op­ States following the resignation d Rich­ ard M. Nixcm—has Icmg been a staunch portunity becmise of this legislation to advcmate d a strong American Mer­ again be the greatest maritime naticm in chant Marine. the wcxid." President Ford was a m^ber erf President Fend, as a member erf Con­ gress, was cme of the leading siq)pocter5 Congress fern 25 years as a represmtaerf the Merchant Marine Aa erf 1970 tive from Michigan before Ire became Vice President and has ccmtinued to work for implementaticm erf the Act. " SIU President Paul Hall'said he was confident that President Ford "would Speaking at the SU Ccmventicm in continue his support for an American Washingtem last November, President merchant marine that will provide this Ford reaffirmed his support fern a strong nation with security in times of p^ce naticmal merchant fleet. He called the as well as national emergency." 1970 Merchant Marine Act "the great­ Working Toward A Common Goal E ARB MOVING SWIFTLY tOWaid • ? have biiilt up large tanker fleets and have passed laws or made administra­ tive decisions to provide their fleet with a major portion of their oil trades. France allots its fleet the equivalent of two-thirds of its oil imports. Japan, by administrative actions, assures its ves­ enactment of die Energy Transptntation Act of 1974—a law which will guaranty that American-flag shii» will carry a fair share of die crude oil imported into this nation. The impor­ tance of this legislation to our national security has been urged by many mem­ bers d Congress. Spokesmen for con­ sumer protection and environmentalists have pointed out the importance erf the bill in bringing about a greater measure of national control over our economy and our environment. Industry leaders have supported the bill because it will revitalize maritime related industries which have been in decline for many years. Leading the fight all the way has been the American Labor Movement—and this is the most significant aspect of this long legislative struggle. Never in recent years has the labor movement in this country united in an effort to initiate and enact legislation which will provide job security for many thousands of Ameri­ can workers, as well as insure the integ­ rity of diis nation. It was the membership of the SIU which initiated this fight for cargo for American ships. And from the very be­ ginning the labor movement rallied to our support. The AFL-CIO convention unanimously supported our efforts as did the Maritime Trades Department. AFL-CIO unions in every one of the 50 states have been working actively for passage of the bill. Nationd and interna­ tional unions in all industries across the country have rallied to our support. The importance of this is that it dem­ onstrates that the American labor move­ ment can and will unite in an effort to move this nation forward to protect the economic security of American citizens and to insure the security of the nation against the military and eponomic blackjiail offoreign nations. " ' The Energy Transportation Security Act win provide thousands of jobs for American seamen and workers in re­ lated maritime industries. It will provide a major incentive for revitalizing this nation's merchant marine—our fourth arm of defense. It will enhance our na­ tional prestige and will establish this na­ tion m its rightful place as a leading power on the high seas. It is to the credit of the American labor movement that we have shown the foresight and determination to work for passage of this important legislation. The unity that has been demonstrated shows very forcefully that the labor movement in this nation is a viable force for the well being of the country—and not just for the parochial interests of its membership. We are all working toward a common goal. We are working for jobs for Amer­ icans, security for America, and a better way of life for all Americans. ' Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, GuK, Lakes and hiland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklynt Nevir York 11232. Published monthly. Second Class postage paid at Brooklyn. N. Y. VoL XXXVI, No. 8. August 1974. - Page 2 Seafarers Log - ' -4 • *1 '' - J ^ • > "-r MiiiilM . �, /• ' i' ' -V , Launching Witnessed by Thoifsands 2ncl Supertanker, TT Williamsburgh, Christened TTie 225,000 dwt TT Williamsburgh, sister supertanker of the TT Brooklyn —^first giant ship buUt by 3,000 SIUafiBliated UIW members, emiployed by Seatrain Shipbuilding—^was christened and launched by the wife of New York City's imayor, Mrs. Abraham D. Beame shortly after Friday noon on Aug. 9 at the former Brooklyn Navy Yard. Like the Brooklyn, the l,094^foot Williamsburgh will bei manned by an SIU crew to carry 1.5 million barrels of oil following systems testings and out­ fitting, sea trials in September and de­ livery in October. Tfoee more of the six-story behe­ moths will be built at the Yard with a sixth leviathan planned and awaiting the green light from the U.S. Maritime Subsidy Board. This sixth vessel could provide jobs at the shipyard right into the 1980's. Presently, the third supertanker to be built, the TT Stuyvesant is half com­ pleted and the fourth tanker recently named the TT Bay Ridge will have work started on her in the very near future. More than 4,000 spectators saw chant Marine Act of 1970. Of the estimated 3,000 UIW mem­ bers at the Yard, 82 percent are from miniority groups, Blackwell pointed out. He also noted U.S. women blue col­ lar shipyard workers soared from 862 in early 1973 to 2,400 this March. Another Brooklyn resident of 45 years, N.Y.C. Mayor Beame termed the Yard as "... one of the city's most jobproducing resources." Beame said "This is a great day for the Brooklyn Navy Yard and a great day for our city. Brooklyn needs the Navy Yard. And New York City needs the Navy Yard." The mayor continued "It is through such projects as the-TT Williamsburgh resulting from skilled and dedicated management such as Seatrain's, teamed with the excellent effort by workers such as those who built the Williamsburgh, that New York City can—and will— realize the full potential of its reputa­ tion as the greatest city in the world." Summing up, Beame said ". . . the management and board of directors of CLICK (Commerce, Labor, Industry Corp. of Kings), the people of the loc^ communities, all those workers who built the tanker, and all others involved. TT Williamsburgh eases out of graving dock as UIW shipbuilders look on. Mary Beame get help from Seatrain A Brooklyn native and former Bay Shipbuilding's new president^ John A. Ridge resident, U.S. Assistant Secret^ Serrie, Jr. in baptizing the Williams­ of Commerce for Maritime Affairs Rob­ burgh with champagne. ert J. Blackwell stated, "This christen­ A huge dockside circus-like tent ing provides further evidence of the shaded the 1,000 guests as they cheered restoration of this Yard which in just the horn blast of the ship on her first a few short years has again become one minivoyage on a 1:45 p.m. high tide of our nation's leading shipbuilding as she was tugged out to Dock J nearby. centers." Just before the launching of the 50,000 hp single screw ship in perfect weather and to the tune of "Look Me Legislative News Over" and "California Here I Come" President Ford and by the U.S. Coast Gu^d Band from Merchant J^arlne Page 2 Governor's Island in N.Y. Harbor, the 01! bill awaits action multitude was treated to a dynamic in Senate .Page 2 keynote address by Brooklyn CongressPresident's Report —....Page 2 woman Shirley Chisholm whose 12th Washington Activities District flanks the Yard. Column ...;.. .Pages "It is not the blueprints on the draw­ Union News ing board, it is not the economic ideol­ SlU-contracted Williamsburgh ogy, but it is the jobs and training (at christened Page 3 the Yard) lhat wiU be the only tangible Contract negotiations answer to the unemployment in our conciuded on community today," she emphasized. Great Lakes Page 5 "Together we must fi^t in Washing­ 74 SlU-contracted ships ton, D.C.", she said, "throu^ the New receiveAMVERawards .Page 10 York congressional delegation to se­ SIU VP Frank Drozak (left) chats with Robert J. Blackwell, U.S. asst. secretary of commerce on maritime affairs, about the future of the Industry. Headquarters Notes cure more contracts for the large tank­ Column .......Pages ers and cargo vessels. Together we must have good reason to be proud today.' Blackwell added "I think it's a great General News Top man of Seatrain Lines, parent credit toSeatrain and the workforce that build; together we must have faith." Investigation called on Navy of Seatrain Shipbuilding, Howard Pack Mrs. Chisholm told the audience-of its first endeavor in the shipbuilding tanker award ... ...Page 5 shipbuilding workers and owners, gov­ field was to produce the largest mer­ praised the SlU-aflfiliated UIW for SIU representative attends "closely working" with the company. ernment and Union officials and invited chant ships ever built in this coimtry." ITF Congress Page 5 guests that top priority was jobs. She He said the "rebirth of the fleet is a The MARAD head detailed the fact. TTiis christening signals that re­ President Hall addresses said the commimity must "get a piece agency's "heavy engagement" to guar­ birth. I believe Seatrain can take pride Carpenters Convention .Page 4 of the action." She concluded by say­ antee equal job rights for the upward in being a pioneer in the movement to ing that "tankers are needed for our mobility of minorities in the shipbuild­ Shipping begin a resurgence of shipbuilding at ing industry spelled out by the MerDispatcher^ Reports ....'. Page 24 nation." American yards." Ships' Digests .....Page 22 Seatrain Lines chairman of the board Ships' Committees .Page 12 Joseph Kahn said we "proved ourselves SariPedro on West Coast.Page 25 capable." Kahn said he was "proud of Achilles Page 11 the workforce 3,000 strong and grow­ American Victory Page 23 ing." It was a difficult job and a job Stohewa//i/ackson visits weU done, he added. New York .....' Centerfold Other SIU-UIW members and gov­ Training and Upgrading ernment officials at the ceremonies were 12 more recertified the 12 Seafarers in the Bosuns Recertibosuns graduate . .Pages 6-7 fication Program at Union headquarters, Five "A" seniority SIU Vice President and UIW National upgraders graduate ... Page 21 Director Frank Drozak; SIU-UIW Sec­ Upgrading class schedule, retary-Treasurer Joseph Di Giorgio; requirements and SIU New York Patrolman George Mc­ application ......Pages 30-31 Cartney; UIW Atlantic Area Director 500th student graduates Ralph Quionnez; UIW Chief Steward from GED program . .Centerfold Cuthbert Jones; UIW Representative GED requirements and Robert O'Keefe; U.S. Assistant Secre­ application ..........Page 30 tary of Commerce for Economic Devel­ Membership News opment WiUiam Blunt; Federal Mari­ HLS grad on first trip ... .Page 15 time Commissioners Ashton C. Barrett Bosun, 57-yearsold, and George H. Heam; U.S. Secretary of receives high school . the Maritime Subsidy Board James S. diploma .............Page5 Dawson, Jr., and Commands of the - New SIU pensioners .....Page 20 'At launching are (I.) Frank Drozak and (3rd from 1.) Sec.-Treas. J. Di Giorgio U.S. Coast Guard's Atlantic Area Vice with Recertified Bosuns (L to r.) J. Spuron, E. Tirelli, , J. Gonzalez and Final Depertures Pages 27-29 W. F. Rea, III. Admiral 0. Pedensen. •i'ii •fe:-! .m-i , I ''"t- '•'h INDEX August 1974 y' , -I i .'i, I.' • - ''J- 'f ('.v I:. I ./'i/W'ij'.'.ryi.t ^ - ••• V.v •• -.iy.'f y i?..r r,.s'- •' .<•. t •-' i' L • V- i f.' k «• Pages 1 •• K. "•'i ^1. • .jc; t': it,] ''y i I't.. ftr . ' . i'' 'Pi '4: . f , 'if f t • hJK �m r^i- SIU President Paul Hall on the platform of the 32nd General Converiiion of the Carpenters in Chicago, August 1. With him is Carpenters General Secretary William Livingston. Carpenters General President William Sidell delivers keynote address to the 32nd General Convention of the United Brotherhood of Carpenters and Joiners ofAmerica held in Chicago. The Carpenters delegates shown repr^ent a membership of 850,000. 'i'i: Speaking at Carpenters Convention Stressing the absolute necessity of strong political action to safeguard the rights of the millions of. American workem involved in the trade union movement, and the importance of a codrdinai^ effort in labor to build an effective organizing team, SIU Presi­ dent Paul Hall delivered an address to the 32nd General Conven­ tion of the Brotherhood of Carpenters and Joiners of America in Chicago, 111. on August 1. In introducii^ President Hall to the Convention, Bill Sidell, president of the Carpenters and Joiners Union, called him "one of t^e finest friends that the Carpenters have ever had in the Labor movement." He added that Hall was a "doer" and a "firm believer in helping yoiur friends and fighting your enemies." In his address. President Hall told the Convention that "our welfare as workers lies in the area of legislation. The conditions under which we work depends on whether or not we get good laws on the books." Hall noted, though, that "exercising our free prerogative as free trade union- Sailing AboardThomas Lynch M•?a': ists in the political arena" is not an easy task, for each time a labor union becomes actively involved in politics, the Union's officers are harassed by certain elements of the federal govern­ ment "We in the labor movement are held more accountable for our actions than any single sector of the whole Ameri­ can society," he said. "Even ^ough the trade union move­ ment operates today under a double standard of justice," afiSrmed HaU, "we must continue to be active in politics to insure the rights and job secmity oi our individual members." Hall concluded that this can be most effectively accomplished "by support­ ing our friends in Congress—whether they be Dmocrats or. Republicans— and by working for the defeat of oiu: raemies." Focusing on another '\ery impor­ tant" area. President Hall outlined for the Carpenters Convention the prog­ ress of the newly formed AFL-CIO Department of Organizing. He said that over the past few years "the trade union movement as a total­ ity has not done too good of a'job in organizing," and that this can only be combated by a "coordinated effort by everyone involved in labor." He aflSrmed, however, that the AFL-CIO Department of Organizing "would be able to supply the kind of leadership and coordinatwl effort that is required on the part of us all to get off the seats of our pants and continue the vital job of organizing." r SIU President Hall thanked General President William SideU of the Car­ penters for the great support his organ­ ization—along with many others, has given maritime workers in their legisla­ tive fights. Filipino Unionist Visits SIU f/. ' - Brother Ed Lessor stands by one of the life preservers aboard the Thomas Lynch (Waterman) during a recent payoff of the vessel in Brooklyn, N.Y. Brother Lessor, who sails as able-seaman, joined the Union in 1945 in the port of Boston. He now makes Seattle his home port. Page 4 Roberto Oca; National President of the Philippine Transport and General Workers Organization, discusses labor publication with SIU Vice-Ptesident Frank Drozak during a recent tour of SIU Headquarters. Brother Oca, visiting related transportation unions in the U.S., was Impressed by the size and organization of SIU operations. , Seafarers Log �••V -mr •, Best Great Lakes Contract Ever Negotiated -T-"' SlU Concludes Successful Bargaining Agreement Contract negotiations between the SIU and the shipowners the Great Lakes Association of Marine Operators were formally concluded in Detroit, Mich, on Aug. 8. v The new agreement between the Union and the companies reflects the lx»t wage, benefit and working rules conditimis ever negotiated for unli> censed seamen on the Great Lakes. Amwig the highlights of the new con­ tract are large hourly rate increases spread out over the next three years. Effective Aug. 1, 1974, all ratings re­ ceived a 28 30 cents an hoxir increase and a 67 cents per hour cost of living adjustment. For example, bosuns will now earn $5,065 per hour, QMEDs $5.16 and second cooks $4.96. On Aug. 1, 1975, all ratings will get a 16 cents per hour increase, and ncmentry watch standers will receive an additimial 15 cents per hour "watch differential." As the third step in the wage in­ creases negotiated, after Aug. 1, 1976 there will be a 16 or 21 cent increase in hourly rates. In addition to the agreed-upon in­ creases, cost of living adjustments will be computed and added to each yearly increase. This is the first time that a Great Lakes SIU contract has included a provision for cost of living adjust­ ments. The new contract also contains sub­ stantial changes in working rule and living conditions for Seafarers on the Great Lakes. ' Included in these changes are: two new holidays. Flag Day on June 14 and Maritime Day on May 22; double time and one-half for holidays; an increase in transportation allowance to 9 cents per mile, $95 maximum; an increase in subsistance from $13 to $23.75; time and one-half in addition to regular wages for crewmembers required to clean up excessive oil spUls; overtime for deck department members required to work in the timnel; no painting, chipping or soogeing for QMEDs, and overtime for firemen required to pass coal. Increased fringe benefits were also negotiated. Through HLS Program Bosun Jim Foti Gets High School Diploma Bosun Jim Foti, who is currently en­ rolled in the 14th class to go through the Bosuns Recertification Program, has become the 23rd Seafarer to re­ ceive a high school diploma through the Harry Lundeberg's General Educa­ tion Development Program. Seafarer Foti thus becomes the first bosun to receive a bigb school diploma while simultaneously participating in the Bosuns Recertification Program at Finey Point. And at 57, be is also the oldest Seafarer to obtain a diploma, proving once again that you are indeed never too old to leam. Brother Foti has been a member of the SIU since 1941, and he has been sailing as a bosun since 1954. He is a native of Boston, but now makes his home on the West Coast. "I dropped out of high school in Massachusetts after completing the 10th grade, and that was over 40 years ago," he says. "I must admit that after all these years I had my doubts about going through this program." Seafarer Foti credits the teachers at the school with helping him pass the state tests and get his diploma. In fact he completed the course in less than the normal eight weeks time, and had the highest total score on the tests of any­ one in his group. "The teachers at Piney Point were Invesfigafion On Navy Tanker Award Both SIU and District 2 MEBA-AMO have called for an investigation of the Militai7 Sealift Command's decision to award manning contracts for nine new 25,000 dwt Navy tankers to Marine Transport Lines, even though another operator, Iran Destiny Carriers, had submitted a lower bid. The MSC bypassed Iran Destiny, an SIU contracted company, claiming that they were hot a responsible operator. This contention was partially based on the MSC takeover of four Navy tankers operated by Iran's aflMiate Falcon, an action the SIU has strongly criticized as a Navy attempt to move into the civil­ ian sector of the merchant marine. With the SIU's encouragement. Sen­ ator Warren Magnuson (D.-Wash.)', chairman of the Committee on Com­ merce, has sent an inquiry to under sec­ retary of the Navy William Middendorf about MSC's awarding of these con­ tracts to the higher bidder MTL. Congressman Frank Clark (D-Pa.), also encouraged by SIU, has sent a tele-^ gram to under secretary Middendorf. Protesting "the Navy's manner of han­ dling the awarding of the fixed-price contract'' because it "increases cost to government and taxpayers," Represen­ tative Clark felt that the "Navy award should be set aside and renegotiated in fairness to all parties." Attacking MSC's decision on another front, MEBA requested that the Generid Accounting OflSce review the decision to deny Iran Destiny the con­ tracts for the nine tankers. ^SIU will continue to follow the situclosely and keep you informed of all future developments. very, very encouraging and enthusias­ tic. They chose good subject areas for me to study, and gave me a lot of con­ fidence. And, they provide individual instruction with the students, which is really great." When Seafarer Foti came to Piney Point he took a pre-GED test and scored very well. He was then given another series of tests, again scored well, and decided to go through the program and try for his diploma. Since he was also going through the Bosuns Recertification Program at the same time, he was kept pretty busy dur­ ing his stay at Piney Point. "I spent a lot of time in my room studying the books they gave me. It was a little hectic, going to classes with the bosuns too, but Piney Point is like a school in a resort, so my time down there was a pleasant experience." Seafarer Foti admits that for some­ one to go "back to the books" after a 40 year lapse he must have continued some sort of an "informal education" over that time. A&G DEEP SEA VESSELS • J i)} • i'VI Above, Bosun Foti receives some individual tutoring from Social Studies Teacher Jean Magrini; below, English Teacher Marilyn Grotzky works with Trainee Tim Galvin and Brother Foti. r4 - V "I - li. ' , c Bosun Foti is shown board listing Deep Sea vessels at Headquarters by Control Room worker Marie Fundora. SIU Representive Attends ITF Congress SIU Vice President Bull Shepard has joined other U.S. maritime labor offi­ cials and labor representatives from all over the world in Stockholm, Sweden for, the 31st Congress of the Interna­ tional Transport Worker's Federation. The ITF is a multinational confeder­ ation of transportation worker's svaions set up to coordinate labor movement activities on an international level. The agenda of this ITF congress in­ cludes a vote on a motion sponsored by the SIU and other U.S. trade unions, calling for an investigation of multina­ tional companies. Stating that the financial decisions made by these business giants "aim at establishing sub-standard worldwide employment conditions," and that these multinational companies "arc^ taking a heavy toll among working families and working communities from one end of the globe to the other," the motion calls for an ITF conference to formulate an international labor course of action to deal with these companies. The 31st congress is also considering motions dealing with safe manning of ships, income tax relief for seafarers and the basic rights of trade unions. :-n, til Page 5 August 1974 % "'r,. a L vtT»•^V/• .it" ^ �•Ir James Mollis Seafarer James Mullis, 47, has been sailing with the SlU since 1945, and has been shipping as boSun for the past 12 years. A native of Mobile, Ala., Brother Mullis ships from that port city, and resides there with his wife Elizabeth, and their daughter. I was glad I was selected to attend the Bosuns Recertification Program at Piney Point and in New York. As I see it the staff and teachers are doing a great job in the training program of seamanship. They let it be known that they were there to help us, and for us to ask questions if we wanted to know something. We were treated with great respect. We went to Washington on a twoday trip and met a lot of people who are working with the SIU to save our jobs and create new ones. It takes a lot of money to fight big oil companies and the U.S. Government at the same time. So the only way we can fight is with SPAD. During our stay in New York we went through all the departments and 1 learned a lot about the Union and its operation that I never knew before. Wmiam Tfllman Seafarer William Tillman, 43, hc^ been sailing with the SIU since 1958, and as bosun since 1963. A native of Mississippi, Brother Tillman now makes his home in San Jose, Calif, with his wife Theodora and their six chil- dren. He ships out of the port of San Francisco. I am very happy that I was selected for the Bosuns Recertification Program. I'd like to thank the entire staff and Union oflBcials in New York and Piney Point for the knowledge and under­ standing I gained while attending. We made a few trips to Washington; one was to the Senate and House of Representatives and the other was to the Transportation Institute and Mari­ time Trades Department. We learned how the Transportation Institute and Maritime Trades Department help pass legislation which is before the Congress. This means additional job opportun­ ities, job security, and better Welfare and Pension benefits for the member­ ship. So, let's all do our part, by taking a $20 SPAD ticket to make sure we keep SPAD dollars on Capitol Hill where the fight is. ^ SItPs iBtwinI _ and before long they will all be m# a valuable contribution on board SIU sbijisi % atfendihg the prbgrainj and thereby gaining a greater knowledge of their Uaion, these SIU bdsiihS are able to return to the sh|ps and Inform other hiettibere of the SlU'is ^%^t for job security, and ho% tlie Union » fadng its problems. V There are now 130 bosuns who have gone throng the program and ^have obtained a better UjUdetstanding of the maritime hidustiy today and of the Hew tediiiulogy oiE SiU-coatjoeted ships. are brief comments by mejatest^grdipm% on tn liipm. • Kenneth Gahagan Seafarer Kenneth Gahagan, 50, has been sailing with the 5/1/ since 1952, and as bosun since 1958. A native of Marshall, N.C., Brother Gahagan still makes his home there. He ships out of the port of Houston. I have gotten a better understanding of just how the Union operates. Since we have been here in New York I have been able to go over records and see how they are kept. I must say that I believe that Piney Point has a very good program. I like the way the in­ structors took each student and would work with him, and the program gives the student a feeling of belonging and responsibility. We were able to go to Washington, D.C. to the Congress and to see first hand how laws are made or defeated. We all had the opportunity to visit the Transportation Institute and were told just what its function is. Now we also know why SPAD is so important to each and eveiy one of us; that is how we are able to compete. 1-^' " Floyd Pence Seafarer Floyd Pence, 49, started shipping with the SIU in 1943. A native of Texas, Brother Pence, who is a vet­ eran of WW II, ships out of the port of Houston where he makes his home with his wife Lydia and their two sons. I learned a lot in Piney Point from the wonderful teachers and instructors that we have there. We received a lot of Union literature to take to sea with us. These things will help us better inform our Union brothers about how the Union functions, how we came to be where we are today, what it takes to keep what we have, and what it takes to keep growing. At Headquarters1 learned that noth­ ing is hidden from the members. The books were open to us, they let us go through the official records of each de­ partment, nobody rushed us, and each and everything was explained to us as we went along. ^ ^ w ^J ^ Sylvester Monarda Seafarer Sylvester Monardo, 49, has been a member of the SIU since 1943, and has been sailing as bosun since 1947. A native of Braddock, Pa., Brother Monardo now makes his home in Slidell, La. Seafarer Monardo ships out of the port of New Orleans. 1 have been a member of the SIU for 31 years. There have been many changes in the industry during those years. We've gone from four hundredfoot ships tp at/or near 1,000-foot ships. And the SIU has been governing into our fold the bulk of the new con­ struction of these ships. Piney Point has developed into an excellent training facility. The majority of the young men in training are excel­ lent candidates for SIU membership. I found our programs sound and promis­ ing. •• John Moss Seafarer John Moss, 47, has been sailing with the SIU since 1966, and started shipping as bosun five yars ago. A native of Hubbard, Tex., Brother Moss, who sailed on merchant vessels during WW II, now makes his home in New Orleans with his wife Esther and their two daughters. He ships out of the port of New Orleans. This program has given me my first chance to get acquainted with the way things work from the top of the organi­ zation, and the people who make it work. Every official has done his dead level best to answer any questions we brought up, and made every effort to explain anything we may have for­ gotten. For those concerned about Piney Point, as I was, I learned that the ad­ ministration down there is doing a hell of a good job. Everything is controlled very well and there is no waste of equipment or material. Our job security is now governed more by Washington than ever before. Through our political arm, SPAD, we further our cause to get the necessary legislation passed to protect our jobs. Without money to support our people on Capitol Hill we're dead. Edward Roley • '.A wr - Anthony Caldeira Seafarer Anthony Caldeira, 47, has been .sailing with the SIU since 1949, and as bosun since 1954. A Navy vet­ eran of WW II, Brother Caldeira is originally from Brooklyn, N.Y. He now ships out of the port of Houston where he makes his home. Piney Point really surprised me with its training and educational programs whose teachers and officials are so oriented toward seamen. While I was there I was really impressed with the School and teachers. I went to Wash­ ington aiid learned that the shipping industry is controlled by legislation; we could pot survive if we were not in­ volved in politics. We are really carry­ ing the ball in our SPAD program. I will support SPAD and hope all mem­ bers will do so too. In Headquarters in New York I was also very impressed with the manage­ ment of the Union. I hope we continue to work together to solye opr problems. Seafarer Edward Ruley, 50, has been a member of the SIU since 1943, and started shipping as bosun the fol­ lowing year. A native of Baltimore, he ships from that port city arul makes his home in a Baltimore suburb. The Bosuns Recertification Program is one of the best and most important of our training and educational pro­ grams. I've been an active member of the SIU for 31 years, but the program has certainly shown me thinp I never knew before. I have asked, and heard more questions asked by other bosuns,^ concerning every phase and operation of our Union and everyone was an­ swered to the individual's satisfaction. I also feel that I now have a better under­ standing about this Union as well as the maritime industry. We also attended the firefighting school and it was most impressive. I think it should be compulsory for every member to attend, as it gives you more confidence to fight a fire aboard ship. Also, our legislative activities are very important and I just want to say, Don't get mad, give to SPAD and be glad. Seafarers Log f, t, ' b �•• S • •fi- .. 14 • ' : "• • v.'• • ' ,v" •' • • • • 'V..' :'I •'•''.-•'•' • •' •• ••• JV -;, 'ri-yj, , -, " ... w::- . Ralph Marry Seafarer Ralph Marry, 49, has been a member of the SIU since 1946, and has shipped as bosun for the past 18 years. A native of Virginia, Brother Marry now ships from the port of San Francisco where he makes his home with his wife Betty. When I arrived at Piney Point I was amazed at what I saw. I couldn't be­ lieve that our Union had such a nice place for Seafarers to up-grade them­ selves, 1 was able to sit in on all the training programs and see for myself what the young seamen were being taught, and believe me they were being taught every phase of our Union and how it operates. At Union Headquarters we learned a lot more about the running of our Union and how everyone's record is kept. We were also shown every depart­ ment, and had our questions about the whole operation of our Union answered thoroughly. I hope I can carry this in­ formation back on board my next ship and pass it on to iny other brothers. ' , -• -i""- .. •, •' •• Kasimir Pacli&lski Elmer Baker Alfred Hanstvedt Seafarer Kasimir Pachalski, 50, joined the SIU in 1944, and has been sailing as bosan since 1947. Born in Cleveland, Ohio, Brother Pachalski ships oat of the port of San Francisco where he makes his home. When I got to Piney Point I couldn't believe it. The beauty of the place and the treatment we got. The staff went out of the way to teach us and make things interesting at the same time. When I saw how they were teaching the trainees, it made me proud that I'm an SIU member. The trips to Washington were inter­ esting. We went to the House of Repre­ sentatives and Senate and saw how they pass legislation; we also visited the Transportation Institute and the Mari­ time Trades Department. Now I know what they mean when they say our fights are on Capitol Hill and we need SPAD. SPAD will make the difference between a weak maritime industry and a strong one. The program as a whole is very good, and I'm glad I picked the SIU when I first started going to sea. Seafarer Elmer Baker, 42, has been a member of the SIU since 1955, and has been sailing as bosan for the past four years. Born in North Carolina, Brother Baker now makes his home in Texas City, Tex. with his wife Patricia and their three children.Seafarer Baker ships oat of the port of Houston. Since I have been in the Bosuns Recertification Program I have been ex­ posed to all of the functions of the SIU including the affiliates, and have seen how the records are kept. We have had first hand-knowledge of the problems that the SIU is faced with, and how they are handled. We went to Washington, D.C. to visit Congress and sat in on the pro­ ceedings to see how laws are passed. So we can now understand why SPAD is very essential for all of us in the SIU because the place for us to be active is in politics. The training program at Piney Point for young men is the best they could get anywhere in three months, and I like the program for the upgraders. Seafarer Alfred Hanstvedt, 56, has been a member of the SIU since 1945, and began sailing as bosun in 1951. Born in Bergen, Norway, Brother Han­ stvedt now makes his home in Toms River, N.J. with his wife Betzy. Sea­ farer Hanstvedt ships out of the port of New York. ^ , ^ ^ - ^ ' '' , ik^wtHiciiijjauii^un : ^wGmm.Jfsim tiekOiksm Before going to Piney Point I thought I knew all about our Union, but now after being at Piney Point for 30 days, I foiind out how little I really knew. So, the Bosuns,Recertification Program has really been great for me. I learned a lot about our Union, and all my questions were answered. I .•••• J y\ After 30 days at Piney Point I then thought I had learned everything, but after arriving at Headquarters I foimd out more information about the SIU. While I have been here in New York I have learned all about how our records are kept and how our Union operates. I hope every member of our Union gets a chance to see these things that concern our Union. ^ Teti, Fimik,NcwYoA MBIer,pj-to,Sea»ae / y : mrnpsoM-«•, Hon^ • ' Wardlaw,»iekard,Httoi5teii i ' -f tWOUj JLKMiMCHlV New Orin»ft Get Passports All Seafarers are advised that they .should have United States passport books and should carry them with them at all times. Caldeira, Aiilhimy, igstro, Sa» lo^. Wr»iniC!ls«<;«[k . ^ iFramciaea L'ki, John, Saw .5^ 'V'' ., . - 1, ivtamici, San aan Jnait juaxi txihat#. jinn .iiian" •' Easinm, !&pi Fmitdsca^FnUimta, James, SanFimiclsca R^ch, Tmy, New Orle^if .Rilev.1l'lfl^m..'SafrSVsiiicuco Kusgiieiie, /sjpen, tsan r raiitisco Elveia»:Aliaixgo, Sfuh Joaii J' Rodiiqu^ I^ancelot, l^n Jaan Rodriguez, Ovidid, New York Ruley, Edward, B^timcre Seafarers have encountered problems in some areas of the world because they did not have passports, and the problem seems to be increasing. In addition, many Seafarers have not been able to make flyout jobs to foreign countries be­ cause they lacked passports. A U.S. passport can be secured in any major city in the country. If you, ne^ assistance in getting a passport, contact your SIU port agent. :: • ^1 �An Active SlU Member St. Louis Port Agent Leroy Jones administers the SlU oath of obligation to Robert E. Forshee, SiU Cook and Baker, as he receives his full "A" book. An active Union member, Brother Forshee has also been an active recruiter for the training programs of the SiU's affiliate, the Inland Boatmen's Union. Seated are Kevin and Keith Hoiiis, two of the young men Brother Forshee has interested in the IBU Deckhand/Tankerman program at the Lundeberg School in Piney Point, Md. All SiU members are urged to follow Brother Forshee's example and serve the Union by helping recruit young men for our excellent training programs. Headquarters Notes by SIU Vice President Frank Drozak i SABINE TANKERS ORGANIZING DRIVE We are moving steadily ahead in our. hid to organize Sabine Tankers. The NLRB has scheduled hearings to start Sept. 16 to review evidence supporting SIU charges of unfair labor practices against the company during a certifica­ tion election in February, 1974. We are confident that the NLRB upon re­ viewing a detailed presentation of the company's illegal aqtivity will rule in favor of the SIU. Meanwhile, in the field, our orgamzers are maintaining contact with the company's unlicensed personnel. Their reports to Headquarters show the SIU strength aboard Sabine's ships has remained sttong over the last several months. "A" SENIORITY UPGRADING With the five brothers who graduated from the SIU's "A" Seniority Up­ grading program this month, we now have 104 Seafarers who have completed this program since it began last year. These 104 men, and those who will join them in the future, can convey what they learned about Piney Point, Headquarters, and today's maritime industry to their brothers at sea. I have asked them to encourage their fellow Seafarers, who are eiligible, to parUcipate in this one-month program to guarantee their future job security; Congratulations to each of the five "A" Seniority upgraders who graduated this month and I wish them smooth sailing in the years ahead. They are; Larry Allen; Bob Cunningham; Sam Rivers; Sid Vaiton, and Bill Mortier. LNG TRAINING The next LNG/LPG course being offered by the Lundeberg School of Seamanship in Piney Point, Md. will begin on Sept. 23. Almost every day while you're in port you hear on radio, read in the news­ paper or see on television, something about the world's fuel needs. New forms of energy and better ways of carrying fuel are being devised each day. Ships which carry liquefied natural gas are among these new, energy carriers and you will be seeing many of them in the months and years ahead. If we want to secure these new vessels we must provide sldlled personnel to man them. Requirements, an application and a descriiftion of the course Can be found on pages 30 and 31 of the LOG and I ask that each Seafarer eligible, lake advantage of this program and apply as soon as possible. Pages Pensioner Mans Expo Booth Jack Ryan, retired SIU member, shows Andy Vinnes, eight, how to splice a line at the Expo Folklife Festival in Seattle. Brother Ryan spent a week, at the invitation of the Foikiife Festival, showing festival crowds that old sailing art —Marlin Spike and rope work. . _ FIREFIGHTING In the future it will most surely be required that each seaman tearding'high technology ships have firefighting training. This is for your own good and the welfare of each and every member aboard ship. The U.S. Maritime Administration's Firefighting School, which has trained an estimated 20,000 men, has closed its Bayonne, N.J. facility and expects to open its new school at Earle, N.J. around Nov. 6. Meanwhile, classes are be­ ing given at the Navy Damage Control School m Norfolk, Va. The dates for September are: Sept. 6th and 20th. Ask any of the SIU patrolmen Jjow to apply for this course. I cannot encourage each of you "too strongly to apply for this one-di^ course now. BOSUNS RECERTIFICATION PROGRAM This month we graduated the 12 Seafarers who completed the 13th class of the Bosuns Recertification Program and welcomed to Headquarters those 12 Seafarers who will take part in the program here during the month of August. We are proud of the fine job our recertified bosuns are doing aboard ship. They are holding informative and knowledgeable meetings each week on their vessels and are letting their brothers know about the Union's programs in Piney Point, Headquarters and in Washington. After this month's membership meeting in New York—as is done each month—a special bosuns meeting was held and a three-man Selection Committee was elected to choose those brothers who would participate in the September Bosuns Recertification class. With the 12 brothers who graduated this month we now have 130 bosuns who have completed the two-month program. I want to congratuate these 12 men and wish them the best as they go aboard their ships. They are: Elmer Baker; Tony Caldeira; Ken Gahagan; A1 Hanstvedt; Sylvester Monardo; John Moss; Jim Mullis; Ralph Murry; Floyd Pence; Kasimir Puchalski; Ed Ruley, and Bill Tillman. A NEW CONSTRUCTION Waterman's 893-fopt long LASH vesseU the Stonewall Jackson, docked in the port of New York at Pier Seven last monffi. Headquarters representatives went on board and found the operations on the ship Working well. They inspected the ve^el top to bottom and watched as the unique LASH barges Were unloaded. Ultra modem ships like the Stonewall Jackson are bound to present some new problems at first. But usually these difficulties can be re­ solved in a short time. We will continue to study and watch the-LASH ships closely so that any new development can, be handled quickly and properly. Also, one of the three American President Line vessels that Waterman has acquired-^the ex President Jackson now renamed Joseph Hewcs—^was deliv­ ered on July 15. No delivery dates have been set for the others, the ex Presi­ dent Buchanan to be renamed Carter flraxtort and the ex President Garfield to be renamed 5am jC^c. Sea-Land Service's -Sealand Producer-r^a former Pacific Far East Line ship be delivered on Sept. 2 and American Ultramar's Golden Doiplun crew will on Sept. \9. • Further, I woffid like to report that as of July 1st, Cities Service Tankers Corp. changed its name to International Ocean Transport Corp. , V'''V'• 's''I "'''i'''' ' • ' • ' '-h' -' ' ' •: ' ' '- y '• �• '•. •fc;:'' Washington Activities Pengkm Plan RegnlatiMi House and Senate conferees met on July 31 for a final drafting session on H.R. 2, a bill to regulate private pension plans. The conference version of the bill is scheduled to go to both houses for a vote, as we go to press. Deepwater Ports ByB.Rod(ar Eneigy Tnm^rtatioii Security Act A vote on the Senate version of the Energy Transportation Security Act of 1974 has been delayed. A strong network of support for the bill has grown through joint efforts of the SiU, Maritime Trades Department, and the AFL-CIO Ad Hoc Committee on Maritime Indmtry Problems, set up in April by President Meany. Member groups of the Committee have contacted State Central Bodies, Port Councils, and their own local organizations, to promote passage of the bill. The Com­ mittee met again on July 11 to discuss progress and responses to their contacts with Senators. There are some differences between the House and Senate versions, which will have to be resolved in a conference committee after the bill passes the Senate^ However, the percentages of oil guaranteed to U.S.-flag ships are the same: 20 percent in the beginning; 25 percent after June 30, 1974 and 30 percent after June 30, 1977. , Our latest information indicates the bill will come to the Senate floor late in August. \ House Merchant Marine and Fisheries Committee A special committee, chaired by Rep. Julia Hansen (D-Wash.) has com­ pleted deliberation on the Boiling Committee resolution to change the House committee structure. Under the Hansen Proposal, the Merchant Marine Committee would retain all functions which would be lost under House Resolution 988. In addition, the Merchant Marine Committee would gain jurisdiction over international fishing agreements, now in the hands of the House Foreign Affairs Committee. SIU has strongly opposed stripping the Merchant Marine and Fisheries Committee of its jurisdiction and placing maritime matters in other commit­ tees whose members have less experience and expertise in legislation which affects the merchant marine. No action is scheduled at present. Debate is expected to begin after Labor Day. A special Deepwater Ports Subcommittee, made up of members of the Senate Commerce, Public Works and Interior Committees, is continuing to work on a draft of a bill to license and regulate deepwater terminals. The Senate version differs somewhat from the companion bill already passed by the House. It gives authority to the Department of Transportation to issue licenses; the House version places licensing in the Interior Department. It also includes an oil spill liability provision not in the House bill. SIU supports deepwater port construction. The hew 265,000 dwt vessels being constructed in American shipyards cannot be accommodated by the existing Gulf and East Coast ports. Deepwater ports and bigger ships will make our U.S.-flag fleet competitive with foreign-flag ships. The only major issue still to be resolved is compensation for damage to persons injured by oil pollution in operation of a deepwater port. Ihe bill is expected to go to the floor of the Senate for debate by late August. Other Legislation We are also monitoring: ' Hearings in the Senate on the Intercoastal Shipping Act of 1933, to provide that government cargo be regulated by the Federal Maritime Commission. It would repeal the government's privilege to ship cargo free or at reduced rates. Hearings in the House Armed Services Committee on naval shipbuilding, to determine whether funds for building and repair of naval vessels should be restricted to Navy yards. Private yards would like a 50-50 split, and costs for work in Navy yards are reported to be as much as 33 percent higher than commercial contract prices. H.R. 5385, Surface Transportation Act, which would require water carriers to file rates for transportation of dry bulk commodities and allows railroads to freely reduce their rates during a one-year experimental period. The bill has been marked up in the subcommittee and will go to the full committee (House Interstate and Foreign Commerce) in the near future. y ? f1 -d J Double Bottom Tanker Requirements In special hearings held by the Coast Guard, Congressman John Murphy, Edwin Hood, President of the Shipbuilders Council of Anierica, and James Reynolds, President of the American Institute of Merchant Shipping endorsed Coast Guard proposed regulations to omit double bottom requirements for newtankers. Murphy quoted from findings of the Inter-Govemmehtal Maritime Con­ sultative Organization (IM;C0) which indicate, on the basis of substantial experience, that double bottoms adyersely affect stability and buoyancy. If such regulations were imposed, they would only apply to U.S.-flag ships, not those registered under foreign flag. The increased building costs would make it more difficult to compete with foreign fleets at a time when our U.S. merchant marine is beginning to grpw. 4.. Sirafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect, the security of every Seafarer and his. family. OrganOzes) SS Newark -i :• There's nothing unusual about Chief Steward Jack Utz playing the organ-rexcept that this organ Is in his room aboard the SS Newark (Sea-Land). Probably the only SIU member with h:s own organ aboard ship, Brother Utz brought It aboard to help pass the long stretches of time a sailor spends away , from home. August 1974 At the Baftimore Clinic Mrs. Margaret "Mickey" Smith, medical technician checks records In the Health Clinic at the SIU Hall in Baltimore. Mrs. Smith has been at the Baltimore Hall for 14 years. Pag«9 •i' .if- �I ri' ^5- - Money Due From Bates Labor College Scholarship Available The SIU has secured partial reim­ bursement for the following Seafarers from the bankrupt George T. Bates and Co. The men listed below have sailed on either the SS Cortland, SS Whitehall or the SS Bowling Green. If your name appears on the list please contact Union Headquarters at 675 Fourth Ave., Brooklyn, N. Y. 11232. The SIU is currently trying to secure more reimbursements and notices will appear in the LOG when the Union succeeds in securing further payments. The Community Services Committee of the New York City Central Labor Council, AFL-CIO has announced the establishment of the "'Thomas J. Perry Scholarship" at the Labor College in New York City. The winner of the scholarship, se­ lected by a screening committee of the Student Association of the Labor Col­ lege, will receive tuition and other school fees for a two year course of studies in Labor-Liberd Arts at the Labor College. The Labor College is a division of Empire State College designed to pre­ sent an opportunity to working people, especially union members, to attend a college program designed to meet their needs, interests and goals. Part of the State University of New York, the Labor College offers four degrees: As­ sociate in Science, Associate in Arts, Bachelor of Science and Bachelor of Arts. Any Seafarer who is interested in attending this course of studies but is financially unable to do so, should con­ tact the Community Services Commit­ tee at 386 Park Avenue, New York, N.Y. 10016 to obtain an application for the scholarship. . ' Frank CapareDi Michael T. Doherty Julio Domingnez George L. Kelly Bernard M. NeDl Brittoh D. Tomer ' Joseph W. Waite Abdurmb M. Awadh Carl A. Bean Frank A. Bolton Gary R. Jensen'^ Oliver F. Loveless Stanley L. Morris James R. Smart James H. Wallis Joseph A. Ferro Jacob Frifzlar Jerry T. Bieland Carl Alex Brill Daniel Clement James McDonald MackStratton Raymond R. Womadc Arthur A. Theriot Emmanuel Flamourakis Benford E. Harris Companies Receive Awards Two SlU-contracted companies, Calmar Steamship Corp. and Sea-Land Service Inc., received awards recently for excellent sanitation aboard their vessels from the U.S. Department of Health, Education and Wejfare, Public Health Service, Food and Drug Administration. This Is the 12th year In a row that the companies have received a Special Citation. Basis of the awards Is a _ rating of 95 or better on an official Public Health Service Inspection Involving 166 separate Items of sanitary construction, maintenance and operation. Those attending the Sea-Land presentation (above) are (from I. to r.) D. T. Tolan, senior vice president, Sea-Land; R. T>. Soper, vice president. Marine Operations, Sea-Land; Ed Mponey, SIU headquarters representative; John E. Bogle, supervisory Investigator, Food and Drug Administration, B. Varn, commissary superintendent, Sea-Land. Those present for the Calmar award (below) are (from I. to r.) S. M. Moodle, assistant vice president, Calmar; T. C. Maravlglla, regional food and drug director, Philadelphia office, U.S. Public Health Service; A. F. Cherney, vice president, Calmar, and Ben Wilson, SIU Baltimore port agent.. AUentioB PhitfoBvffli in seeing your fdiow crewmembeta or ^ ca!L the IOC wonld Kke to MARAD Reports Figures On U.S. Merchant Fleet i As of Apr. 1, the privately-owned sector of the U.S. merchant marine con­ sisted of 568 ocean-going ships and 202 Great Lakes self-propelled vessels, ac­ cording to data released by the Mari­ time Administration. The MARAD figures show 173 freighters, 235 tankers, 21 bulk carries, 133 intermodal ships and six combina­ tion passenger-c^go ships in the ocean fleet, for a total deadweight tonnage of more than 13.2 million. The Great Lakes fleet consists of 173 bulk carriers, 14 tankers, and 15 other ships, including railroad and automobile ferries, with a total deadweight tonnage of nearly 2.5 million. The same MARAD report shows American shipyards building or holding orders for construction of 68 tankers, 18 intermodal carriers, seven dry bulk carriers, and two tug barges, totalling more than 6.1 million deadweight tons and valued at almost $3.6 billion. -y'^: I 'X:i f LV;f Money Due Money is due Seafarer J. Wil­ liams (Social Security Number 563-10-8472) from Texas City Tankers Corporation. Brother IWniams should contact the company at P.O. Box 1271, Texas City, 77590, or call (713) 945-4451. - J : y' LOG OIBce at 675 4tb Ave., Brook:l^Y;:il232, ^Be;«iiro'^:;W^ people and ; and indttde yoor bome if yon would like y retorned. 74 SIU Ships Win Coast Guard Award Seventy-four SlU-manned ships 62 cited at least once' before—^have won 1973 AMVER awards for their outstanding participation in the U.S. Coast Guard's 1,276 ship—interna­ tional rescue program. Also three Union-contracted vessels joined the four-year-old system this year. All of these Union-contracted ves­ sels were on an Automated Mutual Assistance Vessel Rescue System (AMVER) plot for 128 or more days, constantly on ffie alert to aid ships in trouble on the high seas. Merchantmen of all nations making offshore passages of more than 24 hours may send sail plans and pe­ riodic position reports via free radio messages to the AMVER Center c/o the Coast Guard in New York City. Data from these messages is put into a computer which maintains dead reckoning positions of participating ships all during their voyages. The pre­ dicted locations and SAR character­ istics of all vessels known to be within a given area are given upon request to recognized SAR agencies of any coun­ try for use in a maritime safety emer­ gency. Benefits to shipping include: Page 10 ' J C . J ilfpi Improved likelihood of rapid aid in emergencies. • Reduced number of ;alls for as­ sistance to vessels not favorably lo­ cated. • Reduced time lost for vessels re­ sponding to calls for assistance. First time SIU winners of the award were the USNS tanker Erna Elizabeth (Albatross Tanker), 5S Falcon Count­ ess, SS Falcon Duchess and 55 Falcon Lady (Falcon Tankers); 55 Overseas Bulker and 55 Overseas Joyce (Mari­ time Overseas); 55 Penh Ranger (Penn Shipping) and the 55 Sea-Land Com­ merce, sis Sea-Land Galloway, 55 SeaLand McLean and the 55 Sea-Land Trade. They received certificates and blue pennants. New SlU-contracted members of the AMVER this year are the TT Brook­ lyn (Westchester Marine), 55 Mohawk (Ogden Marine) and the 55 Warrior (Sea-Land). The other multiple award winners were: _ The 55 Bethflor and 55 Bethtex (Bethlehem Steel); 55 Cid:-yur, SS Maryniar, SS Portmar and the 55 5eamar, (Calmar Lines); 55 Bradford Island (Cities Service); 55 Seatrain Georgia, 55 Seatrain Louisiana, 55 Seatrain Puerto Rico, 55 Seatrain San Juan, 55 Transchdmplain, 55 Transhawcui, 55 Transidaho, 55 Transindiana, 55 Transoneida, 55 Transontario and 55 Transoregon (Hudson Waterways); t 55 Columbia (U.S. Steel); And 55 Steel Admired (Isthmian Lines). Also, 55 Overseas Alice and Over­ seas Valdez (Maritime Overseas); 55 Penn Champion (Penn Shipping); 55 Inger and 55 Walter Rice (Rey­ nolds Metals); 55 r/te/ir (Rye Marine); SS Afoundria, 55 Anchorage, SS Arizpa, 55 Baltimore, SS Bienville, 55 Boston, 55 Brooklyn, SS Charleston, 55 Chicago, 55 Elizabethport, 55 Gal­ veston, 55 Gateway City, SS Houston, SS Jacksonville, 55 Long Beach, 55 Los Angeles, 55 Mayaguez, 55 Mobile, 55 New Orleans, 55 New Yorker, 55 New­ ark, SS Oakland, SS Panama, SS Phila­ delphia, 55 Ponce, SS Portland, 55 Rose City, 55 San Francisco, SS Sea-Land. Economy, 55 Sea-Land Venture, 55 Seattle, 55Summit, 55 Tampa, 55 Tren­ ton and SS Wacosta (Sea-Land);; 55 Longview Victory (Victory Car­ riers), and 55 Thomas JejO'erron (Waterman). Seafarers Log / - •' i- c: �'2' .^: f| -' *'l fI 1 fl The deck of the Achilles, anchored in the waters of the Narrows between Staten Island and Brooklyn in New York. After 3 Month Voyago, the Achilles Comes Home n HE steam tanker fNew- at Russian ports Including Odessa nnv<> nf d'Y ^n#: <in<i « .L L... me /icnmes was one of the 50 Thewas .. ._ ^/^gSrRSi^ss be American American. thf^Ses^'^'^ *— T^T rwm «"u > u,cuwcm -- ^ - make sure everything is running properly aboard •i .-i £rs"oi!er"''V"'''''"'"' SkiriiTcLp^^^ ^ . '. i;v^^ August 1974 ..x.W: Page 11 . '•' -- W^i ^ .' icX' UM.: V:-'•.•v;\,.. i..-w\.'rv • - • . ,r ,-r ...'yO-'^U .;VVV, �Achilles Committee • r»»—it;.- • . • The i4nc/7orage, an SlU manned containership operated by Sea-Land, paid off on June 12 in Port Elizabeth, NJ. after a run to the Mediterranean. Ship's Committee.members, from the left, are: Bernard Shapiro, steward delegate; Raymond Reyes, deck delegate; Manuel Sanchez, ship's chairman, and Reidar M. Neilsen, educational director. Converted to carry containers in 1969, the 496-foot long Anchorage carries up to 354 containers on its transatlantic runs. Tampa Committee The SlU-contracted tanker Achilles, operated by Newport Tankers, paid off last motnh at the Stapleton Anchorage in New York Harbor after a .three month grain/oil run to Odessa, Russia. The Ship's Committee members, seated from the left, are: Louie Hudson, steward delegate; Dario P. Martinez, ship's secretary-reporter and Fred Jensen, ship's chairman. Standing are . Jack Rhodes (I.), deck delegate and Robert Arnold, engine delegate. San Francisco Committee- Recertified Bosun George Burke, third from the left, is now sailing as bosun aboard the SlU-contracted containership Tampa. Photo was taken at the ship's last payoff in Port Elizabeth, N.J. From the left, the Ship's Committee members are: Tom Kline, deck delegate; A. D. Jesus, steward delegate; Burke, ship's chairman; Charles Petersen, engine delegate, and Jose Ross, ship's secretary-reporter. The containership San Francisco, operated by Sea-Land, paid off in Port Elizabeth, N.J. last month after just completing a successful run to the Mediterranean. The Ship's .Committee members, standing from the left, are: Brad Pinder, educational director; Julius Silagyi, steward delegate^ Joseph Puglisi, ship's chairman, and Theodore Veleotes, deck delegate. Seated from the left are: Jay Sides, engine delegate and Ted Balbkowski, SlU patrol­ man. American Victory Committee Los Angeles Committee ' With the Port of Elizabeth in the background, the Ship's pommittee aboard the Los Angeles poses for a photo. They are from the left: R. B. Woodard, steward delegate; Alf Larsen, deck delegate; Paul Lopez, chief steward; John Leon, educational, director; Carlos Sola, engine deiegate, and Peter Garzo, ship's chairman. In Port Elizabeth for their most recent payoff, the crew aboard tfie Los Angeles had just completed a Mediterranean run. Pagel2 One of the last C-2s still sailing, the American Victory is owned by Victory Carriers. After four months of carrying general cargo for the Army in the Far East, the crew paid off last month in the Army Terminal in BayonnO, N.J. The Ship's Corrvnittee members are, from the left: T. R. Price, ship's chair­ man; D. K. Kelly, engine delegate; Sam W. McDonald, ship's secretaryreporter, and John Kelly, deck delegsie. ^ - Seafarers Log �Contributing to SPAD SIU members are reminded that in filing a claim with the Seafarers Welfare and Pension Plans, your correspondence must Include a properly filled out claim form as well as other pertinent documents or the claim cannot be processed and payment will be delayed. Documents absolutely necessaiyr for the prompt payment of various types of claims include: doctor or hospital bills, certified death certificates, birth certifi­ cates, marriage licenses, Medicare statements, funeral bills, discharges, and nota­ rized tax returns from the previous year when proof of support of adopted or step-chfldren is required. Your doctor's social security number or the hospital's identification number is also necessary for the processing of certain pi«i«wi6. The following members have had their benefit payments held up because they failed to supply complete information when filing their claims. Please contact Tom Cranford at (212) 499-6600. Name Urti, A. J. Benham, J. R. Ziemba, F. Welstead, G. C. Rodriquez, C. Burton, R. McNeil, A. Ingram, G. C. Thies, H. O. Brathwaite, E. Zakorchemny, J. Belew, R. F. Johnson, C. DeWaUly, O. Brasseaux, M. Welton, J. P. Brown, C. Jackson, C. Conley, J. P. Maples, T. White, C. Herek,E. Social Security Number .X , . '' ; ^ — : ^ . . * ' X ' V - ^ : X X;^ ' 131-22-8914 369-44-3136 217-14-3500 143-44-5926 054-09-9412 438-14-9360 230-68-2530 242-26-7597 364-38-9379 • 125-44-0668 159-32-4004 362-38-4295 502-09-7296 435-16-2901 459-03-5652 151-22-4288 218-54-2054 225-74-4534 569-07-2612 421-76-5145 418-66-0781 505-10-9396 Union . Able Seaman Otiliano Morales has been shipping with the SIU for eight years and is a strong booster for SPAD. He said: "SPAD helps us to get jobs. Every­ thing is changing now, and it's changing for the better. It's all because of SPAD that we are getting new ships and more jobs for our security." Here he gets his receipt after giving a $20 donation to i Patrolman Babkowski. A&G A&G IBU A&G A&G A&G UIW IBU A&G UIW UIW A&G A&G - IBU IBU IBU UIW UIW A&G IBU A&G A&G V ^ SEAFUERS POIITICAL ACTIViry DONATION B lOGOl Contributor's Name Addruss City. State. S.5. No. SPAD IS a scparatt stffefated fund, its proieads arc uicd to rurtbar rtt oojtcts and purposes includinq, but not iimliad to furtncnnq tha political, social and economic interests of Seafarer seamen the preiaryation and furlherinq of the American fwlercnml Manna witn improved employment opportunities for seamen and tha advancement of trade union concepts, in connection with such obiects, SPAO supports and contributes to political candidates for eiecthra office Aii contributions are voluntary. No contribution may be solicited or received because of force. |Ob discrimination, financial reprisal, or threat of Such conduct, or as a condition of membership in the Union (SiUNA ACLIWOI Of of employment. If a contribution »s made by reason of the above improper conduct, notify the Seafarers Union or SPAO at the above address, certified mail withm thirty t^ys of the contribution for investigation arsd appropriate action end refu.-id. '» involuntary. Support SPAQ to protect and further your economic, political and social Interests. American trade smion concepts and Seafarer seamen. (A copy of our r»ort filed with the appropriate supervisory officer is (or will be) available for ^r^ase from the Superintendent of Oncuments. U.S. Government Printing Office. Washmgion. O.C. 1974 '20lOOl Port '• • • \ Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid June 27-July 24,1974 Number SEAFARERS WELFARE PLAN ^ SaU ELIGIBLES Death In Hospital Daily @ $1.00 " In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical . . .• Sickness & Accident @ $8.00 ............. Special Equipment Optical Supplemental Medicare Premiums .... rcuiiSdfd that tbey should apply for Medi­ care as soon as they are eligible in order to insure adequate eoyerage o yeans ui or older, or any pensioner who has boeti rccefving a disabiUfy award jErom Social Security for twfryears is eligible for Medicare. To apply, you must bring proof of date of birth and your social car^ to your ibcgl sp^igl you turn 65, dudng the month you turn 65, or dating the three iiiontiis after your 65th birthday. II you do not register during this $^yeii.j|ioi!tb period, you may only jfly for Medicare during the »h enrolfanent peroid held each January, Fcbruaiy and March. Those that enroll during period are not covered by eare until the following July 1 Poisioners should »ote that .fiatrers Welfare and Pei 'Ian reqiilrt^ that all eligible ^ ^ DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity ••• Blood Transfusions V Optical . • >' PENSIONERS & DEPENDENTS Death ; . Hospital & Hospital Extras . . Doctors' Visits & Other Medical Expenses.. Surgical Optical Blood Transfusions ........ Special Equipment Dental Supplemental Medicare Premiums ..,..... - SCHOLARSHIP PROGRAM ' hills to our welfare and •• TOTALS Total Seafarers Welfare Plan .....,. Total Seafarers Pension Plan ........ .... Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation Amount MONTH TO DATE YEAR TO DATE 8 172 214 15 1 7,532 ,2 • 211 10 102 4,834 2,260 112 27 53,336 12 1,534 220 .495 86 148 31 5 151 MONTH TO DATE YEAR TO DATE 14,000.00 172.00 642.00 1,953.70 60.00 60,256.00 614.00 4,634.33 . 689.20 $ 273,795.88 4,834.00 6,780.00 16,262.25 2,694.00 426,688.00 3,515.40 34,868.68 10,582.80 3,177 505 917 172 25 1,072 84,698.81 2,631.86 21,266,00 7,975.00 618.00 3,161.21 639,019.83 15,736.14 119,887.95 44,534.75 1,971.65 22,948.46 74 1,196 842 90 362 4 19 11,052 15,000.00 17,758.42 3,160.85 1,035.00 1,539.21 —: 330.65 448.32 13,413.00 217,000.00 193,775.26 31,089.98 12,367.25 8,972.79 305.75 4,680.51 1,276.86 80,562.90 — 60 — 20,636.72 11,438 2,230 865 14,533 82,009 13,231 7,564 102,804 256,057.56 540,134.29 419,325.24 $1,215,517.09 2,194,787.81 3,191,402.79 4,050,799.12 $9,436,989.72 5 259 108 8 86 — 1 1 1,889 . • 5' •' $ • .>r. August 1974' r-v' "fi • I Page 13 iit'r. * f f �p SIU Vessel Cited for Rescue ASHORE '•» , ( i-: Piney Point A delegation from Russia to the U.S.A.-U.S.S.R. Educational, Cultural and Technical Exchange Program toured the facilities (rf the Harry Lundeberg School of Seamanship here on July 18. The group was in the United States for a two-week visit. Highlights of the HLSS tour by the delegation to the school were a cocktail party and banquet attended by them, the U.S. Maritime Administration's W. H. Patterson, S. D. Wheatley and E. St. Germain; SIU vice president Earl Shepard from the port of Baltimore; HLSS President Hazel Brown, and HLSS Vice President Michael Sacco, and the school's faculty. The Soviet delegaticm on ship equipment, crew training and human factors were deputy chiefs of administration for the U.S.S.R. Ministry of the Merchant Marine, N. F. Babynin and A. V. Y. Kazanov; deputy director of the Scientific Research Institute; S. N. Dranitsyn; chief engineer of maritime ship­ ping, E. K. Blinov; division diief of the Scientific Research Institute, S. P. Arsen'Yev, and division chief of the Bureau of Technical Information, A. P. Grachev. ' -sJ.' • Lagos, Nigeria t • i V'. V '' •• . • A new container terminal will be built in this capital city and principal port for this West African country by 1976. Reportedly this new facility is part of a $75-million program financed partly by the World Bank. New Orleans "The highest maritime museum in the world," the Louisiana Maritime Museum here, now has a new home on the 31st deck of the International Trade Mart at the foot of Canal St. at the Mississippi River. SlU-contracted Delta Line's president Capt. J. W. Clark, who also heads the mart, formally opened the new premises recently by cutting a ceremonial nbbon—a length of mooring line. The museum houses a 56-inch .scale model of one of Delta's LASH vessels, the SS Delta Mar and a collection of ship models, fiags, nameplates, lights, divers suits, charts and many other nautical artifacts. In the lobby of the mart is a 13-foot, 500-pound model of the U.S. Navy's World War II heavy cruiser, the USS New Orleans worth $100,000, on loan from the U.S. Government. The SlU-contracted SS McKee Sons (American Steamship Co.) recently be­ came the first Great Lakes vessel to ever receive a marine safety citation of merit. The award was given for the McKee Sons' rescue of six persons from Lake Huron last December. The 633-foot long self-unloader was cited in the 18th National Ship Safety Achievement Awards Contest spon­ sored by the marine section of the Na­ tional Safety Council and the American Institute of Merchant Shipping. Last Christmas Eve the McKee Sons was anchored off Stoneport, Mich, waiting to load cargo. About a mile and a half away was the steamer Frontenac, also at anchor. The weather was ex­ tremely hazardous; freezing rain and snow and 25-knot winds pelted both vessels. As the ships rolled and jerked at their anchors, footing on deck be­ came treacherous. Just before midnight a crewmember aboard the Frontenac fell overboard and was lost from sight. The ship im­ mediately launched a six-man crew in a lifeboat to search for and rescue the man. The men got underway so quickly that they failed to dress properly; one crewmember was clad in only a T-shirt and cotton pants. The McKee Sons, under the com­ mand of Captain Robert J. Laughlin, had been in radio contact with the Frontenac and joined the search. Un­ fortunately the search proved futile; the man had perished within minutes. However, now the lifeboat crew was unable to return to its ship, despite re­ peated efforts. It was then up to the McKee Sons to save the lifeboat crew before they died of exposure. They appeared occasion­ ally on the radar, and were also lighting flares. The captain, along with the as­ sistance of the ship's SlU-crew, was able to guide the McKee Sons close enough to the lifeboat to. pick the men up. Both the crew of the Frontenac and the crew of the McKee Sons were cited for "their dedicated effort to saving lives of others under the most adverse conditions. This is in the highest tradi­ tion of the American merchant marine and a tribute to all men who follow a career at sea. The awards given are also emblematic of the highest traditions of safety beyond the call of duty which have characterized American merchant ships and the men who sail them since the birth of our nation." Thomas Jefferson Meeting Washington^ D.C. The U.S. Co^t Guard has issued proposed pollution regulations for Amer­ ican seagoing tankers and barges of at least 150 tons engaged in the domestic carriage of petroleum, including oil, sludge, oil refuse and refined products. The rules, which do not require the vessels to be equipped with double bottoms, were drafted under the Federal Water Pollution Control Act and the Ports and Waterways Safety Act of 1972. Boston Chief pumpman Thomas O'Connor who suffered a blood clot induced coma is still in serious condition at the USPHS hospital here. At the same hospital is Seafarer James Francisco undergoing cobalt treatment following lung surgery. He'd like his brothers of the sea to drop him a line. Brother William McKmnon injured in a motorcycle mishap is out of the Massachusetts General Hos­ pital here and is now at home convalescing. Boston. England English historian Martin Middlebrook author of "The First Day of the Somme", "The Nuremberg Raid" and now in the process of researching the World War II story of Allied Convoys Sc. 122 and HX. 229 in the Battle of the North Atlantic in early March 1943, is asking Seafarers for help in his research. The 104-ship convoys sailed from New York and lost 22 merchant ships between them to Nazi U-boats before reaching England: Since 25 of the merchant vessels and three of the naval escorts in the con­ voys were American, Middlebrook writes to the LOG, "I'm anxious to de­ scribe fully this American participation and I'm appealing to readers of the Seafarers LOG who took part to help me by giving their personal ex­ periences." "In particular, I'm hoping to trace men who served on the destroyers, the USS Babbitt and USS Upshur and the U.S. Coast Guard cutter, the USS Ingham or any of the UJS. merchant ships involved, especially from the SS Harry Luckenbach, SS Matthew Luckenbach, SS Irenee Du Pont, SS Gran­ ville, SS James Oglethrope, SS Walter Q. Gresham and SS William Eustis, all of which were sunk.", He concludes: "If any of your members are able to help, cpuld they please write to me giving, initially Just their name and address and tlieir sWp or position in March 1943.1 will then given them more details of the information I am seeking." His address is: Martin Middlebrook, 48 Linden Way, Boston, Lincoln­ shire PE 21, 9DS, England. His phone number is: Boston STD Code 02054555. •'.•rw.-v- ,• ' '.-•• /••'. r- WyiiM- • •i •.••.p;-.> <'i v< -• Page 14 • .• •. ".i"'-. In top photo, crewmembers aboard the SlU-contracted Thomas Jefferson participate in a Union meeting at the ship's most recent payoff at Pier 7 in Brooklyn, N.Y. last month. SIU Representative George McCartney, standing center, led discussions on the importance of the SlU's Washington activities, and brought the crew up-to-date on the progress of the oil imports bill in Congress and other important issues affecting the Union. In bottom photo, ship's committee members pose for a quick picture after their three-month ;Far East voyage. They are, from the left: John Kelly, steward delegate; Floyd iMitchell, secretary-reporter; Albert Doty, ship's chairman; James Collins, deck delegate, and Jack ^rock, engine delegate. Bosun Doty noted that it was "one hell of a nice trip and crew." fiflafarers Log v;. •!'•» �".-OK™!;;)) AT SEAi : - -f -ft'; afv J5 o.',; k ri~ Jti 0-- * Lundeberg grad Ronald Miller on board his first ship, the Achilles. SS Sea-Land Consumer This containership, one of the two new SL-18 class vessels bought by SIUmanned Sea-Land Service while under construction at Bethlehem Steel's Spar­ rows Point, Md. shipyard from Pacific Far East Line for $32 million last Fall, entered the Gulf-North Europe run late last month. She was converted at an­ other shipyard, in Mobile, Ala. to carry 739, 35 and 40-foot containers. The other containership acquired by Sea-Land Service Inc. is the Sea-Land Producer undergoing modifications also and expected to be delivered next month. The 720-foot, 23-knot Sea-Land Consumer joined her sisterships, the SIUcontracted Sea-Land Economy and the Sea-Land Venture, on the Gulf-North Europe run. They were put on this route in 1972 after sailing between the U.S. East Coast and North Europe and the United Kingdom. Sailing from Houston and New Orleans, the Sea-Land Consumer will call at Rotterdam and Bremerhaven every 10 days. Lundeberg Grad Makes First Trip on Achilles 55 Delta Mar The SS Delta Mar (Delta Line) was honored last month by the city fathers of the port of call of Puerto Cabello, Venezuela with a plaque commemorating the LASH ship's maiden voyage stopover there last year. She was the first LASH vessel to call at that port city. "Travelling is an education in itself," says '22-year-old Ronald Miller, who recently made his first trip aboard an SIU ship after graduating from the Harry Lundeberg School this past Fjcbruary. The young Seafarer, a native of Hattiesbeig, Miss., shipped out on the tanker Achilles (Newport Tankers) as a wiper. Even though he would have setU^ for any department, because he was anxious to get on his first ship. Miller says he's very happy with the engine department and will definitely siick with it. "There's more advancement in the engine department, and even if I decide to quit ^pping 1 will know plenty about engines and that's good b^ause 1 like to work with my hands." Seafarer Miller became interested in the SIU through his younger brother, Dave. Dave Miller had spoken with a friend who was shipping out and he de­ cided to join the SIU, graduating from Piney Point in September, 1973. Unfortunately, Dave Miller, who is 19, fell into a cargo hatch on the SS Hnrr/cmte, his second ship, and injured his back severely. But, Ae elder Sea­ farer Miller says his brother's accident does not discourage him. "I like shipping a lot; you can work when you want to. Right now I plan on getting off this ship and taking a short vacation back home in Mississippi." Seafarer Miller, who attended two years of junior college in Mississippi be­ fore joining the SIU, abo has very posi­ tive feelings about the training programs at the Harry Lundeberg School, and the facilities at Piney Point in general. He says he learned a lot there that helped him on board ship, and that—combined with actually doing the job on the ship —has been an invaluable experience. "A lot of guys complain about the discipline at Piney Point,** he says. "But, if yon can*t go through that for three months, then how can yon ex­ pect to survive on a shqi for even longer periods of time? YonH never he able to do a good job.** "I think Piney Point is what you make it. You can't have a negative at­ titude about the place. It's only as good as you make it, and you only get out of it what you put into it. I had a great time." HLS Gracfs Ship Together J -J 55 La Salle Rounding the Cape of Good Hope late last month near the port of Durban, South Africa, this Waterman Steamship Co. vessel reported she had to hospi­ talize A. Saliani, saloon messman, and C. de Jesus, cook and baker in the port of Karachi, India. 55 Arizpa Recertified Bosun Stanley J. Jandora aboard the SS Arizpa (Sea-Land) said there was "a good article in the last (May) LCX) for young and oldtimers to read. It's entitled '65 Years at Sea'." The above mentioned article in the Seafarers LOG was in the Letters to the Editor column on Page 18. It was written by Brother Emil G. Pearson of Worcester, Mass. who re­ counted the rough, old days aboard ship in his letter. He advised young Sea­ farers to treat their ships as they would their homes. 55 Gateway City Twenty-seven year SIU veteran Chief Steward Andy Reasko celebrated his marriage to Miss Sum Yi in Pusan, Korea on June 16 with the entire crew invited. The couple "wish to express their sincere thanks and gratitude to the membership and officers of the SS Gateway City (Sea-Land) (shuttling on the Far East run to Yokohama) for donations and remembrances at the wed­ ding party." 55 Baltimore Wheelsman E. Carter was taken by helicopter off this Sea-Land ship to Patrick Air Force Base, Fla. early in June after being stricken while on early morning duty. He had been in bed, ill for an hour-and-a-half when his condition worsened. Chief Mate A. K. Nazarian immediately notified Capt. R. D. Loftberg that Carter was "in bad shape and to contact the USPHS hospital." The skipper had Radio Operator Edward Wendrow make ship-to-shore phone contact until a helicopter from Cape Canaveral, Fla. arrived on deck after noon with a Dr. Hardy aboard who had the ill Se^arer lifted off in nine minutes. Chief Steward Ken Hayes says "Capt. Loftberg, Nazarian, Dr. Hardy and the crew of the chopper are to be commended for their prompt action and care of a sick brother." Eveiy day Is like a school reunion aboard the SS Ultrasea (WeStchesteV Marine Shipping) where four HLS grads ship together. Pictured from left, are: J. Havduk, OS; C. Galvan, OS; R. McDonnell, Steward Utility: and R. Farris, Steward Utility. All trained and graduated from the Lundeberg School in Piney Point, Md. Page 15 August 1974 I, , X -,i' . •' - H' • '^'i • / >•" '' w ,1' ^ "• j '* .'i ,f' y it'i: '•» • .t -s ^ -• ft y- �' 'v .i.l • The SIU>coiitracted LASH 5S Stonewall Jackson, on its first run, called on the port of New Yorii last month to deliver LASH barges to the Waterman Steamship Co. termipd in Brooklyn. Though the crew went aboard in June, they spent the month in New Orleans learning how to operate the ship's 1.5 million dollar crane, fomiliarizing themselves with the automated engine room and getting accustomed to the ultra modem facilities in the galley, before their first run. This 893-foot LASH ship is capable of carrying 89 LASH barges 18,500 miles at 22 knots. And when it reaches port, the steam turbine-powered Jackson can load and unload 2,000 tons of cargo in an houn The second in a series of three new LASH ships, the Jackson was buiit by Waterman with the help of government subsidies awarded under the Merchant Marine Act of 197(). The SIU, through donations to SPAD, was able to gamer the cracial support needed for the passage of this act. act' Waterman has also built the Jackson's sisterships Sam Houston and Robert E. Lee, making it one of the major freight cargo steamship operators in the 1J.S. Running from the Gulf and East Coast to the Persian Gul^ the Stonewall Jackson and her two sisterships wiU replace six World War II-bul!t conventional freighters. In addition to its LASH building program, the expanding Waterman CompiiEmy has also recently added three former Pacific Far East ships to its fleet. ^i '• - :' • •% „ - • 'J-vP'• "' xj ' •fit r •M; I* •m, f I' 4.' i P » " ."... ,I X • , 5 0'^Jr fl • 'm .'l-'V'''.' E f -A • ' sm ym- m ' S-1 =h£i-Vi"\. The new SlU-contracted LASH Stonewall Jackson (Waterman) being docked at Pier 7 in Brooklyn, N-Y. The Jackson had just completed a run to New York from New Orleans, where she crewed up last month. * The view aft from the Stonewall Jackson's bridge, showing her barge holds and crane. Standing far right, two recertified bosuns and an SIU 'A' Seniority upgrader watch as a longshoreman readies a barge for unloading by the ship's crane. They are, from the left: Recertified Bosun KennethOahagan; Upgrader Lawrence Allen and Recertified Bosun Elmer Baker. '- '/•'y y'Mx-'ix - li Last inondi the Hanry Lnndeberg School graduated the 500th student to complete its General Education Development Program, pass the Maryland state tests, and receive a school diploma. Hiis figure represents the total number of trainees and Seafarers who have taken advantages of the op­ portunity to obtain a high school diploma through the Lnnde­ berg School's eight week accredited course. The 500th student to graduate frmn the program is Danny Hunter, a 19-year-old trainee from Ft. Lauderdale, Fla. Daimy became intinrested in the merchant marine through his father, who was a merchant seaman during WW II. He quit school after the ninth grade, and when he came to Piney Point to enroll in the trainee program he learned about the GED conne. "They have really good teachers here, a real good staff," he said. "And the program itself is very good. I learned a lot in a very short time." Young Seafarers such as Danny Hunter, who ni^de them- ^5 ffl selves both academMy and vocationa^^^ of the future who will be manning technologically advanced hi • V': y-' ' •» ... •I,J • ' WMm •» ,(! • . , .•"< ... |<U. • '.';'c?VV'•':-' : •••••••••a Science teacher Cindy McCall presents fiigh school diploma to 500th Trainee Hunter receives congratulati^irfrorrrT;u^ GED graduate Danny Hunter. President Hazel Brown surveys the surroundings. •y ,. ^— story above.) The GED Program itself has made great strides since its inception a little less than four years ago. The program ^tresses . individual accomplishment and students worit individuaily with teachers. The program encompasses five subject areas: English gram­ mar, Literature, Social Studies, Science and Math. There are also other course, such as a reading course, study glcills, and ports o' call, which deals with different cultures, politics and religions. Even though the program leads to a high school diploma, there is not an over-emphasis on tests. Margaret Nalen, direc­ tor (ff Academic Education, says that the program is "goal oriented. We try to have a. great emphasis on basic skills, those that can be applied in fife." Mrs. Nalen says, "We try to go with concepts, and reduce everything to a smaller scale. We try for a real poritive ap­ proach." Whatever that approach is—as Danny Hunter and the 499 who received diplomas before him can attest to-rit certainly is woridng. . Trainee Arlen Jones works in Science class while class "mascot y%:y p- h. '; • . . •fi'f.v... •. ••<V __ School Trainees Pat Lavih (left) and Paul Appersowdrk with teach^ f iflh Clare Morrison in readiiig lab. Danny Hunter, who'also completed the three-month entry-rating i«#itK Dinox; Pnint Pnrt Anont Rmw/n English teacher Marilyn Grotzky looks oyer work of Trainee Steve Hoelscher. as Seafarer Peter Albano looks on. - Brother Hunter packs his gear in preparation for shipping out from Piney Point. �t:fm iv W- - I. >r'' '»3^./ I: • it , New Ships and New Skills II \- •^A.> U^;y It is no secret to anyone actively in­ volved in the U.S. merchant marine that our industry is in the midst of many rev­ olutionary changes—and these changes are occurring at a very rapid pace. As the familiar old freightships and small capacity oil tankers are inevitably taken out of service one by one, they are being replaced by such radically differ­ ent vessels as the LASH/containership, the ore/bulk/oil carrier, the supertanker —and in the not-too-distant future— LNGs and LPGs. These modern, technologically ad­ vanced vessels represent a giant step for­ ward for the U.S. maritime industry in regaining its pnce world-wide domi­ nance in merchant shipping and ship­ building. Yet, for the professioiial sailor^ this rapid advancement has created a new and important challei^e—to acquire the additional skills absolutely uecessary to safely aud efficieutly man the modem deep-sea vessel. We, as Seafarers, must meet this chal­ lenge head on if we are to insure for our­ selves a continually secure livelihood in our changing industry. And, we can do so by fully participating in the many fine training and upgrading programs avail­ able to SIU members at the Harry Limdeberg School in Piney Point, Md. The School regularly conducts a com­ plete range of courses which enable Sea­ farers to advance to the higher ratings and endorsements in their respective de­ partments. The importance of these new ratings and ejttdorsements-—^such as QMED— any rating. Bosun's Recertification, and LNG/LPG training for members of all Page 18 departments ^ cannot be stressed enough. In just a few years, whether or not one has these ratings may mean the difference between getting or not getting a job aboard an SlU-contracted vessel. To date, the good participation of this membership in the Union's career advancement opportunities has paid off for Seafarers. Already, SIU members are manning many of the highly automated vessels— such as the Delta and Waterman LASH ships, the supertanker TT Brooklyn, and others—^built under the 1970 Merchant Marine Act which was passed with the aid of SPAD donations. And the SIU will continue to get the majority of the new ship contracts if our members con­ tinue to cooperate and participate in the Union's programs. What it all boils down to is jobs and job security—the promise of a finan­ cially secure future for all SIU members and their families. Through the SIU's Lundeberg pro­ grams, Seafarers are provided with the opportunities to gain the needed skills of the future, but it is still up to the individ­ ual SIU member to participate and build his guarantee of long term job security. The Lundeberg programs are open to all Seafarers. A complete outline on course requirements and starting dates can be found in each issue of the LOG on pages 30 and 31. If you have questions about these pror grams, ask an SIU representative or write the Lundeberg School directly. An Sea^is are strongly urg^ to take die time out and partic^ate ia these programs. The few weeks spent at the School are an investment in years of job security. where we are npw. Back then, we knew that one man alone coultl ^ Seafarers Log �SlU Vice President Bull Shepherd reports to membership at last month's meeting In port of Baltimore. Baltimore Membership Meeting Provides Forum for Discussion Able-seamen Tom Spangler (left), and Tom Danzey check Registration board In Union Hail In Baltimore. SIU brofliers in die port of Balti­ more hold a general membership meeting at the Union Hall on the first Wednesday after the first Sunday of each montii. These meetings are held on des^nated days in each SIU Con­ stitutional port, and they provide an opportunity for all our members to discuss beefs, ask questions and put motions before the membership. At last month's Baltimore meet­ ing, SIU Atlantic Area Vice Presi­ dent Bull Shephard reported tiiat shipping was good all along the East coast. He informed tiie members of the SHPs current legislative fights in Washington, and our continuous struggle to provide job security for afi Seafarers. Members in all ports should attend these meetings to express their views and keep informed of all develop­ ments affecting tiieir Union. Saafarer Jim Combs, who received a QMED rating at PIney Point in Feb., 1973, has the floor for a question at the general meeting. Page 19 August 1974 V-V''V^ =-.• - • : • ^ .^ I ' ""•K-'r I . •- 'I " 1 �New SlU Pensioners Benito R. Cuenca, 72, joined the SIU in 1948 in llie port of New York sailing as. a chief steward. Brother Cuenca had s£^ed for 52 years and is a U.S. Coast Guard veteran of World War II. Born in the Philippine Islands, he is now a resident of Violet, La. with his wife, Beulah. , 5 Hoilis Bishop, 51, joined the SIU , in 1949 in the port of Tampa sailing in the engine department. Brother ^ Bishop is a vetdran of the U.S. Army Engineers Corps in World War II. Bom in Alabama, he is now a resi­ dent of Bayou La Batre, La. with his wife, Dorothy and his daughter, Lenora. George B. WUIiams, 61, joined the Union in the port of New York in 1955 sailing as a cook. Brother Williams walked the picket line in the Greater N.Y. Harbor strike of 1961 and the Robin Line strike of 1962. Bom in Louisville, Ky., he is now a resident of Norfolk. Elmer G. Derby, 64, joined the Union in the Great Lakes port of Elberta, Mich, in 1956 sailing as an oiler for Ann Arbor Carferries. Brother Derby is a native of Manis­ tee County, Mich, and is now a resident of Bear Lake, Mich, with his wife, Doris. i,:- Joe B. Brown, 65, joined the SIU in 1946 in the port of New York sailing as a cook. He had sailed for 38 years and walked the picket line in the Greater New York Harbor strike in 1961. Brother Brown was bom in Alabama and is now a resi­ dent of Brooklyn, N.Y. with his wife, Lillian. It Alexander Pulles, 64, joined the Union in the port of Baltimore in 1961 sailing as an AB. Brother Pulles was born in Estonia, now part of the USSR, and is now a resident of Baltimore with his wife, Alide. Leo J. Gomes, 62, joined the Union in the port of Mobile in 1955 sailing as a cook. Brother Gomes was born in Trinidad, British West Indies and is now a resident of Mo­ bile with his wife, Mary. David P. Rivers, 48, joined the SIU in 1946 in the port of Boston sailing as an AB. Brother Rivers is a native of Patrick, S.C. and is now a resident of Diboll, Tex. with his wife, Bertie Mae. Jean V. Beitnmd, 67, joined the SIU in the port of New Orleans in 1955 sailing in the steward depart­ ment. Brother Bertrand is a native of Louisiana and is now a resident of Ville Platte, La. Joan Rodriguez, 67, joined the Union in 1944 in the port of Balti­ more sailing as a chief steward. Brother Rodriguez was born in Utuado, Puerto Rico and is now a resident of Puerto Nuevo, Puerto Rico with his wife, Maria. James D. Bergeria, 56, joined the Union in 1942 in the port of Phila­ delphia sailing as a cook. Brother Bergeria was born in Pennsylvania and is now a resident of Philadel­ phia with his wife, Elizabeth. Vr Severino Garcia, 48, joined the Union in the port of Houston in 1956 sailing in the engine depart­ ment. Brother Garcia is a native of Galveston and is now a resident of JHouston. Joaquin Passapera, 62, joined the SIU in 1946 in the port of Philadel­ phia sailing as an OS. Brother Pas­ sapera is a lifelong resident of Yabucoa, Puerto Rico where he is a resident with his wife, Felicita. Delos O. Boyd, 72, joined the SIU in the, port of Mobile in 1958 sailing as a cook. Brother Boyd is a native of Mississippi and is now a resident of Brookhaven, Miss. John Kackur, 60, joined the Union in 1943 in the port of Balti­ more sailing as a chief cook. Brother Kackur is a native of Pennsylvania and is now a resident of New Paris, Pa. Riversly C. Brown, 66, joined the Union in 1944 in the port of Nor­ folk sailing in the steward depart­ ment. Brother Brown is a native of Viequez, Puerto Rico and is now a resident of San Francisco. David Henry, 67, joined the SIU' ' in 1943 in the port of New York sailing as a fireman-water-tender for ^ the Kinsman Marine Transit Co., ' Brother Henry was born in Ireland and is now a resident of Buffalo, N.Y. Al^io Tmjiiio, 57, joined the SIU in the Gulf port of Lake Charles, La. in 1955 sailing as a cook. Brother Tmjillo is a U.S. Army veteran of World War II. Bom in Cuba, he is now a resident of Miami with his wife, Delia. San Francisco Pensioner MEMBERSHPIIIIEErillGS' SCHEDULE Port New York ... ..Sept. Philadelpl)ia . ..Sept. Baltimore .... ..Sept. Norfolk ..... Sept. Detroit Septi Houston ..... New Orleans . .. Sept. Mobile San Francisco . iSept. Columbus ... ..Sept. Chicago Port Arthur . ..Sept. Buffalo. ..... .iSept. St. Louis .... ..Sept. Cleveland ... ..Sept. Jersey City .. . . Sept. Seafarer William Nuttal, left, receives his first pension check from San Fran­ cisco Port Agent Steve Troy at the June membership meeting. Brother Nuttal, who sailed in the steward department, joined the Union in 1948 in the Port of New York. Born in the Philippines, Seafarer Nuttal is 69 years old. His last ship was the fieai/regard. Page 20 • V, ^ I I - I i-nr-'^-'iiiif •.iiiiiMiuiiaBiii Date ' Deep Sea 3... . 2:30 p.m. 3... . 2:30 p.m. 4... . 2:30 p.m. — 6. . 2:30 p.m. 9... . 2:30 p.m. 10... . 2:30 p.m. . 2:30 p.m. 12... . 2:30 p.m. 21... — — 10... 11... 12... 12... 9... . ,• " • • • • '" ,. — • UIW IBU - ' \ •;A • 5:00 p.m. ......5:00 p.m. 5:00'p.m. ........ 5:00 p.m. .. ... .. . . . .. .., . . ... ....... .V..... ....... ....... — .. ...., 7:00 p.m. .. .. • • • ''' / • ........ . ^ .... i ....... ....... ....... 5:00 5:00 5:00 5:00 p.m, p.m. p.m. p.m. — 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. ....... 5:00 p.m. 7:00 7:00 7:00 7:00 p.m. p.m. p.m. p.m. ... ' —" • .. .. .. .. .. • • •• *. • • • —• A'.• • Attt - A"'- • ,y; i .A •.•'• '•'A.' '•;r;'' Ari^A Seafarers Log S I'A5; �rr» New A Book Members Five more Seafarers achieved full *A'Books through the SlU's Seniority Upgrading Program this month and took the oath of obligition at the general membership meeting in New York. By initiating this Upgrading Pro­ gram the SllJ is filling the great need in fhechanj^ginari for a means of teaching seamen the latest technology on aU newiy-constructed ships. At the sanie time this plbgrdiitt provides our members with a better imderstanding of our problems ^d bow we must deal with them if we are |o pia^ an important i^e in this ng? tioh's merchant marine d flie hitnre. The number of meh ^o have gone through this U|>graduig Sam Rivers Sidney Vaitoii Seafarer Sam Rivers graduated from the Harry Lundeberg School in January, 1972. Prior to attending the Seniority Up­ grading Program Brother Rivers ob­ tained. a QMED rating at Piney Point. A native of St. Louis, he still makes his home there. Seafarer Rivers ships out of the port of San Francisco. This Union is known as the Brother­ hood of the Sea, and to me this means respect. And, by giving the other guy as much respect as you would want from him, you create a strong foundation through a lifetime. I'm proud of the Union for what it has given me, and that is an opportunity to play a big role in it, an opportunity to prove to myself and to others the hidden intel­ ligence that refused to come out before I got involved in the SIU. The Union consists of many things; not only the world of. the sea, which is the main concern, but also such things as dealing with everyday life, politics, law and order, discipline, and most of all unity among the people. A union like the SIU is one of the best ways to show people what unity really means and ho,\y it is put to work. Seafarer Sidney Vaiton graduated from the Harry Lundeberg School in 1969. Brother Vaiton received an FOWT rating in 1970 in New York. A native of New Orleans, he contin­ ues to make his home there. Seafarer Vaiton ships out of the port of San Francisco. I learned more through being a Sea­ farer than any school ever taught me. The type of education I received at sea, overseas and through the Harry Lunde­ berg School was of a highly unique type, and that is experience. The op­ portunities for advancement are ex­ traordinary, because after three months of wiper time I upgraded to FOWT! The instructors at Piney Point teach you what you have to know from di­ rect experience. I can see the importance of SPAD for the betterment of the Union. Without it my livelihood would diminish. With it we will open up ways to a better and brighter future. Robert Cunningham Seafarer Robert Cunningham grad­ uated from the Harry Lundeberg School in 1972. Prior to attending the 'A' Seniority Upgrading Pro­ gram, Brother Cun­ ningham Veceived his AB ticket at Piney Point. A native of California, he now makes his home in Los Angeles. Seafarer Cunningham ships out of the port of Houston. While going through the 'A' Seniority Upgrading Program I have learned a lot about my Union and how it oper­ ates. During our stay at Piney Point we made a trip to Washington and learned . how SPAD was working for us. We went to the House of Representatives and the Senate; talked with Congress­ men and Senators. Without SPAD we wouldn't have any representation on Capitol HUl. That's why SPAD is so important to our security. Here at Headquarters we have learned how our Union operates and all of the problems that come up and how, they are solved. I was really impressed with the different departments, such as IBM, Records, Claims, Control Room and Welfare; they were all very inter­ esting. It amazed me to see how much work has to be done to keep everything straight. > With our membership we will build a.stronger and better union. Page 21 m Following are the names and departments of 104 Seafarers who have completed the "A" Seniority Upgrading Program. Allen, Lawrence, En^e . Makarewicz, Richard, Engine Andbrepont,P.J.,Eugine Manning, Henry, Steward . Aniiold, Moh, Deck , 'I,', > Marcus,M. A.,Deck " " McAndrew,Martin, Eiiglne f Bartol, Thoihas; Deck McCabe, John, Eng^e ^Baxter, Alan, McCabe, T, I., Engine Bean, P. L., Deck Mintx, Jr., R. G., Engine Beanverd, Artbiiir, Engine Miranda, John, Engine BelUnger, WiUiam, Steward Moore, €. M., Deck Blacklok, Richard, Engine Bolen, Timothy, Deck Moore, George, Deck Burke, Lee Roy, Engine Moore, William, Deck Burke, Timothy, Deck Mortief, William, Dedk Claik, Gamtt, Deck Painter, Philip, Engine Conklin, Kevim Paloumbis, Nikolaos, Engine ! Cunningham, Robeid, Deck Papageotglon, Dhnitriosi Parker, Jason, Deck Daniel, Wadsworth, Engine Pofetti, Pierangeio, Deck Davis, William, Deck Reamey, Bert, Engine Day, John. Engine Resfaino, John, Ehgine Deskirts,Wailaro, Steward R^ley, William, Dedt DIsing, Maximo, Enjs^ne ' . Rivers, Sam, Engine Ewing, Larry, Steward Rohack, James, Deck Fila,Marion,Deck . Galka, Thomas, Engine V ^ lezi ^ ^ Gamy, Stephen, Deck . Sabb, Caldwell,Jr., Garcia, Robert Deck . Salley, Robert, Jr., Sanders, Darry, Engine lilllam, Robert, Steward Sanger, Alfred, Deck otay, Raul, Steward Shaw, Ronald, Engine >wer, David, Engine Sinioiietti,. Joseph, Steward Graham, Patrick, Deck • ^ ^ Grimes, M. R., Deck Simpson, SpurgCon, Engine Hart. Ray, Deck . Sisk, Keith, Deck awker, Patrick, Deck Smith, D.B., Steward aynes, Blake, Engine " Spell, Gary, Engine Heick, Carroll, Deck Spell, Josi Eng&ie-' ' Humasori, Jon, Deck Stanter, David, Engine Hummerick, James, Jr., Steward Svoboda, Kveloslav, Hutchinson, Richard, Jr., En^e B Thomas, Robert, Ivey, D. E., Eagitte inomas, Timothy, Deck Johnson, M., Deck Trainor, Robert, Deck , Larry, Deck Kegney, Thomas, Engine Vain, Thomas, Deck Kelley, Jobn, Deck .Vaiton, Sidney, Engine Kemey, Paul, Engine . Vanyi, Thomas, Stewardi Kirksey, Charles, Engine Vukinir, George, Dt Kittieson, L. Q., Deck Walker, Marvin, Knight, Donald, Engine W'ambach, Konetes, Johnnie, Deck m. Artimr, i foodhouse, now reached 104. iknowledge they have gained, their full 'A' Books now give them better opportunities when they ship out. five new gradj^ ates of the ptogram describe in their own words what the program has' meant to tiiem. William Mortier Seafarer VVilliam Mortier has been a member of the SIU since 1968. Brother Mortier received a Quartermaster rat­ ing at Piney Point last year, and re­ turned this year to go through the LNG/LPG training course at the school. A native of Holland, he now makes his home in New York. Sea­ farer Mortier sails as AB from the port of New York. My stay at Piney Point, which was a pleasant and constructive one, has been instrumental in giving me a better per­ spective as to what is going on in Washington politics in keeping our ships and assuring jobs for all seamen. The laws formulated by our Wash­ ington politicians either make or break our job situation, and the sooner our SIU members realize this fact the better they will understand how important it is to our job security. It is up to us to back up SPAD with our donations and not just give it lip service; so when you pay off your ship, don't wait for the patrolman to ask you for your SPAD donations. Don't ask what the SIU can do for you, but see what you can do for the SIU, which in effect would be doing it for yourself. j Lawrence Allen Seafarer Larry Allen has been sail­ ing with the SIU since 1969. Prior to obtaining • his full 'A' Book, Brother Allen received his QMFD rating and \ attended the LNG/ LPG training pro­ gram at the Harry Lundeberg School. A native of Mississippi, Brother Allen ships, out of the port of San Francisco where he makes his home with his wife Wilbur and their four children. During my stay at Piney Point and New York I got to learn a lot about the operation of the SIU, what it means to be a member of this Union, and how SPAD is used. You might say SPAD and Piney Point are the backbone of our Union because the SIU needs them both. My stay at Piney Point was very re­ warding. They have a very outstanding staff there, and a very good program. In New York you have a chance to look over the operation starting with Welfare, Claims, IBM, Control Room and Records. The SIU leaves no doubt in its members', minds just what every penny is being spent for. Now that I have received all the en'^dorsements that an unlicensed man can receive, it makes me a full member of the SIU. Seafarers Log �•f" Ships' Meetings m\ I ^ ' i I 'I • i. . } . ij I• GALVESTON (Sea-Land Service), June 30—Chairman Recertified Bosun Karl A. Hellman; Secretary Gus Skendeias; Educational Director Rogers Coleman; Deck Delegate Wilbur NewOn; Engine Delegate John A. Sullivan; Steward Delegate Oscar Sorenson. Chairman advised crewmembers to read the Seafarers LOG which has many interesting items in it. Referred to President's report on the Maritime Strategy meeting that was held in Washington and how all contributions to SPAD. help make us a stronger Union. Crewmembers agreed with chairman and realize that we must all back our Union. $36.05 in ship's fund. Vote of thanks to the steward depart­ ment for a job well done. BETHFLOR (Bethlehem Steel), June 16—Chairman J. Michaels; Sec­ retary J. Kundrat; Educational Director Ralph Gowan; Engine Delegate H. Duarte. $26 in ship's fund. No disputed OT. Everything running smoothly. Next port Houston. BOSTON (Sea-Land Service), June 30—Chairman Recertified Bosun C. D'Amico; Educational Director John Atherton. No disputed OT. Vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. BROOKLYN (Anndep Steamship Corp.), June 23—Chairman Recertified Bosun Alfonso Armada; Secretary Jimmie Bartlett; Educational Director Joe Amino; Steward Delegate C. Martin. Some disputed OT in deck department. Everything running smoothly. Observed one minute of silence in memory of our departed brothers. Next port Cape­ town, CALMAR (Calmar Steamship), Jime 23—Chairman Recertified Bosun Morton J. Kemgood; Secretary C. Garnett; Deck Delegate D. Shields; Engine Delegate Leon Fountain. No disputed OT. Everything running smoothly. Ob­ served one minute of silence in memory of our departed brothers. DEL ORO (Delta Steamship), June 16—Chairman Robert Breaus; Secre­ tary Teddy Kress; Educational Director David Rojas; Deck Delegate Andrew Thompson; Engine Delegate R. L. Evans; Steward Delegate John Reilly. $76 in ship's fund. Some disputed OT in deck and engine departments. A vote of thanks to the steward department for a job well done. SEATRAIN MARYLAND (Hud­ son Waterways), June 23—Chairman Recertified Bosun John Eddins; Secre­ tary Walter Fitch; Deck Delegate H. DeBoissiere; Engine Delegate J. Billott; Steward Delegate F. Urias. $9 in ship's fund. Some disputed OT in deck and engine departments. Chairman urged all crewmembers to support the up­ grading program. A vote of thanks to the steward department for a job well done. Next port New Orleans. SEA-LAIVD RESOURCE (SeaLand Service), June 2 — Chairman James Lomax. Some disputed OT in deck and engine department. Request bus service front ship to the gate in Yokohama, Kobe and Horig Kong. Everything running smoothly.; ji•yvr DELTA ARGENTINA (Delta Steamship), June 19—Chairman Re­ certified Bosun Tony J. Radich; Secre­ tary S. B. Wright; Educational Director R. Lawson; Engine pelegate James Ward, Some dlsuted OT in deck depart­ ment. Chairman urged all crewmem­ bers to attend Union meetings and to donate to SPAD. All crewmembers were asked to cooperate and donate to the movie fund. A vote of thanks to the steward department for a job well done. DELTA PARAGUAY (Delta Steamship), June 9—Chairman Recer­ tified Bosun George Burch; Secretary W. J. Miles; Educational Director Frank W. Chavers; Engine Delegate Juan Cruz; Steward Delegate James Penymor. $3.03 in ship's fund. No dis­ puted OT. Everything running smooth­ ly. Observed one minute of silence in memory of our departed brothers. Next port Takaradi, Ghana. JACKSONVILLE (Sea-Land Serv­ ice), June 23—Chairman Recertified Bosun W. H. Butts; Secretary J. Prats; Educational Director H. Duhadaway; Deck Delegate Pedro Del Valla; Engine Delegate Curtis Ducote; Steward Dele­ gate R. Bosco. No disputed OT. Chair­ man suggests that all crewmembers support SPAD—it is for their benefit. A vote of thanks to the steward depart­ ment for a job well done. ROSE CITY (Sea-Land Service), June 16—Chairman Recertified Bosun J. Cisiecki; Secretary F. Kaziukewicz; Engine Delegate Delmar Richey. Chair­ man held a discussion on SPAD what it is for—how it works—and how it can benefit all crewmembers in the future. Put out some reading matter on differ­ ent subjects which should be of interest to everyone. Suggested that everyone get to see Piney Point. Vote of thanks to the steward department and deck department for mess hall upkeep. Elizabethport Committee Recertified Bosun Vagn "Teddy" Neilsen, third from the left, graduated in April from the Bosuns Recertification Program and is now sailing aboard the SlU-contracted containership Elizabethport. Photo was taken at the ship's most recent payoff in Port Elizabeth. The Ship's Committee members are, from the left: George Gibbons, ship's secretary-reporter; R. A. Ruffner, deck delegate; Neilsen, ship's chairman; M. V. Jorgensen, engine delegate; Nick Caputo, AB, and B. Sierra, steward delegate. ARTHUR MIDDLETON (Water­ man Steamship Corp.), June 9—Chair­ man Bernard Toner; Secretary J. Mojica; Educational Director Robers Cosaelou; Deck Delegate Albert Pack­ ers; Steward Delegate Stephen M. Dong. No disuted OT. Vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Savannah. DELTA SUD (Delta Steamship), Jime 25—Chairman Recertified Bosun Viekko Pollanen; Secretary Mike Dunn; Educational Director Morris Bartlett; Deck Delegate Jack D. Calla­ way. $15 in ship's fund, $285 in movie fund. Some disputed OT in deck de­ partment. Brother James C. Dial of Upper Alabama, besides going to sea, is raising racehorses. A special vote of thanks to the steward deaprtment for a job well done. PORTLAND (Sea-Land Service), June 1—Chairman Recertified Bosun Don Hicks; Secretary Juan Cruz. Chair­ man suggested that all members sup­ port SPAD. Vote of thanks to the stew­ ard department for a job well done. Observed one minute of silence in memory of our departed brothers. EI^IZABETH PORT (Sea-Land Ser­ vice), June 30—Chairman Recertified Bosun V. T. Nielsen; Secretary George W. Gibbons; Educational Director P. Kanavos. No disputed OT. A vote of thanks to the steward department for a job well done. The men in the steward department thanked the deck depart­ ment for keeping the messroom and pantry clean. Next port Cadiz, Spain. OVERSEAS ULLA (Maritime Overseas Corp.), June 16—Chairman Walter Colley; Secretary John S. Burke, Sr.; Educational Directof Franklin Mil­ ler; Deck Delegate M. C. Cooper; En­ gine Delegate C. E. Johnson; Steward Delegate Herbert Hollings. $21 in ship's fund. Some disputed OT in en­ gine and steward departments. All com­ munications posted. Vote of thanks to the steward department for a job well dope. ANCHORAGE (Sea-Land Service), June 16—Chairman M. Sanchez; Sec­ retary J. Nash. $14 in ship's fund. No disputed OT. A vote of thanks by the steward department to the deck depart­ ment for keeping messhall and pantry clean. Also a vote of thanks to Brother Jackson for running movies. SEATRAIN PUERTO RICO (Hud­ son Waterways), June 30—Chairman M. Silva; Secretary S. Brown; Educa­ tional Director D. Pase; Deck Delegate John Wilson; Engine Delegate H. F. Welch. $10.80 in ship's fund. $10 do­ nated to a Korean Orphan home. Vote of thanks to the steward department for a job well done. Extended high praise to John Kane, pantry utility and Man­ uel Cordero, saloon mess for an excelent job. This was their first trip out of Piney Point. Next port Oakland, Calif. SEA-LAND COMMERCE (SeaLand Service), June 2 — Chairman Lothar Rock; Secretary L. Dekan; Edu­ cational Director Gene Speckman; Steward Delegate Martin Badger. $140 in ship's fund. Chairman to try and purchase some movie film in Seattle. No disputed OT. Crewmembers sug­ gested that more safety meetings be held. Next port. Long Beach. LA SALLE (Waterman Steamship), June 23—Chairman Recertified Bosun L. Rodriguez; Secretary A. Salem; Edu­ cational Director Gower; Deck Dele­ gate L. Callaway; Engine Delegate A. Rehm; Steward Delegate G. Vorice. Chairman suggested that the men in the engine department should go and get their QMED at Piney Point. Reminded all crewmembers that when they get their SPAD receipt to be sure you have a number on it. Some disputed OT in deck department. Vote pf thanks tp the , steward department for a job well done. Next port Durban. ARIZPA (Sea-Land Service), June 29—Chairman S. J. Sandora; Secretary W. Seltzer; Educational Director I. Koramis; Engine Delegate Jose Pineiro; Df -k . Delegate Walter Gustavson; Steward Delegate Joseph Righetti. Chairman suggested that to get an in­ sight of Union activities and the use that SPAD is being put to, read the Sea­ farers LOG thoroughly. Reference was made to the May 1974 issue of the Sea­ farers LOG—Letters to the Editor col­ umn—"65 Years At Sea"—which de­ picted life at sea as it used to be and how it is today. Next port. Port Eliza­ beth. BIENVILLE SCHUYLKILL : OVERSEAS BULKER • iit'^cHiCAGO" vfmmi BALTIMORE EAGLE TRAVEI.ER J OVERSEAS ARCTIC SUGAR ISLANDER MILLICOMA ® a MAYAGUEZ SHENANDOAH . PHII _ AnFT ."PHI A .-.J PHILADELPHIA V OVERSEAS EVELYP^.^j LONG BEACH ^ •i-MM : "CI SeafarersLog vPage22 > • ; :'4 T' -• �Seafarer Nyles Nash, sailing as FOWT, checks the boiiers aboard the American Victory. Seafarers gather in the crew's mess during the payoff to pay dues, discuss the voyage and hoid a shipboard meeting. American Victory At NJ, Army Terminal The SIU manned American Victory (Victory Carriers), paid off last monffi at the Army Terminal in Bayonne, N J. One of the last C-2s still safling, the Victory and her SIU crew carried general Army cargo to Subic Bay, Hawaii, Thailand, Viet Nam, Korea, Japan, Guam, Long Beach, Calif., Panama and Puerto Rico during the four-month run. Though the ship is old, the crewmembers agreed that it had been a good run, widi few problems and an abundance of good ports. During the payoff, a lengthy shipboard meeting was held and the crewmmnbers, actively interested in Union affairs, discussed the oil bill and its implications for SIU members, the various attacks on the Jones Act, and the Sabine Tanker drganizing drive. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and InlMd Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly ^ance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disburse­ ments of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N. Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any lime, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the Sei)tember, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. Thirty-year SIU veteran Sam W. McDonald, left, chief steward and Seafarer Bill Theodore, third cook, prepare dinner for the crew. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not^have been required to make such payment, this should immediately be reported to headquarters? CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with ite contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other detailsi then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or receiyed because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. Cook and Baker Paul Lemmon, left, and BR T. Nettles, sailing with SIU for over 3(ryears, buy SPAD tickets from SIU. patrolmen. They both realize the importance of Union participation in political action. If at any time a Seafarer feels that any of the above rlgbL« have been violated, or that he has been denied his constitutfoTfil righf -of access to Union records or information, he should immediately notlQr SIU President Paul Hail at headquarters by certified mail, return receipt requested. Page23 August 1974 I 'I • -i' - -'y K , -.X A •. ^ -v' • X, •>. r * �* • ->• 1 ••. • - •• ''J-f ; • , ^ -r' • •;• AISPAfCHERS REPORT- JULY 1-31,1974 TOTAL REGISTERED All Groups Class A Class B Class C Port • . '• -i • •f-- "K "J:L.-^ -. T':. : ^ • i'V I • '..• •• f s .. DECK DEPARTMENT Boston ...... New York . T.. Philadelphiei Baltimore ... Norfolk ..... Tampa Mobile New Orleans . Jacksonville . San Francisco Wilmington .. Seattle Puerto Rico .. Houston \ ; V 'i fi * -5' 'HK'"' .J' ^ • r . 1 3 0 1 0^ 8 72 2 17 6 0 15 48 25 . 55 16 23 5 33 0 3 11 3 10 15 15 17 7 406 Buffalo Cleveland Detroit Duluth .;.... Frankfort Chicago Totals 6 1 97 18 13 3 " 35 7 ' 14 2 .5 1 21 2 54 - 14 41 14 59 14 25 4 - 29 10 11 1 71 13 0 0 . 3 2 5 0 3 1 10 6 5 11 11 5 1 7' 9 0 540 124 0 1 2 0 0 0 0 1 0 3 0 0 4 3 4 1 6 30 Port Boston New York Philadelphia' . Baltimore . . . Norfolk Tampa Mobile New Orleans . Jacksonville .. San Francisco Wilmington . . Seattle Puerto Rico .. Houston .... Piney Point .. Yokohama ... Alpena Buffalo ..;.. Cleveland Detroit Duluth Frankfort .... Chicago ..... Totals 3 68 13 38 10 3 26' 56 24 54 15 20 9 57 0 2 5 2 9 18 14 7 2 465 2 2 53 4 0 5 0 18 0 7 0 • 0 0 15 2 46 0 15 0 39 0 7 1 17 1 13 0 21 0 0 2 2 1 2 1 6 2 9 3 .28 3 19 1 ' ^5 • 0 4 23 333 Port Boston New York . . .. Philadelphia . Baltimore .. . Norfolk ..... i Tampa ...... Mobile , New Orleans . Jacksonville .. San Francisco Wilmington . . Seattle Puerto Rico .. Houston . . ;. Piney Point .. Yokohama ... Alpena Buffalo Cleveland .*... Detroit Duluth Frankfort .... Chicago Totals ...... 0 1 1 40 2 8 0 5 0 1 17 2 0 0 11 0 5 0 11 . 0 2 30 0 2 0 14 4 0 37 . 8 10 0 4 0 14 1 6 0 1 36 0 1 . 0 0 2 1 ' 1 1 0 1 1 0 0 0 0 0 . 0 6 4 1 0 2 .2 0 2 ' 0 0. 1 0 249 41 9 Piney Point .. Yokohama ... Alpena ...... i •' I .:, REGISTERED ON BEACH All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C 0 1 20 0 7 2 0 2 12 16 10 4 7 4 15 5 5 2 2 14 6 18 2 3 155 2 7 0 0 0 0 0 0 2 0 0 0 0 3 0 2 9 3 16 24 10 7 11 95 7 165 28 81 30 11 48 97 65 110 28 41 20 161 0 2 3 2 5 Is 4 4 6 933 2 33 7 .7 5 2 8 15 12 30 16 18 1 28 0 3 0 1 4 3 3 1 0 199 3 2 1 1 0 0 0 0 1 0 1 1 0 4 0 3 3 0 3 1 3 1 4 32 2 134 18 63 19 5 40 60 27 85 17 21 17 113 0 2 4 2 2 15 5 4 0 663 4 57 4 20 7 2 15 28 12 38 10 14 8 33 0 1 2 0 2 3 5 0 3 268 2 1 0 0 0 0 0 2 2 0 0 1 1 3 0 1 4 1 1 2 4 1 5 31 ENGINE DEPARTMENT 5 46 0 14 •4 1 5 15 8 24 10 13 4 17 '0 1 1 0 2 5 5 0 3 183 2 43 3 7 7 2 3 14 14 19 10 . 14 4 15 5 3 1 1 4 5 5 .0 4 18!P 2 7 0 0 0 0 0 0 2 0 0 0 0 1 0 5 6 2 3 6 , 4 2 1 41 STEWARD DEPARTMENT • A- • Port Boston .* 4 New York 41 Philadelphia' ....:. 1' 4 Baltimore ........ 23 Norfolk ........ ,' 5 Tampa 0 Mobile 13 New Orleans ; 28' Jacksonville 6. San Francisco 29 Wilmington .., ; 4 Seattle ; : 16 Puerto Rico 10 Houston . 17 Piney Point 0 Yokohama ..,......................... 0 Alpena......f..4 Buffalo 4 Cleveland .-j 8 Detroit i ..... 26 Duluth ...; .^ ......... .V.... w 6 Frankfort ......;.... 19 Chicago 4 Totals • , 271 Totals/UIDepts. ... . 1,525 0 2 27 47 3 0 7 14 4 2 . 1 • 1 . 3, 8 8 39 10 11 26 32 5. . 2 15' • ' 10 1 7_ 16 24 0 21 3 2 1 2 0 0 3 4 3 16 3 2 3 12 1 1 154 260 0 6 0 2 0 0 0 0 5 1 0 3 1 0 0 6 1 1 3 ^ • 14 2 5 1 4 68 13 - 25 19 4 26 45 22 61 13 14 15 78 0 •1 0 0 0 3 2 1 0 424 53 0 2 12 4 0 0 2 1 0 2 0 1 0 3 0 6 . 1 5 26 0 0 8 0 2 0 2 11 1 0 0 0 0 0 1 0 0 , 0 0 0 0 0 0 0 •0 1 4 85 . 11 ENTRY DEPARTMENT 3 80 6 22 22 2 19 53 29 64 19 21 15 50. .29 3 • .1 I 11 9 16 3 3 481 829 1 1 11 i i 1 1 1 56 40 11 3 19 37 i 12 i 37 i 3 i 17 i 29 1 21 i 0 1 0 1 2 1 4 1 3 i 23 i 5 1 11 1 5 1 358 2378 6 172 27 46 26 3 41 72 46 97 20 16 43 82 3 1 3 4 7 14 7 4 2 742 1,294 11 75 3 15 .8 2 1 IL 13 15 0 6 4 58 0 4 67 28 25 67 33 27 46 519 593 PRESIDENT PaulHaU SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6669 ALPENA, Mich...... .MO N. 2 Ave. 49797 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltlinore St 21202 (301) EA 7.4900 BOSTON, Mass. 215 Essex Si. 02111 (617) 482.4716 BUFFALO, N.Y.... .290 Franklin St 14202 SIU(716) TL 3.9259 IBU (716) TL 3.9259 CHICAGO, IIL. .9383 S. Ewing Ave. 60617 SIU (312) SA 14)733 IBU (312) ES 5.9570 CLEVELAND, OUo 1290 Old River Rd. 44113 (216) MA 1.5450 DETROIT, Mkh. 10225 W. Jefferson Ave. 48218 (313) VI 3.4741 DULUTH, Mlmt..... .2014 W. 3 St 55806 (218) RA 2.4110 FRANKFORT, MIcb. P.O. Box D 415 Main St 49635 (616) EL 7-2441 HOUSTON, Tex. ... .5804 Canal St 77011 (713) WA 8-3207 JACKSONVILLE, Ffab.2608 Pearl St 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montsomeiy St 07302 (201) HE 5-9424 MOBILE, Ala.. ....IS. Lawicnce St 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St 23510 (804) 622-1892 PADUCAH, Ky. ... .. .225 S. 7 St 42001 (502)443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St 19148 (215) DE 6-3818 PORT ARTHUR, Tex.... .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1321 Mission St 94103 (415) 626^6793 SANTURCE, PJt .1313 Fernandez, Jsncos, St(HI» 20 00908 (809)72441267 SEATTLE, Wash. ^ 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUI^ Mo.. .4581 Gravob Ave. 63116 (314)752-6500 TAMPA, Fla. 312 Harrison St 33602 (813) 229.2788 TOLEDO, Ohio .... .935 Summit St. 43604 (419)248-3691 WILMINGTON, CaHf. 510 N.Broad St 90744 (213) 549-4000 YOKOHAMA, Japan ...... . .PA>. Box 429 YohohiMMPoctPA). 5-6NBMnOhdori Naka-Kn 231-91 201-7935 Eit 281 M; V . • 1.' The above figures clearly show that shj^ping in all areas is excellent. During the period of luly 1-31, a total iri 1,682 johs vrera shipp^ from SlU halls. But of these, only 999 were taken by Oam **A** ^nlority fuU bo<dc men. That means there were 683 j^mmncnt jobs available to Class,Senlorilj bo<A men not taken by them.'There are plenty of joba available in aH department and SlU members can feel secure that when they go to an SlU hall there will be jobs for dmmtofilL Pa«e24 Seafarers Log �::i ..'I'! " . -V- ' • ... - - •••^; •••••'/:^r-• •, - pA^-' • :> •' -•?^^- •••^' • - - •• > •.^#" A.. "•:<y '<^" ^--"^rr ) ' - '. • -•--, ;: • •;• , : X,-. -^ «•' • •• ••:•^ .r SS'-C'*- • '• v; i .i ' /•; 'J... i"'^•'•'. ; i V ., ,. , ""V. -t.j'*.;.- ^. ..,v . ..^ '^V:-; ••• The San Pedro clocked at the port of Oaklanrf laet 0(1 after lime spent on a Far East sttuttle furl C l> I • • • r • ,. P.-t?* u .. "'^ ""'®" P®'" '''''®®®P"'-«"''pO"'ai"ef terminal at the port of Oaklana Calif. ' San Pedro Pays Off in Oakland After Far EastRun '•V'i :,'^1;"-'';'"i' •'.> •% A-i-', :•- . ., ''v!'•vS'''v'-^ " " • -- •'• ,.;• • - •^"^ V ., ' '''^!',*'y^'-''%-<'' '•'"•ji-.•'! 'V^-' v ••'" .i-v: Ai'f-r^x'- f 1:- •f..: ^:.v: .•• ' Seafarer Abe Rosen, who signed-on the San Pedro as a BR Utility is also a RoI!^n^h Screen Actors Guild as the union card he hoids clearly shows In t ^i'fns under the name of Jeffrey Allen, acting in small character roles in Westerns and as a stuntman. ^ 'M"-. Selan J?-' • ffcv - .. .., ., ; BaW RobSS^^S v- •• .... . * ' • . . SPAD dpn^tipnWt^celves oertificate August 1974 Page 25 -fci.'v, i'..t',vr. , . WMBMIflf?1IIWMMWfftMMWillfci^MlilillMMI^^M^^n't**^mi«rtwiiiiiiiTifiiiiiiaiiiMii'i"iI'TVI--' '''^'- •'T.'-,. , '• �^ r \ •, .. ANNUAL REPORT ^ ...... . •/ • For the fistial year ended December 31,1973 .•r ' -^i .' ' • 'I">i '-'.Hp '-. ' ' .r;, » j-:- -• : ••.. U . SEAFARERS HIRING HALL TRUST FUND (Name of Welfare Fund) or . SUPERINTENDENT OF INSURANCE ., NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 has been filed in lieu of pages 7 to 14 of the New York Annual Statement, Part IV—Section A of • Form D-2 may be substituted for Page 3 herein. f, (2) The Annual Report is required to be filed, in duplicate, not later than five months after end of fiscal year. Address replies to New York State Insurance Department, 55 John Street, New York, New York 10038. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund, llie presentation is necessarily V •->" abbreviated. For a more comprehensive treatment, refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Insurance Department, 55 John Street, New York, New York 10038. f f •I STATEMENT OF CHANGES IN FUND BALANCE (RESERVE FOR FUTURE BENEFITS) ADDITIONS TO FUND BALANCE Item -1. Contributions; (Exclude amounts entered in .ft Item2) (a) Employer (Schedule 1) (b) Employee (c) Other (Specify) Interest on delinquent con­ tributions (d) Total Contributions 2. Dividends and Experience Rating Refunds from Insurance Companies 3. Investment Income: (a) Interest (b) Dividends (c) IRents (d) Other (Specify) (e), Total Income from Investments 4. Profit on disposal of investments 5. Increase by adjustment in asset values of invest- . ments ............................... 6. Other Additions: (Itemize) (a) (b) (c) Total Other Additions 7. Total Additions $1,403,599.32 484.70 703,207.52 End of Reporting Year $ 4,003.08 Item 1. Cash . .»,,jL ........ : 2, Receivables: ' — . , (a) Contributions: (1) Employer (2) Other (Specify) Allocated from Harry Lundeberg 4,593.16 School of Seamanship -. (b) Dividends or Experience Rating Refunds (c). Other (Specify) - 3. Investments (Other than Real Estate): (a) Bank Deposits At Interest and Deposits of Shares in Savings 694,037.17 and Loan Associations , (b) Stocks: (1) Preferred ;,.. (2) ^^ommon .................................... (Q) Bonds and Debentures: (1) Government Obligations ....'................... (a) Federal (b) State and Municipal (2) Foreign Government Obligations (3) Non-Government Obligations (d-) Common Trusts: (1) (Identify) (2) (Identify) (e) Subsidiary Organizations (Identify and Indicate Percentage Of Ownership by this plan in the subsidiary) (1) ................ ......................... (2) ............... ..................'.. .. ' • ,5" •• - .. 4. Rejd Estate Loans and Mortgages 5. Loans and Notes Receivable: (Other than Real Estate) .....:. (a) Secured 7 (b) Unsecured * 6. Real Estate: ,(a) Operated v(b) Other Real Estate 77?^ 7. Other Assets: '(a) Accrued Income ........ .— ................... (b) Prepaid Expenses . (c) Other (Specify) Advances. ..................... . $703,207.52 8. Total Assets ........................................... $1,404,084.02 LIABILITIES 30,810,57 30,810.57 9. 10. 11. 12. 13. 14. 15. 7 Insurance and Annuity Premiums Payable Unpaid Claims (Not Covered by Insurance) Accounts Payable Accrued Expenses ....................;. Other Liabilities (Specify) Reserve for Future Benefits (Fund Balance)................. Total Liabilities and Reserves ••••••••••••••••a • • ••>•••••*•••••• $703,207.52 703,207.52 JThe assets listed in this statement must be valued on the basis regularly used in valuing in­ vestments held in the fund and reported to the U.S. Treasury Department, or shall be valued at their aggregate cost or present value, whichever is lower, if such a statement is not so required to be filed with the U.S. Treasury Department. $1,434,894.59 ANNUAL REPORT OF THE SEAFARERS HffiING HALL TRUST FUND DEDUCTIONS FROM FUND BALANCE 8. Insurance and Annuity Premiums to Insurance STATE OF. Carriers and to Service Organizations (In­ •.. • • •-V,m-r cluding Prepaid Medical Plans) ... SSL •; 9. Benefits Provided Directly by the Trust or Sepa. rately Maintained Fund 2,829.00 • - -J-, 10. Payments to an Organization Maintained by the COUNXY OF^ Plan for the Purpose of Providing Benefits to Participants (Attach latest operating state­ _dnd. 'ir'M'iitWi ment of the Organization showing detail of administrative expenses, supplies, fees, etc.) 11. Payments or Contract Fees Paid to Independent Organizations or Individuals Providing Plan Trustees of the Fund and ,. r':-Trustees.-o Benefits (Clinics, Hospitals, Doctors, etc.).. affirm, under the penalties of perjury that the contents of this Annual Report arc true 12. Administrative Expenses: and hereby subscribe thereto. (a) Salaries (Schedule 2) . (b) Allowances, Expenses, etc. (Schedule 2).. '3,145.08'^ 7,77 (c) Taxes (d) FeesandCommissiohs (Schedule 3) ..... I(),550.2t77^7r7;l^':;f^.7^ (e) Rent (f) -Insurance Premiums 319.75 " (g) Fidelity Bond Premiums ............... (h) Other Administrative Expenses (Specify) 79,973.83 Tabulating and office expenses ........ 93,988.93 (i) Total Administrative Expenses '....,.... 13. Loss on disposal of investments ........... ^. :77S:'';:.7:^7. 14. Decrease by adjustment in asset values of invest­ .7''7 --AS 7' ments .................I,.'............. 15. Other Deductions: (Itemize) '' > , (a) N.Y.S. Insurance Dept.—rexamination..., 1.557.54 • I'-. (b) ...................................ii'« Others (Indicatetitles)r;7 1,557.54 ' (c) Total Other Deductions ........... V]' $1,019,728,24 16. Total Deductions . ......,......... ll ' .tf. 415,166,35 ASSETS? to the STATE OF NEW YORK ' L. $ 288,041.17 1,434,894.59 1,019,728.24 STATEMENT OF ASSETS AND LIABILITiES of the . L- 17. Fund Balance (Reserve for Future Benefits at Beginning of Year^ - 18. Total Additions During Year (Item 7) ....... . 19. Total Deductions During Year (Item 16.) .... .. 20. Total Net Increase (Decrease) ... .\ ..,... .j. 21. Fund Balance (Reserve for Future Benefits) at end of Year (Item 14', Statement of Assets and Liabilities) (Addr^ of Fund) •, - ' }. , V RECONCILEMENT OF FUND BALANCE 275 20tfa Street, Brooklyn, New York 11215 s .'I :• r - • -' .. Page 26 I ;7v l-'.'y' -.7v:..w7 ''^:- i ^• 7777' -V777 :7-..,;- • . v 7,7;7 • V Seafarers Log : 7777'7;."'7v,7:'7'WVUlMt vrw .»-w^ ... _ �1 Jfinal departures! SIU pensioner Dennis A. Marcoly, 62, succumbed to arteriosclerosis at home on Apr. 25. Brother Marcoly joined the Union in 1942 in the port of New York sailing in the engine department, A native of Pennsylvania, he was a resident of Long Beach, Calif, at his death. Inter­ ment was in St. Mary's Cemetery, O'Hara Twsp., Pa. Surviving are three brothers, Michael, Francis and James; three sisters, Mrs. Angeline Thens, Mrs. Armella Carbone and Mrs. Lucy Enie, all of Pittsburgh and a nephew, Joseph M. Marcoly of Downey, Calif. SIU pensioner Florencio P. Marquez, 82, passed away on June 24. Broth'^r Marquez joined the Union in 1939 in the port of New York sailing in the engine depart­ ment. He had sailed for 41 years. A native of Puerto Rico, he was a resident of Yabucoa, P.R. at his death. Surviv­ ing are his widow, Francesca and two daughters, Naomi of Camden, N.J. and Suzanne. SIU pensioner Manfred E. Walker, 66, succumbed to a lung malady in the USPHS hospital in Norfolk on June 11. Brother Walker joined the Union in 1938 in the port of Norfolk sailing in the engine depart­ ment. He had sailed for 38 years. Bom in Maple, N.C., he was a resident of Vesuvius, Va. at his death. Interment was in Mt. Carmel Presbyterian Church Cemetery, Steeles Tavern, Va. Surviv­ ing are two sisters, Mrs. Elsie M. Wynn of Norfolk and Mrs. Hilda Olander of Vesuvius. SIU pensioner Antonic R. Russo, 61, succumbed to heart disease at home on Apr. 24. Brother Russo joined the Union in 1948 in the port of New York sailing as a chief electrician. He was also a member of the SUP and walked the picket line in the N.Y. Harbor strike in 1961 and the Robin Line beef in 1962. Seafarer Russo was a Navy veteran of World War II. Interment was in Long Island National Cemetery, Pinelawn, L.I., N.Y. Bom in New York City, he was a resident of Brooklyn, N.Y. at his death. Surviving are two daughters, Mrs. Theresa De Pompeis of the Bronx, N.Y. and Grace, and a sister, Mrs. Concetta Rizzo of Fair Lawn, N.J. John P. Troester, 67, passed away on June 21. Brother Troester joined the SIU in the port of Houston in 1959 sailing in the engine department. He be­ gan sailing in 1927. Born in Rumania, he was a resident of Port Arthur, Tex. at his death. Seafarer Troester became a naturalized Ameri­ can citizen. Surviving are his widow, Birdie, and a sister, Mrs. Walter Liska of Hinsdale, 111. STEER A CLEAR COURSE! orever is a very definite word. It means for a limitless time ... for all time ... never again! But forever is the length of time a Seafarer loses the right to his livelihood and future career in the maritime industry if he is busted on a drugs charge either while at sea or ashore. It's a tough rap — but that's exactly how it is. Your seaman's papers are gone forever, without appeal, if you are convicted of possession of any illegal drug—heroin, barbiturates, speed, ups, downs or marijuana. In 1971 alone tihere were 400,606 drug related arrests in the U.S. and even that staggering figure was topped in 1972. The shipboard user of narcotics is not only a menace to himself, but piresents a very grave danger to the safety of his ship and shipmates. Quick minds and reflexes are an absolute necessity aboard ship at all times. A drug user becomes a thorn in the side of his ^ipmates when they are required to assume the shipboard responsibilities the user Is not capable of handling. Also, a Seafarer busted at sea leaves a permanent black maik on his ship. The vessel will thereafter he under constant surveillance and the crew wiU he subjected to unusually long and annoying searches by customs and narcotics agents in port. Truly, forever is a long, long time — somediing a drug user does not have. Dont let drugs destroy you or your livelihood. Steer a clear course! F SIU pensioner Leoncio Servidad, 66, passed away of natural causes in the Kings County Medi­ cal Center, Brooklyn, N.Y. on Apr. 25. Brother Servidad joined the Union in the port of New York in 1955 sailing as a cook. He was on the picket line in the 1957-8 Robin Line strike. Born in the Philippines, he was a resident of Brooklyn, N.Y- at his death. Burial was in St. Charles Cemetery, Farmingdale, L;I., N.Y. Surviving are a brother. Co­ mer and a sister, Leona, both of Ilorrlo City, the Philippines and a cousin, Mrs. Katherine Magno of Brooklyn, N.Y. Page 27 August 1974^ • " '• '• .'•rt'-.r'y . ' '' Warren B. Smith, 65, died of cancer ip Memorial Medical Center, Ashland, Wise, on Dec. 27, 1973. Brother Smith joined the SIU in the port of Toledo in 1960 sailing as a wheelsman for the Bolan, Cornelius Steamship Co. and the Reiss Steamship Co. A native of Washbum, Wise., he was a resident there at his death. Inter­ ment was in Calvary Cemetery, Washbum. Surviving is his widow, Mildred. •'V;- ; . .i"'"'' y'-' • ". " t' ! , • x-'U V;, ''| I • III I riTTrrTmT'nfirir'— • . S,, .<'• r , i- A', •' :• V- " - �-fir • ' -vm' JFinal BepartureiS i] s -i-:'* - I •; 5 ^ 1 • > ( 'R 11 Ih J «i #.V } i V f ii :< . i k George C. Doyle, 33, died of injuries sustained in a truckpedestrian accident in New Orleans on Feb. 14. Brother Doyle joined the Union in the port of Houston in 1965 sailing as a Wiper. Seafarer Doyle was bom in Eu­ nice, La., and was a resident of Houston at his death. He attended the Andrew Furuseth Training School in New Or­ leans and in Houston in 1965 and was a post-world War II veteran of the U.S.. Nav>'. Interment was in Lake Charles (La.) Cemetery. Surviving are his widow, Mabel; a daughter, Beverly, both of Houston and his father, Steve of De Quincy, La. Jesse H. Gage, Jr., 48, succumbed to heart disease on May 6. Brother Gage joined the SIU in the port of Norfolk in 1968 sailing as a chief cook. A native of Cleveland, he was a resident of Norfolk at his death. He was a Navy veteran of World War II and the post-war fleet. Surviving are his widow, Cleo; his mother, Mrs. Mary G. Smith of Quitman, Miss.; four sons, Carl, Mark, Kenneth and Dresden, and two daughters, Jacquelyn and Mary Ann, all of Norfolk. Claude W. Pritchett, 59, diecf of nat­ ural causes in Cum­ berland Hospital, Brooklyn, N.Y. on Jan. 31. Brother Pritchett joined the Union in 1947 in the port of Norfolk sail­ ing as a chief cook. A native of Virginia, he was a resident of Alberta, Va. at his death. Seafarer Pritchett was an Army veteran of World War II. Interment was in New Hope Christian Church Ceme­ tery, Alberta. Surviving are a brother, Harvey of Alberta and a sister, Mrs. Herman E. Daniel of Farmville, Va. SIU pensioner Conrad D. Shirley, 66, died of pneumo­ nia in the USPHS hospital in San Francisco on Feb. 5. Brother Shirley joined the SIU in 1944 in the port of Baltimore sailing as a chief COOK. He had sailed for 30 years. Born in Vir­ ginia, he was a resident of Torrance, Calif, at his death. Burial was in Green Hills Memorial Cemetery, San Pedro, Calif. Surviving is a daughter, Mrs. Dorothy Lamonl of Torrance. Anthony Pinchock, 49, suc­ cumbed to diabetes aboard the SS Transerie (Hudson Water­ ways) in Tuapse, Russia on May 11. Brother Pinchook joined the Union in 1948 in the port of New York sailing in the deck department. Seafarer Pin­ chook attended the HLSS. A native of Massachusetts, he was a resident of Atmore, Ala. at his death. Interment was in Tuapse pending a burial at sea. Sur­ viving is his widow, Anne. David F. Dudley, 42, died of head in­ juries sustained in a fall in San Francisco on Apr. 22. Brother Dudley joined the SIU in San Francisco in 1972 sailing as a fireman. Born in Ala­ bama, he was a resident of Birmingham, Ala. at his death. He was a veteran of the Army's 17th Infantry Regiment, 7th Division during the Korean War. Burial was in Shadow Lawn Cemetery, San Francisco. Surviving are his mother, Ruth of Birmingham and a brother, Hubert of Norton Air Force Base, San Bemadino, Calif. Allen J. Bullard, 54, succumbed to ar­ teriosclerosis in Jack­ sonville, Fla. on Mar. 31. Brother Bullard joined the Union in 1939 in the port of Savannah sailing in the engine depart­ ment. He was a Navy veteran of World War II. A native of Waycross, Ga., he was a resident of Texas City, Tex. at his death. Burial was in La Marque Cemetery, La Marque, Tex. Surviving is his widow, Lillian. SIU pensioner Opie C. Wall, 70, died of a heart attack in Baltimore General Hospital following! an operation there for arteriosclerosis on Mar. 14. Brother Wall joined the SIU in 1947 in the port of Norfolk sailing in the engine department. He had sailed for 38 years. Seafarer Wall was a pre­ war Navy veteran. Born in Raleigh, N.C., he was a resident of Baltimore at his death. Interment was in Cedar Hill Cemetery, Brooklyn, Md. Surviving are his widow, Virginia and a daughter, Betty of Baltimore. SIU pensioner Sigurd Halvorsen, 60, died of a heart at­ Oliver Martin, tack in the USPHS 62. died in the hospital in New Or­ USPHS hospital in leans on Mar. 28. San Francisco on Brother Halvorsen Mar. 15. Brother joined the SIU in Martin joined the 1947 in the port of Union in 1945 in the Mobile sailing as an AB. He was bom port of New Orleans in Norway and was a naturalized citi­ sailing in the deck de­ zen. Seafarer Halvorsen was a resident partment. Bom in South Carolina, he of New Orleans at his death. Burial was was a resident of Charleston, S.C. at in Metairie Cemetery, New Orleans. his death. Surviving are a brother, C. C.. Surviving "are a daughter, Mrs. Anna Martin of Garden City, L.I., N.Y. and H. Murret of Abbeville, Miss., and his mother, Anna of Spannevien Haugea sister-in-law, Mrs. W. L. O'Neal of sund, Norway. San Francisco. Lonnie V. Hargesheimer. Sr., 44, passed away on May 11. Brother Hargesheimer joined the Union in 1949 in the port of New York sailing as a chief steward. He attended an HLSS Crews Conference at Piney Point, Md. in 1971. Bom in Indiana, he was a resident of Houston at his death. Surviving are his widow, Hattie; a son, Lonnie of Metairie, La. and a daughter, Kathryn. IBU pensioner Frank Saudarg, 78, died of a heart attack in Cape May, N.J. on May 26. Brother Sau­ darg joined the SIUaffiliated IBU in the port of Philadelphia in 1961 sailing as a derrick engineer for Merritt; Chapman and Scott Corp. from 1937 to 1963. He was a World War I veteran. A native of Lithuania, he was a resident of Villas, N.J. at his death. Interment was in Femwood Cemetery, Femwood, Pa. Surviving is his widow Viola. Valente B. Ybarra, 60, reportedly drowned in the Miss­ issippi River off a ship at Charbonnet Wharf, Arabi, La., on Mar. 17. iBrother Ybarra joined the Union in 1948 in the port of New York sailing as a chief cook. He attended an HLSS Crews Con­ ference. Born in Silver City, N.M., he was a resident of Violet, La. at his death. Interment was in Memorial Gar­ dens. Chalmette. La. Surviving are his widow, Lillian; a stepson, Mervin; a stepdaughter, Barbara and a sister, Lena of Los Angeles. SIU pensioner James E. Stickney, 65, succumbed to ar­ teriosclerosis on the way to St. Luke's Hospital, Newburgh, N.Y.- on May 19. Brother Stickney joined the SIU in 1938 in the port of New York sailing in both the engine and deck depart­ ments. He was a pre-war Navy veteran. Seafarer Stickney walked the picket line in the Greater N.Y. Harbor strike in 1961. A native of Otego, N.Y.. he was a resident of Montgomery, N.Y. at his death. Interment was in Wallkill Valley Cemetery. Walden, N.Y. Surviv­ ing is his widow, Margaret. SIU pensioner Theodore M. Grif­ fith, 72, died of a heart attack in Touro Infirmary, New Or­ leans on Apr. 26. Brother Griffith joined the Union in 1939 in the port of Mobile sailing as an AB. He had sailed for 40 years. Born in Alabama, he was a resident of Lockhart, Ala. at his death. Burial was in Greenwood Cemetery, Florala, Ala. Surviving are his widow, Irma; a daughter, Mrs. Clarence O. Dupuy, Jr., both of New Orleans and a sister , Mrs. Norah H. E. Hobbs of Lockhart. t Royce A. Yarborough, 69, passed away " in Seattle on May 22. Brother Yarborough joined the SIU in the port of Baltimore in 1957 sailing as a cook. He was an Army veteran of World War II. A native of Virginia, he was a resident of Seattle at his death. .Surviving are an uncle, T. C. Lawrence. Sr. of Hamlet, N.C. and a cousin, Mrs. Madge L. Thomas of Pinehurst, N.C. Benjamin W.Tingley, 58. died of pneu­ monia in Charity Hospital. New Or­ leans on May 18. Brother Tingley joined the SIU in the port of New Orleans in 1957 sailing as a chief electrician. He was an Army World War II veteran. Born in Phila­ delphia, he was a resident of Galveston, Tex. at his death. Burial was in St. Bernard Memorial Gardens, New Or­ leans. Surviving are his widow, Nettie and a sister, Mrs. Richard L. Houston of Timberlake, Ohio. SIU pensioner Alhert A. Richards, 57, f B died of arteriosclero­ sis in Mobile General Hospital on Apr. 17. Brother Richards joined the Union in 1938 in the port of Mobile sailing as an AB. He was an Army veteran of ^orld War II. A native of Mobile, he was a resident there at his death. Interment was in Pine Crest Cemetery, Mobile. Surviving is his widow, Annie. , SIU pensioner Jan Robert Mucins, 76, 1 passed away in Hoboken. N.J. on May 28. Brother Mucins joined the Union in 1943 in the port of New York sailing in the engine depart­ ment. He was on the picket line in the Greater N.Y. Harbor strike in 1961. Seafarer Mucins attended a Crews Con­ ference at the HLSS in 1970. A native of Latvia, he was a resident of Hoboken at his death. Burial was in Greenwood Cemetery. Brooklyh, N.Y. SIU pensioner Lyndon G. "Duke" Wade, 70, died ol a heart attack in Belle­ ville (111.) Memoriaj Hospital on Dec. 6., Born in Irishtown, Twsp., 111., he was a resident of East St^ Louis, 111. at the time of his death. Brother Wade joined the SIU ih the port of New York in 1952 sailing in the steward department as a cook.. Burial was in McKendrie Chapel Cemetery, Keyesport, 111. Surviving are three sis­ ters, Mrs. Lincoln H. Bange of East St. Louis; Mrs. Mary Hediger Of Carlye, and Mrs. John Stone of St. Louis; three brothers, Don of Lavonia, Mich, and Murray and Howard of St. Louis and two stepbrothers. Dean Kramer of St, Louis and George Kramer of Glendale, Calif. Seafarers Log �1 jTinal departures; SIU pensioner Robert J. Moody, 71, died of a coro­ nary thrombosis' in Concord, N.H. on Dec. 1, 1971. Broth­ er Moody joined the li SIU in the port of Detroit in 1960 sailr ing as an AB for McKee Sons. He was born in Newfoundland, Canada, and was a resident of Concord at his death. Interment was in Alexander Cemetery, Bow, N.H. Surviving are a brother, James and a niece, Mrs. Linda E. Dyment, both of Concord and a nephew, Robert of Hampton, Va. Edward P. J. Marsh, 54, died in the USPHS hospital in San Francisco on May 19. Brother Marsh joined the "Union in the port of New York in 1965 sailing in the engine department Bom in Illinois, he was a resident of San Francisco at his death. Surviving are his widow, Mary of Sacra­ mento, Calif., and nephew, John W. Winter of East St. Louis, 111. John W. Mack, 59, died in New Or­ leans on Apr. 2. Brother Mack had sailed for 37 years in the deck department. He was an Army vet­ eran. A native of Bal­ timore, he was a resi­ dent of Seattle at his death. Surviving are his mother, Marion and a sister, Mrs. Catherine L. Spence of Baltimore. William (Bill) F. Lowe, 53, died on Feb. 24. Brother Lowe joined the SIU in the port of New York in 1952 sailing as a chief steward. Born in Manny, La,, he was a resident of San Pedro, Calif, at his death. Surviving are his daughter, Susan and his parents, Mr. and Mrs. A. Harmon Lowe, all of Vivian, La. - WiUiam H. John­ son, 53, died June 3 in Norfolk. Brother Johnson joined the SIU in 1947 in the port of Baltimore sailing as a bosun. He had sailed for 32 years. Seafarer John­ son was a Navy veteran of World War II. A native of Schoolfield, Va., he was a resident of Danville, Va. at his death. Surviving are his widow, Jeanette of Norfolk and his mother, Lucy of Dan­ ville, , Fred R. Ballard, 58, passed away on Mar. 19. Brother Ballard joined the SIU in the port of Sa­ vannah in 1951 sail­ ing as an AB. Bora in Jacksonville, Fla., J.be was a resident there at the time of his death. Burial was in Jacksonville. Surviving is his widow, Imogene. Perry J. Dixon, 35, died on June 24. Brother Dixon joined the SlU-affiliated IBU in the port of Philadelphia sailing in the deck depart­ ment for the Inter^ " / I state Oil Transport Co. since 1958. Born in Philadelphia, he was a resident of Blackwood, N.J. at his death. Surviving are his widow, Kathleen, and his father, Walter of Philadelphia. '•- Ralph E. Jenkins, 51, died of natural causes on Apr. 26. Brother Jenkins joined the SIU in the port of Detroit in 1970 sailing in the engine department. He was wounded in the Normandy (France) invasion in World War II with the Air Force. A native of Kentucky, he was a resident of River Rouge, Mich, at his death. Burial was in Feradale Cemetery, Riverview, Mich. Surviving is a sister, Mrs. Pauline Lykins of Ecorse, Mich. Ronald K. Jansa, 24, died of injuries on his way to Hous­ ton Memorial Hospital on Mar. 27. Brother Jansa joined the SIU in the port of New Orleans in 1968 •i* sailing as an OS. He was a graduate of the Harry Lundeberg School of Seamanship, Piney Point, Md. Born in Houston, he was a resident there at his death. Interment was in South Park Cemetery, Pearland, Tex. Surviving are his parents, Mr. and Mrs. William P. Jansa of Houston. SIU pensioner James M. Davis, 54, died of cancer in the USPHS hospital, Staten Island, N.Y. on Mar. 3. Brother joined the Union in the port of Bi®l /^^H-New York in 1952 sailing as a chief cook. He had sailed for 29 years. Born in Birmingham, Ala., he was a resident of Montgomery, Ala. at his death. His ashes were scattered at sea. Surviving are his mother, Lanora of Birmingham; a brother, Tom of Montgomery; a nephew, James D. Johnson of Center Point, Ala., and three sisters, and two other brothers. SIU pensioner - Fred C. Frederiksen, 77, succumbed to heart disease in New Orleans on Oct. 20, 1972. Brother Fred­ eriksen joined the Union in 1947 in the ' port of New Orleans sailing as a bosun. He won a safety award aboard the SS Louisiana (Seatrain) in 1961. A native of Denmark, he was a resident of Hoboken, N.J. at his death. Seafarer Frederiksen became a naturalized U.S. citizen in 1957. In­ terment was in St. Bernard Memorial Gardens, Chalmette, La. Surviving are a daughter, Mrs. Nancy MUos of Val­ paraiso, Chile; a granddaughter, Helga of Santiago, Chile and a son-in-law. Hector G. M. Loof of Santiago. Nelson Julllus, 60, passed away in Buf­ falo, N. Y., on May 28. Brother Juliius joined the Union in the port of Buffalo in 1958 sailing as a fire4^. man. Bora in Massachusetts, he was a resident of Buffalo at his death. Surviv­ ing are his foster mother, Mrs. Albina Julien and a sister, Mrs. Camilla Gil­ bert, both of Quebec, Canada. SIU pensioner Paul Gladden, Sr., 73, succumbed to cancer in St. Joseph's Hospital in Tampa on Apr. 2. Brother Gladden joined the t Union in 1945 in the , port of Norfolk sail­ ing as a bosun. He was born in Mem­ phis, Tenn. and was a resident of Tam­ pa at his death. Burial was in St. Peter's Cemetery, Oxford, Miss. Surviving are a son, Paul of Mobile and a brother, Sanford of Boulder, Colo. SIU pensioner Frank A. Hallem, 59, died on June 27. Brother Hallem joined the Union in 1944 in the port of Norfolk sailing as a chief cook. Born in Egypt, he was a resi­ dent of New Orleans at his death. He became a U.S. naturalized citizen in 1960. Surviving are a daughter, Evan­ geline of the Bronx, N.Y., and a brother, Yese of Alzwek-Lgri, Egypt. SIU pensioner Melvin G. Hartley, 50, was killed in a truck-train wreck in Lexington, N.C. on Oct. 27,1973. Broth­ er Hartley joined the Union in 1944 in the port of Norfolk sail­ ing in the engine department. Born in Lexington, he was a resident there at his death. Burial was in Lexintgon City Cemetery. Surviving are his widow. Opal; a son, Paul; a sister-^in-law, San­ dra, and a grandson. Grant. John Trost, 76, died on May 24. Brother Trosf joined the SIU in the port of New York in 1958 sailing as a fireman. He had sailed for 35 years. A New York native, he was a resiof Baltimore at his death. Burial in Belfast, N.Y. Surviving is a sisMrs. Gertrude Foster of Filmore, Joseph L. Lindvall, 80, died on Mar. 18. Brother Lindvall joined the SIU in the port of Duluth in 1961 sailing in the engine department for the Zenith Dredge Co. of Du­ luth from 1944 to 1974 and the Eng­ land Towing Co. in 1943 and Duluth Mining Co. from 1941 to 1943. He was an Army Engineers Corps veteran of World War I. Born in Hancock, Mich., he was a resident of Bayfield, Wise, at his death. Surviving are a sister, Mrs. Genevive Stephens of Duluth; a nephew, Robert Lindvall of Washburn, Wise, and a brother. SIU pensioner Ju­ lian Q. Dedicatoria, 75, passed away on June 20. Brother De­ dicatoria joined the SIU in 1938 in the port of Philadelphia sailing as a chief steward. He was a U.S. Navy veteran of World War I. A native of the Philippine Islands, he was a resident of Philadelphia at his death. Surviving are his widow, Ada and a son, Julian. Ralph J. Keen, 59, passed away on Apr. 8. Brother Keen joined the SIU in the port of Alpena, Mich, in 1950 sailing as a wheelsman. He had sailed for 40 years. A native of Port Huron, Mich., he was a resident there at his death. Seafarer Keen was a Navy submarine veteran of World War II. Burial was in Port Huron. Sur­ viving is his widow, Mildred. SIU pensioner Robert R. Lester, 66, passed away on May 25. Brother Lester joined the Union in 1941 in the port of Baltimore sailing as an AB. He had sailed for 35 years and walked the picket line in the Greater N.Y. Harbor strike in 1961. Seafarer Lester was a resident of Edgewater, N.J. at his death. SIU pensioner Bennie H. Lowderback, 47, died on Apr. 10. Brother Lowderback joined the Union in 1946 in the port of New Or­ leans sailing in the steward department. Born in Louisiana, he was a resident of Kalamazoo, Mich, at his death. Surviving is his mother, Jessie of Marion, La. SIU pensioner Comas J. Knight, Charles W. Pelen, 70, died on May 10.' 58, died on June 24. BrcLther Knight Brother Pelen joined joined the Union in the SIU in the port of 1943 in the port of New Orleans in 1958 New York sailing in sailing as a chief the engine depart­ steward. Born in ment. He attended a Harrisburg, Pa., he Pinsy Point Pensioner Conference in was a resident of 1970 and was a World War I Coast Houston at his death. Surviving is a Guard veteran. Borii in Georgia, he was sister, Mrs. Rebecca Pipes of Harris­ a resident of Philadelphia at his death. burg. Surviving is his v/idow, Ma>%aret. ' August 1974 .v, T 'S Page 29 r > • . �Seafarers Train for LNG Ships LNG COURSE Beguming Sq>t. 23 the Lundeberg School will again offer a course in LNG/LPG. The course will end Oct. 18. The skill required to man the highly complex Liquid Natural Gas carrier has made the need for the course very evident. The schooPs staff has met extensively with chem­ ical engineers who have des^ned the cargo containment and cargo pump­ ing systems. Charlie Nalen, the chief instructor for the course, just com­ pleted a two-week conference de­ signed to familiarize him even more with the complex system. Since the cargo focilhies on these vessels have nothing in common with those now in use on standard tankers, it is imperative that all who man these vessels become familiar with the systems in a classroom at­ mosphere before going aboard ship. Course description: The course of instruction to obtain certification for LNG/LPG includes the fol­ lowing: Introduction to the chem­ istry of both LNG and its prod­ ucts, i.e. propane, butane, and ethylene, proper operating pro­ cedures for loading and discharg­ ing cargo, explanation of the phy­ sical plant used to contain and store the cargo, tank cleaning and gas freeing, safety and firefighting. Eligibility: Engine personnel must he QMED—any rating. All other de­ partment personnel (deck and steward) must hold a rating. Length of Course: Four weeks. I I (, ) . The SIU's LNG/LPG program of­ fered at the Lundeberg School in Piney Point, Md. was highly praised in the June 1974 edition of the U.S. Maritime Administration's publication "Seaword". The article, which is reprinted in full below, was accompanied by a photo showing a group of Seafarers who participated in the course earlier this year. The next LNG/LPG course being offered by the School will begin on Sept. 23. See this page and page 31 for further details and an application. As technology advances so must the manpower to sustain it and the crews who man U.S. flag ships are making sure they are never left behind. One of the best examples of labor support of improved ships capabilities has been the Seafarers International Union's efforts to prepare its crews for manning the high technology liquefied natural gas carriers currently under construction. These LNG vessels which will be transporting vital energy to this coun­ try contain sophisticated cargo facili­ ties unlike those found in standard tankers. The cargo is carried in a liquid state in huge tanks at temperatures of minus 260 degrees Farenheit. Sea­ farers, therefore, must be familiar with not only all operational and mainte­ nance procedures of these vessels but' also understand the chemistry and safety measures involved in the trans­ port of the gas. High School Program Is Available to All Seafarers !!?• f.^ The Lundeberg High School Pro­ gram in Piney Point offers all Seafarers —regardless of age—the opportunity to achieve a full high school diploma. The study period ranges from four to eight weeks. Classes are small, permit­ ting the teachers to concentrate on the individual student's progress. :i J and Mathematics. The test will he sent to the Lundeberg School for grading and evaluation. Or write directly to the Harry Lnndel^rg School. A test booklet and ah answer sheet will be mailed to your home or-to your ship. Complete the tests and mail both the test booklet and the answer sheet to the Lundeberg School. (See application on this page.) During your stay at the school, you will receive room and board, study materials and laundry. Seafarers will provide their own transportation to and from the school. Following are the requirements for eligibility for the Lundeberg High School Program: Twenty three Seafarers have already successfully completed studies at the SIU-IBU Academic Study Center in Piney Point, Md., and have achieved high school diplomas. i\ ? -i i: ^ii , Any Seafarer who is interested in taking advantage of this opportunity to continue his education can apply in two ways: Go to an SIU office in any port and you will be given a GEO PreTest. This test will cover five gen­ eral areas: English Grammar, and Literature; Social Studies, Science 1. One year's seatime. 2. Initiation fees paid in fuU. 3. All outstanding monetary obligations, such as dues and loans paid in fuU. j I am interested in furthering my education, and I would like more information I on the Lundeberg High School Program. '-J l ..' . It-' ' I '•rW'- • I Name I I Address I I I Last grade completed. .Book No.. ^ : ; V .* •>- Special Course for Pumpman The Harry Lundeberg School will be offering a special course for pumpman beginning on Nov. 4 and finishing on Nov. 27. As automation has been steadily reducing the size of crews, it has become increasingly necessary for each member of the crew to have more expertise in his job function. This has become extremely evident in the case of the pumpman since fewer and fewer of our ships carry the rating second pumpman and more and more tankers join our fleet every day. The course being offered at the Lundeberg School is geared towards giving the pumpman that training which he would normally have received as second pumpman. The school's staff has researched the latest developments on automated tankers and with the use of its opera­ tional tank barge will conduct a concentrated "hands on" training program to ascertain that the SIU pumpmen of tomorrow will maintain the same high stimdards as they have in the past. Course description: The course of instruction leading to certification as pump­ man will consist of both classroom and practical work to include: Tanker regulations, loading and dischaiging, pumps and valves operation and main­ tenance, ballasting, tank cleaning and gas freeing, safety and firefighting. Eligibility: Applicants must already hold Coast Guard endorsement as pump­ man or QMED—any rating. i; I Length of Course: Four weeks. FOWT QMED, Lifeboat, and at! Steward Dept —.QMFJ). Llfiohoat, WeWiitg, QHartemtaster. , a Sept. S ^pt 19 - — QMED, Lifeboat, and all Steward Dept. Ratings Sept. 23--' V'-' LNG/LFG ' f Oct. 3 ' — QMED, Lifeboat, Welding, Able Seaman, and Steward Dept. RaHpgs Oct. 15 ' wFOWtOct. 17 ^— QMED, IJfeboat, and all Steward Dept. Ratings i Oct, 31 —QMED, Lifeboat, Welding, Quartermaster, and Stewaid Dept. Ratings PlIIIlptllBIl > :H *!? 'V. '• '!• •" 'i-'. >,,1;''• ^ v -T"'' :f" . <'•} xi j .[ i'.i. •4'",. V 'V/' r" v.- , /J Ratings _ —J • !' b V'/ 'I, •- {J . | V.. . ' FOWT ' r— QMED, Lifeboat, Able Seaman, and all Steward Nov. 14 \ 'J'fe 1'- .••• •> Anotner class of Seafarers who have obtained a QMED rating, graduated from the eight-week training course at the Lundeberg School recently. Here they pose with Director of Vocational Education Robert Kalmus, far left, and Instructor Charles Nalen, far right. They are, from the leh: Jerry Makarewicz, Frank Kraemer, John Griffith, and George Rogers. (Zip) (City orTowii) Last year attended— ! ^ Engine Dept. Upgraders ?^0V 4 (Street) I Complete this form, and mail to: Margaret Nalen I Director of Academic Education I Harry Lundeberg School I ' Piney Point, Maryland 20674 Page30 The SIU Harry Lundeberg School at comprehensive coverage of the gas Piney Point, Maryland, is providing freeing and tank cleaning systems conthese LNG crews with extensive in­ snected with the transport of this cargo. The first LNG vessels scheduled to struction in LNG transport technology bei manned by these well-trained and through school instructors, visiting chemical engineers, and simulated ship­ safety conscious SIU crews are the board equipment. Since the vessels U.S. flag KENTOWN and MON­ have a capability of transporting liquid TANA, operated by a subsidiary of petroleum gas, the school also provides Interstate Oil Company. - •• ,Seafarers Log �Deck Department Upgrading 2. 24 months seatime in Steward Department, six months of which must be as Third Cook and Assistant Cook or; 3. Six months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. Quartermaster 1. Must hold an endorsement as Able-Seaman—unlimited—any waters. Chief Cook Able-Seaman 1. 12 months seatime asCook and Baker or; 2. Three years seatime in Steward Department, six months of which must be as Third Cook or Assistant Cook and six months as Cook and Baker or; 3. Six months seatime as Third Cook or Assistant Cook and six months seatime as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook and Second Cook and Baker's Training Course or; 4. Twelve months seatime as Third Cook or Assistant Cook and six months sea­ time as Cook and Baker and are holders of a "Certificate" of completion from the Cook and Baker Training Program. Able-Seaman—12 months—rany waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and ha\?e normal color vision). 3. Have.12 months seatime as an Ordinary Seaman or 4. Be a graduate of HLS at Piney Point and have 8 months seatime as Ordinary Seaman. (Those who have less than the 12 months seatime will be required to take the four week course.) Abie-Seaman—unlimited—^any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 36 months seatime as Ordinary Seaman or AB—12 months. Chief Steward 1. Three years seatime in ratings above that of Third Cook and hold an "A" seniority in the union or; 2. Six months seatime as Third Cook or Assistant Cook, six months as Cook and^ Baker, six months seatime as Chief Cook and are holders of a "Certificate";of satisfactory completion from the Assistant Cook, Second Cook and Baker and Chief Cook Training Courses at the Lundeberg School or; 3. Twelve months seatime as Third Cook or Assistant Cook, six months seatime as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training programs. 4. Twelve months seatime as Third Cook or Assistant Cook, twelve months sea­ time as Cook and Baker and six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. Lifeboatman 1. Must have 90 days seatime in any department. ^. Engine Upgrading FOWT—has only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and have normal color vision). 2. Have six months seatime as wiper or be a graduate of HLS at Piney Point and have three months seatime as wiper. (Those who have less than the sbc months seatime will be required to take the four week course.) FOWT—-(who holds an engine rating such as Electrician) 1. No requirements. Electrician, Refrigeration, Pumpman, Deek Engineer, Junior Engineer, Machinist or Boilermaker— (who holds only a wiper endorsement) 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more thw 20/100—20/100, corrected to 20/50—20/30 and have normal color vision)," 2. Have six months seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds an engine rating such as FOWT) 1. No requirements. QMED-—any rating I I Name. I I HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING APPLICATION -Age(Middle) (First) (Last) I Address(Street) I I I (City) I I Book Number -Telephone. (Area Code) (Zip) (Sute) —Seniority. j Port and Date Issued. -Ratings Now Held. Lifeboat Endorsement: Yes • No • I Social Security #— HLS Graduate: Yes • No • Dates Available For Training I Am Interested In: • • • • 1. Must have rating (or successfully passed examinations for) FOWT, Electri­ cian Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, and Deck Engine Mechanic. 2. Must show evidence of seatime of at least six months in any one or a combina­ tion of the following ratings: FOWT, Electrician, Refrigeration, Pumpmm, Deck Engineer, Junior Engineer, Machinist, Bbilermaker, or Deck Engine Mechanic. AB 12 Months AB Unlimited Quartermaster Lifeboatman STEWARD ENGINE DECK • • • • • • QMED • Electrician • Dk. Eng. FWT • Jr. Eng. Oiler. Dk. Mech. • Pumpman • Reefer _ Machinist Boilermaker • Welder • LNG-LPG • • • • Assistant Cook Cook & Baker Chief Cook Steward RECORD OF SEATIME — (Show only amount needed to upgrade in rat­ ing checked above or attach letter of service, whichever is applicable.) Welding 1.. Must hold endorsement as QMEI>—any rating. SHIP LNG/LPG Program RATING HELD DATE OF SHIPMENT DATE OF DISCHARGE 1. Engine personnel must be QMED—^Any Rating. All other (Deck and Stew­ ard) must hold a rating. Steward Upgrading Assistant Cook 1. 12 months seatime in any Steward Department Entry Rating. 2. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimum of three months seatime. CookandBaker I I J)ATE. I PORT-: I I SIGNATURE. RETURN COMPLETE APPLICATION TO: I LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 1,12 months seatime as Third Cook or; August 1974 Page 31 ^ ; * VX a','- V ' • ( A 'i i •• 'A' ^ • .1 ,5-.< ..I . • • �v:- x,'.;"-:. •: vr' '• *• / ih-: LOG SEAFARERS • 'K.. -V '-.. For Your Educational Advoiicemenf "• "' " I -Jj'- X. :yt" ?r^ •X- -- 5 Annual $10,000 'c- :<• Scholarships X'-K 'K •t The SIU has always Tecpgnized the . vital Importance oi education—^ whether it be vocational or academic—^for personal career advancement m today's . competitive worid. As part of the Union's total ^ commitment to education^ the SIU each year offers five $10,000 coUege scholarship grants |o members and their dependents. Members shpnld take special notice that the schol^h^ ? open to them as weff as dependents of Seafarers, and they shoulajake advantage of h. Eligibility reqoirements make the program open to: ^ • Members under 35 years of age who havfe three yeare seatime, M well as 1 day of employment in the last six months and 90 days m the i;; I 1 'H .1 ri ^ Ms previ^ yw^nts members who meet the seatime requirements. • Dependents of deceased members who had met the seatime require­ ments before their death. . , ^ i (AU dependents of Seafarers must be unmarried and less than 19 years \ .» «» basis .1 high schpol g»d« scores achieved on either the College Entrance Examination Boards (SAT only) or the American Collie Tests(ACT). ^ , _ , . A.. Dates for the upcoming exams are Nov. 2, Dec. 7^d Feb. 1 for t SATs, and Oct 19, Pec. 14 and Feb. 22 for the ACTs, ^ ,1 " Additional information ott the SAT Exaim can be^obtameffb^ the Coffege Boards at either Box 592, Prmceton, N.J. 08540, ms,^4.1.y, Calit 94701. For the American CoUege Tesis the address is Bra 414, Iowa City, Iowa 52240. . Scholambip wbmets receive their $10,000 grants to puisne a chosen field of study at any accredited college in die U.S. or its temton^. Scholarship applicatibns may be obtained at any SIU hirmg hall, or by writing to the SIU Scholarship Administrator, 275 20di St, Brooklyn, N.Y. 11215. Make arrangements to take the nece^ry exam as possible and send m eAaiU as no soon awvM » : completed applicatioiis to the Adiiiiiiistrator» . AppBcaU®" •i'-: •11 w&m XuHk; • 4-'^x � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource August 1984 Description An account of the resource Headlines: LABOR SUPPORT FOR OIL IMPORT BILL BUILDS IN NATION 2ND SUPERTANKER, TT WILLIAMSBURGH, CHRISTENED HALL STRESSES NEED FOR POLITICAL ACTION, ORGANIZING SIU CONCLUDES SUCCESSFUL BARGAINING AGREEMENT BOSUN JIM FOTI GETS HGH SCHOOL DIPLOMA INVESTIGATION ON NAVY TANKER AWARD SIU REPRESENTATITVE ATTENDS ITF CONGRESS 130 HAVE NOW GRADUATED AN ACTIVE SIU MEMBER PENSIONER MANS EXPO BOOTH MONEY DUE FROM BATES COMPANIES RECEIVE AWARDS LABOR COLLEGE SCHOLARSHIP AVAILABLE MARAD REPORTS FIGURES ON U.S. MERCHANT FLEET 74 SIU SHIPS WIN COAST GUARD AWARD AFTER 3 MONTH VOYAGE, THE ACHILLES COMES HOME SIU VESSEL CITED FOR RESCUE LUNDEBERG GRAD MAKES FIRST TRIP ON ACHILLES NEW LASH SS STONEWALL JACKSON, BUILT UNDER 1970 ACT, COMPLETES FIRST RUN TO NEW YORK NEW SHIPS AND NEW SKILLS BALTIMORE MEMBERSHIP MEETING PROVIDES FORUM FOR DISCUSSION AMERICAN VICTORY AT N.J. ARMY TERMINAL SAN PEDRO PAYS OFF IN OAKLAND AFTER FAR EAST RUN SEAFARERS TRAIN FOR LNG SHIPS HIGH SCHOOL PROGRAM IS AVAILABLE TO ALL SEAFARERS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 8/1/1974 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVI, No. 8 1984 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/11f8144fd1eeebd04e460bd40bb91dad.PDF d83166c35b1e4e6a96da052a5d774b67 PDF Text Text •:/-V'-'''t;:,"^;/;-;-::S'^:"'i^v *•;•, .-Si'Aiifer:'' • s?-': •. ^ •• - :' J*. -•,. •,rt:',T;--.- ^' ' '/•. ,..?, —-.. •••I , ••••V .^: ,. „ •. -r Bosuns Take Part in Varied Program ' ii'• ,'ifl - :1 •. . if sftll -it . ! , M ... • ' fl. •'--J. / :' f As part of the two-month Bosuns Recertification Program, SlU bosuns spend approximately four weeks at Piney Point, where they learn more about their Union and the technology on newly-built ships. At the same time, these bosuns are able to impart the experience they have obtained over the years to the young train­ ees. Pictured here working with trainees are (clockwise from top right) Recertified Bosuns Guillermo Castro, John Pierce, Ray Todd and Gene Nicholson. s.^! ii.;| ..-•i, '^.'1 vsA:^' r-f .•! •< .• : h«i'i;- t-. -A I »-• -'i'-'j i., .... r V• . :J mm •. fc>, -mf\ . .. ,»;. -:p UM 'i ' " . . ^ - - ... / - M ...« -'-L...._ �I.- MTD Briefs Industry leaders On Progress of Oil Import Bill I " WASHINGTON ^ The AFL-CIO Maritime Trades Department briefed a group of shipowners, representatives of the shipbuilding industry and labor rep­ resentatives on the progress ctf the oil import bill at a meeting held here July 2. organizations throughout the United States in generating grassroot support for the oil bill. He said that a victory for this bill "would represent a victory for the entire labor movement." Paul Hall, president of the MTD and president of the Seafarers International Union, told the more than 100 industry and labor leaders that the labor move­ ment had established a united front in support of the energy transportation bill and he u^ed the industry to take a more active role in promoting legisla­ tion to strengthen the U.S. merchant fleet. MTD Administrator O. William Moody outlined the progress of the oil import bill since its approval in the House of Representatives by a vote of 266 to 136 .and predicted a victory "if we keep up the momentum." Peter McGavin, executive secretary of the MTD, reviewed the coordinated efforts of the AFL-CIO and its affiliated The oil import bill—^which would re­ quire that 20 percent of oil imported into the United States be carried on U.S.-flag ships—was voted out of the Senate Commerce Committee by a vote of 14-2 on June 27 and action on the bill by the full Senate is expected later this month. (See story on page three.). Paul Hall, president of the Maritime Trades Department and the SlU addresses maritime industry leaders at a July 2nd meeting called by the MTD in Washing­ ton, D.C. "i' Labor Secretary Brennan Praises Upsurge in U.S. Shipping The 20-year employment decline in shipping and related maritime indus­ tries has been halted by new U.S. for­ eign policy initiatives and the expansion of the U.S. merchant marine, according to Secretary of labor Peter J. Brennan. Speaking at commencement cere­ monies of the Merchant Marine Acad­ emy at Kin^ Point, N.Y., Secretary Brennan praised the "new spirit" in maritime labor-management relations, and said: "The U.S. merchant marine is now in a position to meet foreign com­ petition on the world's sea lanes." He noted that seamen's unions are cooperating more and have loosened rigid manning requirements to make use of'new technology and to boost productivity — all of which help to make the U.S.-flag fleet more compe­ titive in the world market. As an indication of this cooperative spirit in labor-management relations. Secretary Brennan also noted that Union representatives and shipping executives are appearing jointly before Congress and the American business community to win back cargo lost dur­ ing the decline in numbers and quality of the U.S.-flag ships. But, he also said: "Clearly, I am not suggesting that the days of strikes are gone forever. The unions have not given up their duty to represent their membership, nor companies their stockholders. But the PRESIDENT'S REPORT: W E IN THE SEAFARERS UNION have learned from experience that our strength is in our unity. Through the unity and understanding of our'memhership, we have accomplished much—-not only for ourselves, but for the maritime industry and the thousands of workers in maritime related industries. I';' i i • Paul nmU i-A., On the broader scale, the labor move­ ment in this nation has long recognized the need for unity to accomplish, not only its parochial economic goals, but to fur­ ther its deeper social objectives. And, within the family of seagoing unions, all of us recognize that a unity based on mutual respect and understand­ ing is essential to the continued growth of the maritime industry and the wellbeing of our membership. •1 Within the management section of the industry, itself, with some few excep­ tions, there is a lack of organization—of unity. There is a lack of involvement by some of the shipowners associations in anything other than commitment to their own personal interests. - /-V' . •: the level of hostility has diminished." Secretary Brennan said that a major result of this cooperation based on a mutual understan^ng of the problems that effect both labor and management is that "both unions and management can look forward with confidence to the continued growth and prosperity of the shipping industry." Commenting On the shifting attitude of tlie government toward the nation's merchant marine. Secretary Brennan said that the history of the merchant marine has been one of "feast and famine." "The. feast," he said "has been the product of the boom in shipping en­ gendered by the two world wars—and the famine has been a product of the failure of people and institutions since World War II to understand the vital necessity of maintaining a competitive merchant fleet." He observed that since the passage of the 1970 Merchant Mariac Act, federal maritime policies have been restructured to revitalize and improve productivity in the shipping and ship­ building industries. Pointing to advances in maritime technology and a boost in ship con­ struction, Secretary Brennan said that these add up to jobs—-"good jobs on ships, in the shipbuilding yards, on the docks and in those industries that sup­ ply the shipbuilders." ' "jB ' It Is Time to Talk Together But, the time has come to talk to­ industry and no articulate spokesmangether. We must take a hard look at this representing a united industry—^to speak industry and the problems which concern for them. us all. We must become aware that ours We are nearing the end of this round is a common cause and that the many in our fight for an equitable oil import problems that confront us can only be re­ bill. We think we are going to win. But solved through a unity of conviction and —win or lose—we will be back for the commitment. next round. And—^win or lose—^we vvill Our efforts in the past two years to have achieved a major victory if we have secure legislation which would provide learned that only through unity of the our industry with a fair share of cargo entire industry can we expect to build a for American-flag ships illustrates both strong, viable and competitive Ameri­ our strength and our weaknesses—and, can-flag merchant fleet. more important, forcefully illustrates the It is time to talk together and to take need for closer unity of purpose within a hard look at where -we are and where the industry. we are going in this industry. None of us Witliin die labor movement, we have can afford to go it alone. Individually, we achieved a unity which has, galvanized a are all at the mercy of the many Federal concerted effort toward enactment of the agencies that regulate and control the Energy Transportation Act. This legisla­ maritime industry. But, together—united tion—which began with the Seafarers, —^we can achieve our common goals, alone—^has become a trade union pro­ Within the labor movement we have sucgram. The success of this effort will be a c^ded in forging a unity Of purpose and victory for the labor movement. , direction. It is time now for the industry Within industry management asso­ • to organize itself and to understand (hat ciations diere has been little, if any, in­ ours is a common cause, which can only volvement. There has been hp effective- succeed through the unity of out com­ organization to present the views of the bined determination and strength. Change of addre«B cards on Form 3579 should be sent to Seafarers Internatlonat Union, Atlantic, Gulf. Ukes and inlarid Waters District, AFL CIO, 675 Fourth Avenue Brooktvn New York 11232. Published monthly. Second Class postage paid at BrooMyn, N. Y. Vdl. JOCXVi, No. 7. July 1974, i v v"' Seafsrars Log- ' r! �• Energy Transportation Bill Moves to Full Senate Senate Committee OK's Oil Import Bill by 14-2 Vote WASHINGTON—A bUI which wiU require that 20 percent of the nation's oil imports be carried on U.S.-flag ships took another step forward when the Senate Commerce Committee ap­ proved the measure by a strong 14-2 vote on June 27 and sent the bill to the full Senate. A vote there is expected sometime after July 29. The bill—which passed in the House of Representatives in March by a vote of 266-136—will require that 20 per­ cent of petroleum imports be carried on American bottoms this year and that the quota be increased to 25 per- INDEX Legislative A/ews Senate Commerce Committee passes Enetgy Transportation Security Act .Pag|3 Washington Activities ... .Page 9 Union News John Hawk, former SlU official, passes away.. .Page 3 HLSS president appointed to federal committee . . Page 3 President's Report .Page 2 Headquarters' Notes Page 8 Membership meeting in port of Philadelphia .. .Page 10 Investigation reopened against SlU over SPAD.. Page 5 NLRB agrees to hearings on Sabine election Page 3 SPAD works for jobs and job security Centerfold General News Secretary of Labor Brennan speaks about upsurge in U.S. merchant marine . .Page 2 California newspaper tells about efficient San Francisco ports Page 12 Calmar cuts West Coast service ?Page 9 War bonus arbitration Page 7 Meeting of maritime companies Page 2 Shipping Dispatcjiers' Reports .... Page 24 Ships' Committees .Page 19 Ships' Digests ..Page28 Vantage Horizon........Page 25 Ultramar ............. .Page 13 Long Lines Page 22 Transoregon .....,... .yPage 29 Pecos .Page 11 Overseas Alice .........Page 15 Training and Upgrading Twelfth class of recertified bosuns graduates ,.Pages 6-7 Bosuns participate in wide variety of activities. Page4 Five more "A" senioritvr upgraders graduate .~.. Page 21 Upgrading class schedule, requirements and . application .Pages 30-31 GED high school program at Piney Point ........ Page 30 Membership News Young Seafarer performs "act of courage" .... . Page 14 Horace Jones receives high school diploma . .Page 30 ' New SlU pensioners .. . .Page20 Final departures ....Paiges 26-27 cent in 1975 and at least 30 percent in 1977. The Senate version of the Act—S. 2089—^is entitled: "A Bill to Regulate Commerce and Strengthen National Security by Requiring that a Percent­ age of the Oil Imported into the United States be Transported on United States-Flag Vessels." In reporting its version of the Bill to the full Senate, the Commerce Com­ mittee added three requirements not included in the House version: • No ship older than 20 years, imless it has been reconstructed and is still within its economic life, would be an acceptable vessel under the Act; • Owners of eligible vessels must enter into a capital construction fund agreement with the government to set aside part of earnings for new tonnage by the end of the ships' economic life; • Any vessel greater than 20,000 deadweight tons contracted for after Dec. 31, 1974 or scheduled for deli­ very after Dec, 31, 1979 must be equipped with a segregated ballast ca­ pacity and must be fitted with double bottoms. The Senate Committee mark-up and vote came June 27 after a week of hearings during which government, in­ dustry and labor spokesmen testified before the Merchant Marine Subcom­ mittee. Continued on Page 23 *— HLS President Asked to Serve On Federal Committee on Apprenticeship In recognition of her success in for­ mulating training programs for young men entering the merchant marine, Hazd Brown, president of SIU's Harry Lundeberg School, has been invited by Secretary of Labor Peter Brennan to serve on the Federal Committee on Apprenticeship. This Committee, composed of repre­ sentatives from labor, business and the public, is responsible for advising the Secretary of Manpower in setting up apprenticeship programs and establish­ ing labor standards to protect the ap­ prentices. Recognized as a leading educator in the field of apprenticeship and training for her work at HLS, Miss Brown has been appointed to the committee as a public representative. As dir^tor of SIU's training program at Piney Point, Miss Brown's appointment to this in:>ri NLRB Orders Hearings Tolnvestigate SabineTactics The National Labor Relations Board in Washington, D.C. has ordered that hearings be held to further investigate the charges brought by the SIU against Sabine Tankers and Transportation Co. for alleged illegal actions taken by Sabine to unduly influence the outcome of the recent NLRB certification elec­ tion. The SIU was narrowly defeated in the election, which was conducted by the NLRB to determine the bargaining agent for Sabine's employees, and con­ tends that the company's unfair labor practices and anti-SIU campaigns over­ turned the election in their favor. The recent ruling of the NLRB na­ tional office upheld the findings of its regional office in Houston which rec­ ommended additional steps be taken in the investigation. No definite date has yet been determined to begin the hearings. During the organizing campaign, SIU officials compiled a lengthy record of Sabikie's tactics, and after the results of the election were announced the SIU immediately filed the report with the NLRB for action. The SIU charged that on many occa­ sions during NLRB sanctioned meet­ ings aboard Sabine ships between SIU representatives and the unlicensed crews, company officials, guards and licensed officers were illegally present, creating uneasiness among the crew and fostering reluctance to support the SIU. It is also charged that Sabine held back mail from their ships which con­ tained SIU literature while delivering only company mail and anti-SIU ma­ terials. In addition, evidence was entered charging company officials and other Sabine sympathizers with deliberately misleading the unlicensed seamen as to the SIU's Shipping Rules and fringe benefits, and harassing Sabine em­ ployees who openly supported the SIU. The SIU is determined to continue the fight to organize Sabine and provide its employees with the same benefits en­ joyed by SIU members. The LOG will continue to report on the progmss or outcome of the NLRB hearings in upcoming issues. ; . 'i ! II t'r r , PA Hazel Brown fluential Committee reflects the Labor Department's high regard for the train­ ing and upgrading opportunities offered SIU members. Set up under the Fitzgerald Act, the Committee was allowed to sink into in­ activity during the Johnson administra­ tion. Secretary of Labor Brennan, shar­ ing SIU's belief that apprenticeship and quality vocational training is the right way to get young people into skilled trade positions, has reactivated the Committee. Stating that Miss Brown's "leader­ ship in apprenticeship and in other areas of manpower activities is well es­ tablished," Secretary Brennan believes that her experience with the highly suc­ cessful SIU training programs will make her a valuable member of the Commit­ tee in its attempts to help the Depart­ ment of Labor rework and renew na­ tional manpower training programs. 0 I r T>' i -! t I.' v• r| SIU Offkial John Hawk,67, Passes Away John "Whitey" Hawk, an active SIU official from the Union's incep­ tion until his retirement in 1971, passed away June 28 at the Valley Park Community Hospital in Mill Valley, Calif. He was 67. Brother Hawk was a charter member of the SIU and served as Secretary-Treasurer, of the SIU At­ lantic & Gulf District. Later he became Secretary-:Treasurer pf the SIUNA and served in that capacity until his retirement on May 10, 1971. Paul Hall, SIU president, ex­ pressed sorrow and regret at the pacing of John Hawk. "Brother John Hawk was a comgeten^weU- the trade union movement, he will be greatly missed. In accordance with bis wishes, Brother Hawk's remains will be cremated and his ashes scattered at sea. If anyone would like to give a contribution in John Hawk's name, his choices would have been: iohn mitey* Hawk liked Seafaret and Union official," President Hall said. "His death sad­ dens those of us who worked with him and had the opportunity to know him." To the ma^who knew him in St. Joseph's High School for Boys Archdiocese of San Francisco PO Box ISI Mountain View, CA 94042 or St. Vincent's SdhNMl fmr Boys BoxM, Civic CentorBmndi San Rafael, CA 94903 m V. •-'il r f H'n �• 4- .;U. During Two-Month Program \\u< f Bosuns Participate in Wide Range of Activities "i;' ^7. - if •i i 1^ iS ^ : t • '• 7 • 5 '• ' i r.., J i |V.. • 1'• .'i i'- -' •1;. The twelfth class of Seafarers to participate in the Bosuns Recertificatlon Program stand for a group shot with SiU President Paul Hail, seventh from the left, and Lundeberg School Vice President Mike Sacco, ninth from the left. Ail were in Washington, D.C. in late May to attend a special, meeting, called by the Maritime Trades Department, of the AFL-CIO Ad Hoc Committee on Maritime Industry Problems to discuss the Energy Transportation Security Act pending in the U.S. Senate. From left are: Guillermo Castro; John Koen; Ronald Burton; Stanley Sokol; William Bushong; Paul Turner; Hall; James Colson; Sacco; Eugene Nicholson; Ray Todd; Robert Gorbea; John Pierce, and Earl McCaskey. Ihiring fhc two-monfh period thai ' ^ groups of Sill oosuns attend the Bosun Recertification Program tliey ' leam and observe many aspects of ' -fhon* ilteir IlniirbM Union ana : the mamfirnik'iiuintt.1 mantune mans* • try-!n the time they spend at PIney Point they are brought up-to-date on •4'^ LNG/LPG, SL 70 being constructed. They also ,. receive a thiirougii course in die his" tory of the SICJ and its present oigannsptmnai structure. ^' The i^^ssosti! at Piaey Point also includes one or more trips to Washington, D.C. where they are shown the importance of the SIU's • ' Mir* A. A . 'AW ' hospital, £Uid visit the tlnifcd tni trial Workeis in the Searrain yard ip Brooklyn. All these activities comp ^program, which Is providing ohF trnM WJHF tku%yrrs%:%t^^jqufg^u itttSM they win lieed to he effective leaders on the SIU sliips of the future; ' d-wSavfi'' ' d*A . "v. A!":'-'\:'4 importance of SPAD In tfei® continn* ous fight for job security and a good future for all seamen. " ' During the sswo •4 . .'! 1 : v*^s IScadijuai^Cra »H ^ ami sees firsthand what learned In piney ^own how" ^ey all fit ^i^niaationai stmctuiRe. elude Welfarc-Ciafms, Seafarer Bobby Gillain, who graduated from the eleventh tontroi r/. class of bosuns to participate In the program, is shown here wearing the hard hat that Is a requirement when visiting the former Brooklyn Navy Yard where SlU-affili•ated UIW members are building the TT Williamsburgh. .1. In the Control Room at Headquarters, Bosun Robert Gorbea reads some of the very useful information which Is kept on all SlU-contracted vessels. ;<£»• VM ••;••! :C 'y'j • i i •.,;••.' . • • • / I'rl' "•••"•^7: '• .. I 'I ,, •v;' i'?7' ..A '' /.r-7.vj' As part of their one-month stay In Headquarters, bosuns help to register Seafarers at the second deck counter. Here, Bosun Paul Turner, right, regis­ ters Wiper Ignazio Passalacqua. . , Page 4 The veteran and the novice come together as Bcsun John Pierce watches: two trainees rig the sails on the 135-foot schooner Capt. James Cook at : the Lundeberg School in Piney Point, Md. While the bosuns learn about the' new ships coming off the ways today, they can also give some good, sound sea advice to the young fellows coming Into the industry. ' ' • -"^r Seafarers Log �i / Everything was above-board and all contributions were made by check and clearly reported. So, why the story? In the article on June 18, the Post story deals with the Justice Depart­ ment's harassment of the SIU which ended in 1972 when the U.S. District Court dismissed the case against the Union. According to the Post, Jaworski's office found no evidence of improprieties—still he recommended that Justice begin a new probe of the original charges. Why the new investiga­ Jaworski Dredges Up SlU Probe Who Is Behind This Plot? The tuning is interesting—^but the comments of Watergate Special Prose-, cutor Leon Jaworski are even more interesting. . Just as SIU President Paul Hall was presenting testimony on the Energy Transportation Security Act at a special hearing before the U.S. Senate Commerce Committee, the Washington Post "reveals" that the SIU had made political donations to several Democratic congressmen. And, on the eve of the Senate Committee's vote on the oil import legis­ lation, the Post reports that the Justice Department—at the apparent sug­ gestion of Jaworski—had reopened its investigation of the SIU's political activities fund (SPAD). In the first story, ths Post finds nothing wrong with the SIU's donations. tion? It seems quite obvious that every time the SIU moves into the area of legislative, or political action—as it has every legitimate right to do—the issue of SPAD and the SIU's political activities is questioned. The timing on the publication of these two articles strongly suggests that the giant oil interests—desperate to head off the efforts of the American labor movement to win enactment of the oil import bill—are behind the maneuver. The coincidence is compelling. Perhaps, too, the Special Prosecutor in his zeal to indict the President thinks that he must tarnish anyone or any organization that has supported programs of the President. This is a symptom of the "throw the baby out with the bath water" syndrome that is not uncommon among prosecutors. Whatever the reason for this latest attack on the right of Seafarers to engage in political action, the membership of the SIU will continue— through their voluntary participation in SPAD—to strive for a stronger U.S. merchant marine, and for better job security for American seamen. " The following are excerpts from the Washington Post article which appeared^ WiMay30,1974. By Bob Kuttner :,:::WRjhiagtonP6ai8^ seafarersVunion has distributed fSid checks to several Democratic congressmen, earmarked for each metnber's office .accdiint. The union pported the money as a political con­ tribution, The congressmen did not. The Republican senatori campaign committee reports spending tens of thousands of dollars picking up the t4h for TV tapes, produced for GOP senators by the Senate recording stu^ dio.s. One senator Seeking re-election;'; Peter Dominick of Colorado, repdrted . • the paynrient as a campaign contributipn. Another, Jacob Javlts of New York, did not. "Frankly," says Chuck Warred; Javits's chibf legislative assistant, "I don't think it's something we've really thought about. But I'll mention it to the senatph Maybe he'ii want to startreponing it." According to Rep. Charles Rangel of New York, one of the House Demo- • crats who got a check from tlie sea­ farers, that contribution went uhreported because office-account money is nonpolitical. "It's for our news­ letter," says George Dalley, Rangel's administrativh assistant, pointing out that the newsletter is jranked, and therefore couldn't be political. Other House Democrats who re­ ceived tradC'union contributions for their office accounts include Mario Biaggi (N.Y.), Frank Annunzio (111.) John Culver (Iowa), Charies Carney (Ohio), Lester Wolff (N.Y.), William Ford (Mich.), John Murphy (N.Y.), John nineell (Mich.) apd Charle.? Wjlson (Calif.). • Campaign finance disclosure is still a -myriad of gray areas. An examinatiph of the quarterly campaign-finance reports on file with Uie clerk of the House and the secretary of the Sen­ ate reveals that despite Watergate, a variety of loopholes remain open to special-interest groups wishing to con­ ceal contributions to legislators. stxallad "In-kind" conttibuMbna lb may be a free ride in a corporate a printing bill picked up by a ipedal-interest campaign committee, phone-bank volun­ teers sui^^ied by a union local «r tapea purdiased^r a GOP senator by the Republican campaign committee. The 1971 law is clear; all sti^ lerms of assistance are supposed to be reported, by. both the campaign committee making the donation and the candidate receiving it. In the 1972 campaign, many of these contributions went unreported. But this election year, in the wake of Water­ iMigate special-interest groups seem to he reporilng expendi­ tures somewhat more care­ fully. In 8ome cases, the groups and the candidates are using different standards-—to the embarrassment o" " j •1 " >i •As •V'-,:? • •.)! he following appeared in the June 18th, 1974 edition of the Washington Post • I')' members to make supposedly voluntary contributions. Because the 1971 campaign The Justice Department has iiepjptencd its Investigation of - finance act changed the law the Seafarers International explicitly to permit unions Union (SIU) and lis political end corporations to operate action fund, apparently at the separate political funds, any suggestion of Watergate Spe­ hew indictment would have to cial Prosecutor Leon Jaworski. show evidence of illegal pres­ A 1970 indictment charging sure on the membership tb SIU president Paul Hail and contribute. A number of coiimrate and seven other "union officers trade political funds do with violations of the Corrupt reportunion identical cimtribctioni Practices Act was dismissed from large numbers of em­ by U.S. District Court Judge ployees, which seems to re­ Mark A; Costantino in May, flect at least sodal pressure to 1872, on the ground that the The courts have Justice Department had unac- contribute. not determined whether that \couhtabIy delayed pressing constitutes the case. About three weeks 1971 law. a violation of the after the Justice Department discided not to appeal the dit* Uovernment imi-st)gators missal, the SIU borrowed view the Seafarer.s as one un­ $100,000 to mbke a cbntributioh ion tli.1t in substantial to the Nlsen re-clectioa cam- arm-twisting to fatten its polit­ Ptlgnical war chest. ihe prosecutor's in­ Union president Hall dis­ vestigation found no evidence missed timt diartje as of improprieties, either in the "ridiculous."' According to Justice Department's delay or Hall a large portion of SPAD in the 1972 campaign contribu­ funds come from solicitations tion. However, Jaworski in the union's newspaper. cecbahnend that Justice ibegin However federal investiga­ a new probe of the original tors in the 1970 case found charges. that union business agehta Those were that the Seafar- called "patrolmen" collect po­ cii violated the Corrupt Prac­ litical contributions at the tices Act by maintaining a same time they collect comSeafarers Poiitieal Action Do­ pulsory union dUes as seamen nation fund (SPAD), which ac­ are being paid after voyages. Union officials agree that. tually was, a front for the un­ ion itaelf, and by coercing the practice occurs, but conBy Bob Kuttner ; ; m 9lat( WriWf tend that many union mem­ bers decide not to contribute. . and that so / repri8^;Kh»^^^^ taken. "With a declining member­ ship, the Simfmers in recent jmars hove relied heavily on lobbying efforts to keep sub­ sidies flowing the American , merchants marine. Reports filed with the clerk of the House indicate that the Seafarers political action fund spent nearly $:b)0,000 irt 1 1973—including $100,000 to repsy the money borrowed for 1 the Nixon contribution and $50,000 for off-year contriboi tions to House and Senates members. The union raised almost ahother $100,000 in the first mive months of 1974. The Seafarers also operate s nonprofit research organiza­ tion ibe Transportatioh Institute, which is financed by compulsory employer conti'SbBtions totaling about a mR, lion dollars a year. .The professed pmiwse of the Instituie is to conduct re-, search aimed at demoiatrating the need for a strong Ameri­ can merchant marine. Howevcr for several years the in­ stitute was best lumwiivfor:' its now discohUntied Wednesday luncheons, at which congressmen were invited to deliver speeches drafts ed by the institute for ariums % i . ' u -n ' i- was reprinted in papers across the country. " 'i.': -I Pro-Nixon labor chief reporteid Jaworski target WASHINGTON—Since leaks spring two ways, it now can be reported that special Watergate prosecutor Leon Jaworski's staff has forced the Justice Department to investigate one of the nation's most politically influential labor leaders. He committed no crime. But he's proNixon. Jaworski's Headquarters took this action when it determined that the union leader hadn't violated any electoral practices law during the 1972 presidential campaign. THE PROBE IS ON. FBI men are in the field. Witnesses, frightened by the doomsday at­ mosphere here, are being interrogated by Jus­ tice Department officials. Old records are being uprooted from dossiers in which they've mil­ dewed for years. Someone is out to get this man, Paul Hall, president of the Seafarers International Union (SIU), national vice president of the AFL-CIO, and chief of the eight million-member AFL-CIO Maritime Trades Department. And in this capricious capital's highest circles, the feeling is that someone is out Jo. prove it doesn't pay to he pro-Nixon these days. They point out that: On Monday, Oct. 22; 1973, during an emer­ July 1974 1 11 Labor reporter and syndicated columnist Victor Riesel shows the other side of the story in this column which VICTOR RIESEL I, .iB.: gency breakfast session of the AFL-CIO Execu­ King Midas never examined his gold coin tive Council, Paul Hall alone stood against the collection more closely than Jaworski's auditors 30 other hoard members when they passed a went over those hooks. This went on for months. resolution calling for Dick Nixon's resignation. Hall's union had donated $100,000 to the .Nixon Later that day his delegation was the only one at campaign. To do this, the union borrowed the the federation's national convention in Bal money from a hank and later SPAD returned it Harbour (Fla.) to stand mute in protest against to the SIU, which repaid its loan. the adoption of this resolution by a laughing, FINALLY THE UNION'S political activity applauding crowd. records were stacked up. Jaworski's men. even ON NOV. PAUL HALL introduced those of the Kennedy-McGovern-Lindsay camp, President Nixon to the international Seafrers couldn't find anything wrong. Not a misplaced convention in the Statler- Hilton here. Warm penny. applause. Later that week Hall presented his old Reluctantly they wrapped it up. They gave up friend, Vice President Jerry>Ford. And Secre­ ,on the records. But not on Paul Hall. They went tary of Labor Peter Brennan. to the Justice Department. They spaded up an Between the October resolution and the old (circa 1968) probe of SPAD. It had been November convention. Hall told me when I in­ launched by then Atty. Gen, Ramsey Clark, who terviewed him during a broadcast he would believed that SPAD-had muscled big sums for hack "Jerry" for any office, including the political action in the '60s. Clark was a Lyndon Johnson appointee, of course. And the late presidency. In December, a few weeks later, special President's sensitivities were hurt when Hall prosecutor Leon Jaworski subpoenaed the outlohhyed him on a maritime issue in the records of the union's "SPAD"—Seafarers Congress. Johnson had admitted this during a Political Afitvity Donation. SPAD is the SIU White House meal with some labor men. campaign machine similar to the AFL-CIO's IN THE FOLLOWUP to the Ramsey Clark COPE or the United Auto Workers' CAP (Com­ action, the Justice Department rounded up munity Action Program). sailors, loaded them in buses, took them in and served them subpoenas by the score. But nothing came of this. Mass political action collections are trade unionism's traditional tactics. This is a separate issue and should he argued elsewhere. In May 1972, the case was heaved out of the federal court. There the SPAD affair rested until Hall and his union coalition stayed on hoard with Nixon because of the President's vast maritime construction program, This is trade unionism—which never is simple. To Hall the vital matter always is—what makes jobs for his followers. But recently, when Jaworski's investigators found nothing illegal in the Seafarers' 1972 political action, they went over to"Justice" and laid it on the line: Hall should be probed again on possible violations in 1968 (and earlier) of the Corrupt Practices Act. BY CONTRAST, there appears not to have been any investigation of unions which con­ tributed to the McGovern campaign. I don't insinsuate there should have been. If I knew of any violations, I'd print the story. But the con­ trast is vivid. ' �i' ;,- J • - -' • • ".fS". -l J,'r ; • • ^ • suns Recertificaiion Program % -'• Eugene Nicholson Seafarer Eugene Nicholson, 49, has been a member of the SIU for 31 years, and has sailed as bosun for the past 20 years. Born in Baltimore, Brother Nich­ olson ships out of that port city. He and his wife Marie make their home in a Baltimore suburb. After finishing the Bosuns Recertification Program, I can say that 1 was most impressed by the excellent job that is being done at Piney Point where the staff and instructors work 24 hours a day to train anyone involved in the program. Also we were in Washington where we saw our SPAD dollars at work. We ?'so attended the firefighting school which to me was very educational and informational. I think that our elected officials are doing a very good job, and I urge every member to attend and participate in all meetings ashore and aboard ship. A better informed membership is a stronger membership and that is why we are, "Strong In Unity". •I. \ r-: -^ • I" •• ''m •••'-• • '• '- fer JvsJ ctiTviiSTiEy - Robert Gorbea Seafarer Robert Gorbea, 45, has been a member of the SW since 1950, and has been sailing as bosun since r--'fliers all. SCS^aTvaS. V'"; "• On ;thei^.two;jj^g^;itt^ program describe sth^ it has tdemfl tdtteim.. 1959. A native New Yorker, Brother Gorbea now ships out of that port. He makes his home in Brooklyn, N.Y. with his wife Inez and their two children. I have looked, listened and sighted every aspect and function I possibly could of this Union, and all my ques­ tions were answered here at Head­ quarters and Piney Point, by very capable and reliable people. I found out this Union is in pretty good shape and it will even be healthier when the Energy Transportation Secu­ rity Act is passed. There was, and is, a lot of hard work and money into getting this bill through the House and Senate and before the President. This bill will mean that 30 percent Of oil imports to the U.S. will be carried by American ships by 1977. This means new ships and more jobs. So we can help by do­ nating to SPAD because there are no more picket lines. It is now done by legislation in Washington, and that's a fact, no fallacy. Like it or not, SPAD is where it's at. .iS; Paul Tomer Seafarer Paul Turner, 47, has been with the SIU since 1946, and has sailed as bosun for the past 16 years. A mtive of Tennessee, Brother Turner ships out of the port of New Orleans where he makes his home. During the last month of my stay at Headquarters and the time I spent at Piney Point, I iound th^ a lot of the things I took for granted before take a lot of work on the part of the officials and office staff. Before I just paid my dues and didn't ^ve it a second thought, until I needed my vacation pay or some kind of welfare. I also found out that our officials don't just sit back and draw they pay. Every day they are out in the streets or on Capitol Hill in Washington trying to save our jobs or get us more. Believe me men, SPAD money is well spent. It keeps your jobs and ships. It's money that's needed. When you put out $20 you are betting that you keep yoiu* job. And so far, we have been collect­ ing our bet prettj' well. • -• The B<»ims Receitliteirtiun12di cfapss iiif l^rs ihis nionfii, and & comtlainiijg fb ^vide more of our bbsiiiis with L a greater knowledge of their Union, its prohiems and how it is meeting •i-.lheni. 11m ho^uhst who have gauied a Imtter nadnnstmiding of tim mm^hiie indnstiy im on ouCconfracilMl h now 118. They are able to retum to their ships iand inform die memberdilp about what SIU will be facing ui the hiture, and how ft is light- the functions of our Union. Believe me, it was interesting and educational. All the people I came in contact with would go to lengths to explain any question 1 might ask. I know where our SPAD dol­ lars go—it is money well spent. I sug­ gest that those of you that don't under­ stand why we need SPAD, speak to someone that does. Then, let your good sense and your conscience be your guide. Stanley Sokol Seafarer Stanley Sokol, 64; joined the SIU in the port of San Francisco in 1944, and has been sailing as bosun since then. Amative of Poland, Brother Sokol ships out of San Francisco where he makes his home. I came to HLSS in Piney Point to attend the Bosuns Recertification Pro­ gram, sponsored by this Union, to find out the true story after hearing sonie criticism from some members. I'd like to advise them to come to Piney Point and, like myself, to find out the true story how this Union operates to ob­ tain job security for this membership. During my two months that I spent in HLSS nobody brainwashed me. I had the opportunity to be three times in Washington and see for myself all the action of this Union in fights for tlie rights of this membership. Times change—our struggle is no longer on the picket lines on the waterfront—now it is in the political arena in Washing­ ton. We the membership, must.strongly support SPAD to secure what we gained on picket lines, through many years of hard fighting. In the near future I'm going to retire after spending 48 years going to sea and 30 years with the SIU. I'll get my pension and remember always what this Union did for the membership through all those years. ^ Earl McCaskey . - 1ft ^ ft M A GuOlermo Castro Seafarer Guillermo Castro, 53, has been a member of the SIU since 1945, and has been sailing as bosun since 1947. Born in Catania, Puerto Rico, Brother Castro now makes his home in Dorado, Puerto Rico with his wife An­ gela. He ships out of the port of San Juan. I have had the opportunity and privi­ lege to attend the Bosuns Recertifica­ tion Program. After having seen all the inner workings of our Union and all the problems they face daily I can only say that our elected officials are really dedi­ cated and doing a fine job. Our main problem lies in Washing­ ton, D.C. where the oil companies and federal agencies ^re trying to put us out of business. Our only way to survive is through SPAD. We had the oppor­ tunity to attend quite a few meetings in WasUngton and those donations work. They know the SIU in Washington, and it is only through our donations and par­ ticipation in all phases of labor activi­ ties that we are recognized. We all have a job to do not only on the ship, but also to support SPAD and our Union. John Pierce Seafarer John Pierce, 46, has been a merhber of the SIU for 29 years:; and has sailed the last 15 of them as bosun. A native of Philadelphia, he ships out of that port and also makes'his home there with his wife Mary and their four children. The month I sp6nt at Piney Point was well worthwhile. I had been there be­ fore and when I was called to go through the Bosuns Recertification Program, I thought 1 knew what to expect, but not so. I learned a lot about the new ships coming out and what is expected of the sailors that man them. While going through this program, between Piney Point and New York, I came to realize how little I knew about Seafarer Earl McCaskey, 53, has been with the SIU since 1942, and has been sailing as bosun since 1956. A native of Alabama, he now makes his home in Mobile. Brother McCaskey ships out of the port of New Orleans. I have just completed the Bosuns Re­ certification Program and there were no questions left unanswered. We par­ ticipated in every phase of the Union. We were at the HLSS where young men who will be future Seafarers are taught. Too much praise cannot be given to the staff and every person who is connected with it. They are doing a typical SIU job. "Well done." I was in Washington quite a few times and saw how our donations to SPAD work. We should donate generously^ to SPAD, it means our job secu­ rity which is what we all worry about. Without jobs, we don't exist. So give and give generously. It was also a pleasure and a privilege to see how our elected officials are working for each member, to protect and seek more rights and benefits for him. Ronal4 Buitoii Seafarer Ronald Burton, 55, has been with the SIU since 1942, and ha: sailed as bosun for the past 10 years. Born in New York, Brother Burton novy makes his home in Alexandria,Va. with his wife Ellen. He ships but of the port of New York. The five weeks in New York City were more than excellent, as I was able to see and learn what my Union has to do to operate properly. No matter what, the ball has to be kept rolling at all times. When it isn't our internal affairs, it is our external affairs, which all be­ come a part of us, one way or the other. While in New York I was fortunate to attend a rally for the United Farm Workers. After the rally, on returning to my car, I passed a building known as the Martin Luther King, Jr. Labor Center and was amazed at the inscrip­ tion on the mural which was, "If there is no struggle, there can be no progress" by Frederick Douglass. So gentlemen, it is very clear we must keep on strug­ gling to meet our goals. In order to do so we must keep not only SPAD but maintain a steady support behind our Union and elected officials. Seafarers Log V' �• o;>^ mM^m FoUawing iXte the names and home pp^ts of the 118 Seafarers who have success0ky completed the SlU Bosuns Recertification Program: , •<>•' Anileis^y Al&^No ^Anderson, Edgai^ NtiwlTofiE Annis, George, New Orleans Armada, Alfonso, Baltimore ^ Addn^n, David, iSeattle BarnhiU, Elmei^ I ll^udoiii, James, Houston ? Beavers, Norman, New fliieans Beeching. Mari«n^Hmi#an f^igei^ David, ;^fieye,^,New\^ Bon(^ Andrew, Norfolk Booigot, Albert, Mobile Bryan, Ernest, Houston Brjmit, Vernon, lOanij^ Burch, G^rge, New Orieans Burke, George, New York ' • Burton, Ron^d, New York Bushong, Willi^, Seattle Buttermn,Vt^ierv^^N^ Aavwswss €a£^^GiiMeimo,SaiiJiian Christenbeiry, Cisiecld, John, 1^ Francisco Ctegg, Williani,New York^ Colson, Jmnes, Scgltie Cocker, Fred, MoibOo D'Amico, Charios, Honston... Darvffle, Rkhaid, Ho '' Delpi^, Jnii<^ New York ^ ^ ^ Dixcm, James, Mobile Dscwcs, ^t£^;Ncw Ytnk;':' Fddlns, John, Baltimore Fc^ra, Raymond, Nm^ Ori^uus , > , .7f-. James Colson Seafarer Jimmy Colson, 41, has been with the SW since 1959. Brother Col­ son, who has shipped as bosun for the past two years, is a native of Seattle. Seafarer Colson ships out of Seattle, where he makes his home with his wife Pat and their two sons. While attending the Bosuns Program at Piney Point, 1 not only got the chance to learn about the new automated ships, I got the chance to see how our Union is working for us. The month I spent in New York I saw first-hand just what our Union ofidcials are up against and their endless struggle to keep our Union where it is. I, like many others, at one time or another have thought being an official was a soft job. Believe me, I'll take a ship any day, as being an official is like being on an endless line. This is a 24 hour, 36.5 day job. This is what it takes to keep us working. I Iwlieve every man in our Union who is eligible should attend this pro­ gram, because if they have ever had any doubts, they will come away with a true knowledge and understanding of theSIU. War Bonus Arbitration Die Military Sealift Command has accepted the ruling of an impar­ tial arbitrator concerning the pay-, ment of Vietnam War Bonuses. The arbitrator's decision, reported in the June issue of the LOG, stated that all cbinis for the payment of the Vietnam War Bonus prior to Jan. 9, 1974 must be honored, and that such payments after this date would bedeni^. The arbitratSon is binding only between the and the Master, Mates and Pilots Union, which called for the arbitration. A meeting of th6 SIU and the other maritime unions will soon be held to deterinine if this derision is acceptable to all without further ar­ bitration* The LOG will keep SIU members informed on new develop­ ments in the War Bonus situation in upcoming issues. Jiil, fi74 • ? JohnKoen Seafarer John Koen, 61, has been going to sea for well over 40 years; first as a serviceman in the Navy for seven yearsi then as a member of the old ISU and then finally joining the SIU in 1938. Brother Koen, who has been shipping as bosun since 1940, is a native of Alabama. He ships out of the port of Mobile, where he makes his home with his wife Sue. I can see now that each member in our Union is well protected while away from home. I have gone to sea for 40 years and I honestly thought I knew all about our Union's programs. Welfare, Pension, Vacation, Shipping Rules, Constitution, but I soon found out 1 didn't know as much as I thought I did. But after being at our SIU Headquarters for five weeks, I found out that if you didn't know just what everything was all about, all you had to do was ask. And although 40 years ago most of the Seafarers' ball games were played the hard way, on the streets and on the docks, today they are played a little dif­ ferently up there in Washington. And just like we participated in our Union's affairs years ago on the streets and on the docks, we can and we should par­ ticipate in our Union's affairs in a dif­ ferent manner today. We should give ourselves a hand by donating to SPAD. Vl^niiamBw^ Seafarer William Bushong, 60, has been sailing with the SW since 1953, and has been shipping as bosun for about the last 10 years. A native of Indianapolis, Ind., Brother Bushong ships out of the port of Seattle where he makes Ids home^with his wife Sue, and their three children. The portion of our program at Piney Point gave us new knowledge and in­ formation that was priceless: history of the Union; first aid knowledge; seaman- ship; new ships and equipment; Union politics; firefighting, and many other subjects and activities. We saw first hand new men being trained for our way of life. This is an important threemonth program and wiU give us better qualified and better informed future SIU manpower. At Piney Point the SIU men in charge and the very fine staff are well qualified and dedicated people go­ ing out of their way to help anyone there. The New York portion of our pro­ gram gave me thorough knowledge of what goes on at Headquarters; what we are up against every day in our fight for survival and what we are doing about it. Our participation in Union activities in other fields as well as ours, gives us future friends who cw help us develop a solid labor front. We found out where our SPAD money goes and why it is absolutely necessary. C^uner, James, New Orieans Giangiordaiio, Donatp, PhiHde1phik| GOk^, Robert, Jau^^^ Goibrii, Roberl^ New York Gonnan, Jamj^, New York Greenwood. Perry, Si^ftle Hanbackj Btirt, New York Uelbnan, kail, Seattle Hk^^ Dmisdd, New York , HvdgsS, RSjiSv3d,,Mvblte; Hodges, Raymoiid W^, Babffiiaorir He^e, Elbert, Baltimore Homk^ St^heB,New Yoik James, Calvaln, New York ^ Jandora, Stanliy, New York l^msson, Svcn, New York • Kera^Mid, Morion, Baltimore RIeimola, WIBliani, New York Jolm, IVBrbile Konis, B»nry, New York Kosa, ]>o, BattniMHe Lambert Reidiis, New Orieans Manui^ San Jmm ' ;'K 'GMoj . . w . Levin, Jacob, Bidtimoie 'we Lihby. Georae, New Orteans Mackert Robriit BalfBnoie Manning, Denis, '4 -t • if i McGionls, Attimr, Meehan, I^EDI^UBI, Norfolk Miller, Clyde, Seattle Edwa^ *- f Nash, Walter,New York J; Olson, Fred, San Frandsco Oromaner, Albert, San Franci^o Raymond Todd Seafarer Ray Todd, 38, has been a member of the SIU since 1960, and has been shipping as bosun for the past five years. A native of Mississippi, Brother Todd makes his home in Collins, Miss, with his wife Martha, and their four children. He ships out of the port of New Orleans. After my completion of the Bosuns Recertification Program, I leave Head­ quarters with full knoweldge of how every phase of the Union works. There were no questions left unansweredWe have the greatest training facili­ ties for our young new members and also the old-timers at the HLSS. Too much credit cannot be given to the staff and all of the instructors. Also, we were in Washington and saw the impact our SPAD dollars have there. So I strongly urge you to support SPAD. Our elected officials are working 24 hours a day for our benefit and I think we owe a debt of gratitude to our leadership. If you read the LOG and study it you will be well informed on the prob- • lems we face and what can be done about it. We also attended the firefighting school and it was most impressive. I think it should be compulsory for every member to attend, as it gives you more confidence to fight a fire aboard ship. ; Poiianen, Hanlsen, Vemer, Seattle Radkh, Tony, New Ori^ms . --j 11 , Wlluam, Saii Fraiicisco \' Rodriqnc^, Laneelot San Jnan Rodripiez, Ovidio, New York ehwai^ Robert. MdfaBe elf, Thomas, Btdtkmiie Sheldrake, Peter, Houstirn &***&, Lester, Norfolk •v/f • i. .r- Teti, Franlr, New York Thomp^tt, J.^R., Houstojs Todd, Raymond, New Orieans Wallace, Ward, Jack^nville Wardlaw, Richard, Houston Weaver, Harold, Houston W -f' " Workman. Homer tetcrfo,NewYoik^^^ Page 7 ''u �mmrn . •- - Finance Committee Meets / ,• >-.' - ^ LNG TRAINING Twenty-five Seafarers have thus fiir completed the LNG training offered at the Lundebeig Sdioolin Piney Pcwt, Md. I cannot stress too (rften the importance of getting LNG training. If you want to insure the job security of diis membership, then all Seafarers eligible should participle in this course. More and more in the future you will see these mietgy carriers—^LNGs and LPGs—plying the waterways of the world, ff we are to secure these ships for the membership we must show that we can provide qualified men to s^ them. Requirements for this course can be found on page 31 of this issue of the LOG. The next class is sdieduled to begin on Sept. 23. i • ^•^T-' BOSUNS RECERHFICATION PROGRAM The 12 Seafarers who graduated this month from the Union's Bosuns Recertification Program bring to 118 the number of men who have completed this very successful program since its inception on June 1, 1973. I am proud to congratulate these 12 men and wish tfe;n the best of luck in the future. They are: Ronald Burton; William Bushong; Guillermo Castro; James Colson; Robert Gorbea; John Koen; Earl McCaskey; Eugene Nichol­ son; John Pierce; Stanley Sokol; Ray Todd, and Paul Turner. Since there have been a few inquiries as to how the bosuns are selected for the program, I would like to note that each month a special meeting of Ix^iins is held after the regular membership meeting at Headquarters to elect a three-man Selection Committee which chooses the 12 bosuns who will par­ ticipate in the next month's class. This is the procedure that was established by the bosuns when the Recertification Program was set up. NAVY TANKERS As reported to you last month, the Navy wants to give ks manning con­ tracts for nine new 2S,000-deadweight ton tankers to Marine Transport Lines, even though Falcon Carriers was the low bidder. We are currently investigating why Falcon was not given the contracts ais the low bidder. * Both Representative Frank Clark of Peniosylvania and Senator Warren Magnuson, chairman ot the Commiffee of Commerce, have sent inquiries on this matter to the und^ secretary ot the Navy, William Middendorf. U• 4' •'• 4 «A'* SENIORITY UPGRADING Five more Seafarers have completed the SIU's "A" Seniority Upgrading Program, thus bringing to 99 the number of brothers who have completed this program since it was begun last year. I am proud to congratulate Thmnas Bartd; Thomas Galka; Don Knight; Darry Sanders, and Thmnas Vanyi. I encourage each and every one of you who are eligible to participate in this one-month program. . -1 a.: > • • • ^ fir y--'^- '• • •- •• ' '• -J'f\' •'' -...A\-- :- ..J.!-'-- '• . • •Mi' ^ 'V-'. NEW CONSTRUCTION SlU-contracted Zapata Bulk Transport signed a contract to build three 97,000-deadweight ton tankers at Newport News, Va. with delivery to take pla^ in 1979. Also this company expects two of her 35,000-deadweight toh diesel engine tankers to be launched in 1975. Watermm Steamship Company's Robert E. Lee crewed in New Orleans on-June 24. The Stonewall Jackson will be crewing later this month and the Sam Houston in August This company has also acquired three American President Line vessels: the President Bitchanan, to be delivered at the end of this month; the Presidera Jackson, also to be delivered this month, and the President Garfield, to be delivered later this year. Interstate Oil Trmsport reports that the keel has been laid for IIuU 4643 which is one of three 265,000-deadweight ton MFC Boston tankers to be built for the company. The firm also noted that shipyard problems are delay­ ing the ddivery of toeir two LNG vessels, the Kentown and the Montaria. Sea-Land Service will deliver the Sea-Land Consumer and the Sea-Land Producer later this summer. Seatrain Lin^' 225,000-deadweight ton tanker TT Williamsburgh yt'HU be christened on Aug, 17. I would al^ like to note that on July 1, a consolidated agreement between Cities Service Trankers and Interstate Oil was signed. The company is to be known as International Ocean Tratisport Corporation. I-. ?. . J.,-;. The SIU's Quarterly Financial Committee, elected at the general membership meeting at Headquarters July 8, review the Union's books and financial transactions. They are, clockwise from the left: SlU members John Carey, Warren Cassidy, Pete Drewes, Conrad Gauthier, Otis Paschal, M. E. Reid, and Nicholas Damante, Must Know Sailing Time According to the rules outlined in both the SIU's New Standard Freightship and New Standard Tanker Agree­ ments with our contracted companies, a Seafarer must be aboard his vessel at least one hour before the scheduled sailing time. -And, it is up to the indUvidual Seafarer to be aware of what that sailing time is. As noted in the Agreements, sailing times will be posted "at the gangway on arrival when the vessel is scheduled to stay in port 12 hours or less. When the stay is scheduled to exceed 12 hours the sailing time shall be posted eight hours prior to scheduled sailing, if before midnight. If scheduled between mid­ night and 8 a.m., sailing should be posted by 4:30 p.m., but not later than 5 p.m. For ships arriving on weekends be­ tween 5 p.m. Friday and 8 a.m. Monday, sailing times will be posted "not later than two hours after arrival." Any changes for weekend sailing times previously set may be made, but these changes will be made "no less than eight hours prior to actual sailing. This provision applies to all vessels sched­ uled to depart during a weekend. Full details covering penalties for failure to arrive on time, and compen­ sation for delayed sailings are outlined in Article II Section 38 of the Freightship Agreement, and Article II Section 36 of the Tanker Agreement. Port Work Requirements On certain occasions. Seafarers are required to perform various longshore duties to insure the smooth continuance of operation of their vessels. These required duties and the com­ pensation payments for performing them are completely outlined in two" specific sections of die SIU's Standard Freightship and Tanker Agreements. The first, Artide II Section 10(a), states: "Members of all departments shall perform the necessary duties for the continuance of the operations of the vessel as set forth in this agreement. Necessary work shall include the prep­ aration and securing of cargo gear and the preparation of cargo holds for the loading or discharging of cargo." The second, Article H Section 32, fnrdier clarifies the matter. It states: "In those ports where there are no longshoremen available, members of the crew may be required to drive winches for handling cargo or may be required to handle cargo. For such work, crewmembers shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Depart­ ments and Groups, to determine their applicable rate. "On takers which are carrying grain, when crewmembers are required to un­ fasten butterworth plate nuts and/or remove the butterworth plates for the purpose of loading or discharging grain cargo, they shall be entitled to com­ pensation as provided for in this section. "This section shall not be so con­ strued as to be applicable to any work where longshoremen are not available due to labor trouble.'* Bosun Selection Committee The Bosun Selection Committee reviews applications of SlU-bosuns to deter­ mine who will make up the 12-man August class of the Bosun Recertification Program. The impartial committee is elected at a special bosun meeting each month immediately following the general membership meeting at Head­ quarters. Members of this month's committee are, from the left: John Sweeney, William Funk, and Gaetano Mattioll, a Recertified Bosun. SMfarerslog ' ' •; if �Two SlU Officials Appointed To Positions with NMC •t'.: ; Frank Drozak, SIU vkc president, -and Ed Mocmey, SIU headquarters reptesentative, have been appointed to ex­ ecutive positions on National Maritime Council committees. ^ The National Maritime Council is made up of representatives from all seg­ ments of the maritime industry—^man­ agement, labor and government Its purpose is to help promote and main­ tain a strong U.S. merchant marine. Frank Drozak will serve as vice chairman of the NMC*s Co-Sponsored Activities Committee. This committee is responsible for coordinating activities and setting up discussions with organi­ zations outside the National Maritime Council. In addition to helping set up these meetings, SIU Vice President Drozak will, at times, represent NMC's labor segment on these discussion panels visiting other organizations. SIU Headquarters Representative Ed Mooney has been appointed Chair­ man of NMC's Economic Committee. This Committee researches and studies any issue affecting the economic situa­ tion of the U.S. merchant marine. The committee also uses their research in­ formation to present white papers and to make recommendations to the Na­ tional Maritime Council. The appointment of two SIU officials to these National Maritime Council committee posts insures our Union a strong voice in the policy making deci­ sions of this influential maritime organi­ zation. SIU's active participation in all maritime and labor groups is one way the Union can help shape national mar­ itime and labor policy, and work to insure its members' job security. Calmar fo Cut Coastal Route After 47 years of continuous service between Baltimore and the West Coast, SlU-contracted Calmar Steamship Cor­ poration is being forced to withdraw six of its seven freightships from the long established intercoastal route because of foreign competition. Calmar, a subsidiary of Bethlehem Steel Corp. of Sparrows Point, Md., an­ nounced that the sharp curtailment of service would go into effect Jan. 1, 1975. The company reports that the move is necessitated by the closing of its coldrdled steel bands plant in Richmond, Calif. The plant, which employs nearly 3,000 people, is shutting down due to heavy foreign competition. This year, the seven SlU-manned vessels are scheduled for 34 intercoastal voyages, but company projections for 1975 show a need for only seven round trip runs because of the lack of west­ bound cargo. For years, the seven 15,000-ton car­ go ships had carried steel coils from Sparrows Point to its plant on the West Coast, and returned with lumber from the Pacific Northwest and other cargoes. Calmar officials have not completed plans on whatlo do with the withdrawn vessels, but they expressed confidence that the ships can be employed in other trades. Calmar purchased the vessels pres­ ently sailing the intercoastal route in the mid 1960s from the U.S. govern­ ment. The ships, originally World War II troop carriers, were then converted at a cost of $29 million. SIU to Attend ITF Congress The SIU will be sending a delegation of Union officials to the 31st Congress of the International Transport Work­ er's Federation, which opens in Stock­ holm, Sweden on Aug. 7. The ITF is a multinational confeder­ ation of transportation worker's unions set up to coordinate labor movement activities on an international level. Meeting once a year, the ITF's con­ gress elects officials, votes on amend­ ments to its constitution and hears mo­ tions sponsored by its member organi­ zations. The agenda of this ITF congress will include a vote on a motion sponsored by the SIU and other U.S. trade unions. calling for an investigation of multina­ tional companies. Stating that the financial decisions made by these business giants "aim at establishing sub-standard worldwide employment conditions", and that these multinational companies "are taking a heavy toll among working families and working communities from one end of the globe to the other", the motion calls for an ITF conference to formulate an international labor course of action to deal with these companies. The 31st congress will also hear mo­ tions dealing with the safe manning of ships, income tax relief for seafarers and the basic rights of trade unions. HLS Grad Will Upgrade WasMngton Activities ByB.Rockcr OHlnyortBiB • Legislative action on the Energy Transportation Security Act of 1974 (H.R. 8193; S. 2089) took another important step forward last month when the Senate Commerce Committee's Subcommittee on Merchant Marine voted the Bill out <rf committee by a significant vote of 14-2. The Bill—which passed in the House of Representatives in May by a wide mar^ of 266 - 136—^now goes to the full Senate. A vote there is expected witlun a few weeks. This Bill will require that 20 percent of oil imports into the United States must be carried on American bottoms, and that this quota will be increased to 30 percent in 19 77. The Bill will give a shot in the arm to the U.S. shipbuilding industry, and will improve the job opportunities and job security of American seamen. In addition, this Bill will provide consumer protection against the uncontrolled inflation of gasoline and home heating fuels, and—^because of the high safety standards of American ships and American crews—the Bill will insure a cleaner environment on the high seas and along our coastal waters. • Legislative support for the Energy Transportation Security Act continues to come in from all segments of the American Labor Movement. AFL-CIO President George Meany and SIU President Paul Hall have sent telegrams and letters to the heads of aU national and international unions, and all affili­ ates of the AFL-CIO Maritime Trades Department requesting their support for this Bill. In addition, all Port Maritime Councils, AFL-CIO Regional Di­ rectors, State Federations and Local Central Bodies have been contacted, and these organizations have pledged their full support. Literally thousands of telegrams and letters have been sent to U.S. Senators by AFL-CIO affiliated organizations, and the legislative representatives of a number of national unions have personally contacted Senators urging them to vote in favor of the Bill. At the Harry Lundeberg School in Piney Point, more than 500 letters ask­ ing the support of their Senators have been sent by the trainees, upgraders and staff members. t Deepwater Ports Hearings on construction of offshore, deepwater oil terminals are now being held in the U.S. Senate. The Deepwater Port Bill passed the House of Repre­ sentatives last month by a wide margin—318-9. The Special Senate Joint Committee—composed of members of the Senate's CcHumerce, Public Works and Interior Committees—has revised the House version of the Bill to designate the Department of Transportation as the pri­ mary agency to license and regulate the deepwater terminals through the Coast Guard. The committee also gave the green light to allow oil companies to apply for permits to build these ports. Several committee members opposed this move which would give the oil companies control over these key installations. How­ ever, if the oil companies are allowed to build deepwater ports on the offshore coastal areas of the U.S., they may very well open the door to anti-trust actions against them. Merchant Marine Act of 1970 President Nixon last month signed a supplemental Maritime Administration authorization providing an additional $23 million for operating differental subsidy for the remainder of fiscal 1974. This increased the authorization from $221.5 to $244.5 million for the period. Legislative Meetings The SIU Washington staff regularly attends the meetings of the AFL-CIO Legislative Department to review the progress of legislation affecting Seafarers aind their families. During the past month, some of the urgent bills on the agenda for discussion and review at these meetings have been—in addition to the oil cargo bill and the deepwater port bill—^legislation affecting union-management pension plans and offshore mining. With respect to the Pension Reform Bill now before Congress, the SIU is keeping a close watch to insure that the rights of Seafarers and their families are fully protected. •i'i li ..'h '•••' f' i< ' 1J Ul -• . } •K- ) •f V Harry Lundeberg School graduate, Oiier Jay Sides, has been sailirig with the SIU for two years, The Engine Room Delegate aboard the San Francisco (Sea Land), Brother Sides is anxious to upgrade to QMED, and plans to return to Piney Point shortly to attend SIU's upgrading program. July 1974 ipst; Seafwrm are uiged to coatrRwte to SPAD. !f is tkc way to have yow voke iward aadl to keep yow wiioa effective fai tiw fight for kgistatioo to protect ffto sccwity of every Scalwer wmi his ihnily. -Cf �Philadelphia SiU members iisten attentively to proceedings of June meeting. Seafarers Take Part in Philadelphia Membership Meeting Seaforeift in the port of Phibdelphla partk^ted in n memberahip meeting last month, much like the membership meetings held in all SIU Constitutional ports each month. SIU mmnbeis presmit heard re­ ports from Unibn official on the upgrading programs, welfare claims, the state of shipping in the port of niiladdlphia, the importance of SPAD and other issues relevant to Union operation. In addition, l^islation before the U.S. Congress that is of vital im­ portance to Seafarers vras discussed, and SIU members at the meethig were appraised of their Union's activ­ ities in Washington in support or opposition to these various bills. The port of Philadelphia, also known as Ameriport, is the laigest industrial port in the nation. Lo­ cated in the geographical center of the Atlantic Seaboard megalopolis area, the port has facilities for all modem container handling, as well as facilities for break-bulk, grain, ore, coal, oil, lumber, chemicals and gypsum. Port Agent John Fay reports to members on the state of shipping in Philadelphia. f h • • Patrolman Joe Walsh, left, arid SIU members Steve Bergeria, center, sjind^ W Seafarers like James Bergeria, left, James McGirity, center and Cas-^ Johannes Roos are interested In hearing about their Union's activities in mer Szymariski attend a membership meeting, they are takirtg an acfiye role^^ .Washington. ' / .• vin mnnipg-theirUnion. A;::. 7 A7 SeafarereLoff 7'r''7- iifc. �SlU'Mahhed Pecos Supplies Military Bases Around Globe ssTdT^; zis.SiS:®"'' "" ^ 'PonflM* the Pecos, has been hopscotching aroond the globe to ports in Spain, Veneznela, Scotland, Greece, and the U^. and its territories, %- ^e ph^s appearmg on this page were taken while the Pecos was enronte from Rota, Spain to Norfolk, Va. ^ submitt^ to the LOG by the ship's First Assistant Engineer, Greg Hayden, who wrote, «if there was some kind of award for the outstandmg engme room crew of the year, these guys would certainly win it." 11 Members of the Pecos engine room crew are, from the left: Art Austin, fifeman-watertender; Bill Parker, oiler; Al Morris, fireman-watertender; Bob Sawyer, fireman-watertender, and Stan Grooms, oiler. Brother Grooms has been on the Pecos longer than any other member of the ship's black gang, including the Wiper Sam Davfs, standing the 4-8 watch, performs Ilicensed' officers. the daily chore of blowing tubes. '#• m-.'t :; '• ! .I .. V - Bosun Bill Price, left, and Pumpman Jim Chianese on duty topside aboard the Pecos. VH i Seafarer Doug Turner, sailing as oiler, during his watch in the Pecos engine room. in STEER A CLEAR COURSEI K. • t ' f.'l >- I * r r. • i XT' '}p M -•S^n ;i.J Page 11 • �iV"- ':^r:. m ..# San Francisco Ports Speed Valley Crops to Orient ? B ^ :. ^4^- 1S;' '1; m-" ,"i*' N_ „f The following article and photo on the American merchant marine by Wayne Cox is reproduced from the May 26th, 1974 edition of the Fresno Bee, a California newspaper. The story points out a good example of how U.S. produce growers can be en­ couraged to ship American. OAKLAND — Unmatched in their ability to produce abundant commod­ ities for California's $5 billion agricul­ tural industry, San Joaquin Valley fresh fniit packers and shippers jumped at an invitation offered by the Mari­ time Administration to gaze at ultra modem Bay Area cargo shipping pro­ cedures. On a two-day bus jaunt, the 34 packer-shipper contingent left their warm inland valley for a breezy coastal visit to the flourishing port of Oak­ land and'its counterpart on the San Francisco side where international trade is as common as the salty air. As the peach, nectarine, plum and grape traders stretched their necks and strained their eyes to see it all, the word "export" popped up in their ex­ cited conversation. Tliey are bent on expanding Far East trade in search of greater market areas. They also realize that export is the name of the game and ocean carriers appear to be the most practical way of getting their ag­ ricultural products to foreign markets. Containerization, the relatively new concept of shipping cargo in 35 and 40 foot containers, caught on in a big way in the 1960s with the Port, of Oak- 4 11^: On their tour of the San Francisco docks, perspective shippers inspect a method of cargo packaging called the "shrink wrap". In order to protect overseas freight, a heavy mill .polyethlene envelope is slipped over the loaded pallet and heated to 450 degrees in a special chamber. In seconds, the pallet is removed and the envelope shrinks rapidly and tightly around the enclosed cargo. land leading the way. Today, some of the world's largest and fastest cargo ships are capable of moving 1,096 containers on a single vessel which steams from Oakland to Yokohama in only .five and a half days at 33 knots an hour. The Sea-Land Terminal at;. Oak-, land's Outer Harbor operates eight of these swift SL7 super containerships from its sprawling 70-acre facUity with barely enough space for 2,000 con­ tainers on their own chasis. This terminal and others like it make Oakland the largest container port on Mi' • the closing of accounts of the General Agents (companies) who operated for the National Shipping Authority during the Vietnam sealift, the U.S. Maritime Administration is in possession of lists of merchant seamen who have un­ claimed wages due to them for service on these Government-owned ships. Any Seafarer who knows he has unclaimed wages due him,-should fill out the «;-''V.,--.. DATE; I MARITIME ADMINISTRATION I CHIEF, DIVrSION OF ACCOUNTS I WASHINGTON, D.C. 20230 the Pacific, handling twice as much cargo as the Port of San Francisco. To keep Sea-Land's more than 65,000 containers from dead-ending or piling up at any given port, the com­ pany always loads its swift ships with the same number of containers whe­ ther they are loaded or empty. Like a Coke bottle, a container may leave its point of origin and never re­ turn. More than 2,000 containers and chassis are maintained in the local area around the Sea-Land Terminal to han­ dle incoming and outgoing cargo. A pair of giant cranes load and un­ load Sea-Land's cargo containers at the rate of 500 tons an hour, and two more $1 million-plus cranes are now on order. , Across the bay. Pacific Far East Lines is practicing another new cargo moving concept with ships known in the maritime world as LASH, an acro­ nym for "lighter aboard ship." Two ships are now in service and four more are being built. LASH service involves a large "mo­ ther" ship carrying 61-foot barges loaded with cargo. An entire barge and its cargo is lifted aboard ship by an onboard crane and released in the water to be towed to either the port dock or inland points while the ship stands put in deeper water. This pro­ cedure is reversed when the ship is being unloaded. • However, timing took an unfavor­ able switch for the touring packers and shippers since none of the LASH ships were in port during their visit. Pacific Far East Lines handles' a tremendous amount of argricultural bulk products such as rice, alfalfa pel­ lets and fertilizer. On the other hand, Sea-Land has developed special con­ tainers to accomodate a comfortable trip for livestock such as cows and sheep. Down the pier from Sea-Land, US Lines is now constructing a new ter­ minal in the Oakland Middle Harbor which s*hould be ready for full opera­ tion in July. Tour guide Theodore W. Plessner, a Maritime Administration cargo rep­ resentative,-told the packers and ship­ pers tliat real estate is a critical prob­ lem among the steam ship lines. "Tliere just isn't any more of it available," he said. Although Plessner admitted the Fort of San Francisco "has a long way to go to catch up with Oakland," he said American President Lines on the San Francisco side is now in the process of moving to new facilities from Pier 80 to Pier 96. Also, States Steamship Company of San Francisco is about ready to intro­ duce an entirely new shipping proced­ ure involving the roU-on, roll-off method of cargo loading and unload­ ing. This innovative style of shipping cargo features the "no lift" concept which eliminates the need for sky tow­ ering eranes capable of lifting 50 tons or more in a single movement. Currently, States Steamship Com­ pany is using conventional vessels to move its cargo. But the company has ordered four $40 million vessels from Maine ship builders to initiate the rollon, roll-off cargo shipping technique. In total tonnage, the Port of Oak­ land last year shipped more than seven million revenue tons of freight iilcluding 5,395,094 revenue tons in con­ tainers. Oakland's total tonnage rose 10 per cent over the 1972 totals and containerized shipments were tip 17.8 per cent over 1972. / Containerized freight leaving-Oak­ land represents 86 per cent of all port general cargo and 75 per cent of the total port tonnage. r'-Vt- ! DEAR SIR: I I I REQUEST UNCLAIMED WAGES FOR SERVICE DURING THE I I VIETNAM SEALIFT ON NATIONAL SHIPPING AUTHORITY VES- I I SELS OPERATED BY THE FOLLOWING GENERAL AGENT(S): I I ^ , Quarterback Visits HLSS ^^ If' j'"' ^,-' ; IIIP •a I) , •_' iif.ti 'i ,1 • -. I, -r:-' I I j NAME I I ADDRESS I I I I (LAST) (CITY) ! SOCIAL SECURITY NUMBER I • V-^'M I VERY TRULY YOURS, (STATE) (ZIP CODE) I PLEASE FORWARD MY CHECK TO THE ABOVE ADDRESS. ,v-:/'. r (INITIAL) (STREET) iC- •J- (FIRST) I I i I I Page 12 • - (applicant's signature) - _____ ____ _. • 2.'- "_J The Green Bay Packers' quarterback, Scott Hunter, second from left, visited the Lundeberg School in Piney Point, Md. the end of May tb show a film on drugs to the trainees. He discussed v\/ith the young men, the harmful and dangerous effects of drug use. Pictured with him here are, from left: Mike Sacco, vice president of the HLSS; Gerry Brown, Piney Point port agent, and Recertified Bosun Earl McCaskey who is Scott Hunter's uncle. Seafarers Log �t ' AB Arthur Longuet helps ready Ultramar for, her recent drydocking in JackRonuiiift > -vV •, AB Alex Berlin, a recent graduate of SlU's upgrading program at PIney Point straightens lines. After Maiden Voyage,Ulframaron2nd Trip Round theWorld Largest Ship in -> K' •J Jacksonville S'l Harbor The largest ship to ever enter the Jacksonville harbor, the 895-foot SlU-contracted Ultramar (Westches­ ter Marine) recently called on that ^ port for a guarantee drydocking hy her builders, a service similar to a car's 1,000 mile^checkup. € •-H Chief Steward Joseph Pitella, like flie rest of flie ship's crew, couldn't be happier with his new ship. One of the Ultramar'5 original crewmembers. Brother Pitella said, when inter­ viewed in his modem galley, *Tve waited years and years for a sh^ like this." Having just completed her maiden voyage around the world, the 80,500ton oil, ore, hnlk carrier spent two weeks in drydock during the general checkup, and then sailed for Norfolk to take on a load of coal. SIU veteran Joseph Pitella; chief steward aboard the Ultramar, prepares lunch in his modern galley. ,•1 After delivering toe coal to Yoko. hama, toe Ultramar sailed for Aus­ tralia, where she will take on ore bound for Rotterdam. The view forward from the bridge of the 895-foot Ultramar. ^ 'I ti . • • \A : ' • K " f •^ J.V ifiTman'^^checkr'lifeioa^ The Ultramar's deck gang takes a coffee break. They are (I. to r.) Barney Swearlngen, recertified bosun; Walter Wright. AB; Page 13 July 1974 :7:,: '^,1 \ �::*•-: \f^ ,. //;-4- Young Seafarer Performs 'An Act of Courage' ASHORE • -rhs-Baton Rouge, La. SIU vice president Lindsey J. Williams was honored at the Louisiana AFLCIO 19th Annual Convention on Apr. 9 getting the award of excellence from Victor Bussie, state president of the AFL-CIO. Taking part in the ceremonies were Sen. Russell B. Long and Rep. Corinne C.*"Lindy" Boggs, both of Louisiana; Sen. Lloyd Bcntsen, Jr. of Texas and Gov. Edwin W. Ed-wards of Louisiana. The award to Lindsey Williams said: "The Louisiana AFL-CIO 19th Annual Convention proudly presents this award of excellence to Lindsey J. Williams for inspiring an entirely new dimen­ sion in the relationship between organized labor and the public of Greater New Orleans AFLCIO area. His unique concept in setting up a system of selecting political candidates who would prove faithful to workers as well as bring honor to their community has earned him universal respect in the seats of Govern­ ment and throughout the body public. It is a tribute to this untiring champion of workers that he devoted so much of his life to give to civic and public affairs while still carrying on his enormous responsibilities as vice president of the Seafarers International Union and his obligations to the maritime groups within his jurisdiction. For many years he has played an important role in the leader­ ship of the Greater New Orleans AFL-CIO impervious to opposition and dis­ dainful to adversity. This dedicated man has remained steadfast where lesser men would have surrendered. He is a private part of the great organization of^ Seafarers of which he leads in this area and is always a dependable fighter for the great body of AFLCIO workers throughout Louisiana." "mi Piney Point The U.S. Maritime Administration has notified the HLSS that a Soviet mari­ time delegation from the U.S.-USSR Cultural and Technical Exchange Pro­ gram is expected to visit the school sometime after July 15, * * * Recertified Bosun Earl McCaskey's nephew, Scott Hunter, quarterback for the Green Bay Packers, spoke to the trainees last month about his football career. He also answered questions on the use and problems of drugs. .4 Haskell, Tex. One of the SIU's five 1974 scholarship winners, William Scott McDonald, a graduate of Cooper High School, Abilene, Tex., had his picture and story of his award in the local newspaper here, the Free-Press. He's the son of Seafarer William Jackson McDonald and Marticia McDonald and the grandson of Dr. and Mrs. F. C. Scott of Haskell. \>l if New York Thirty-four years of North Atlantic station weather patrols by the U.S. Coast Guard ended June 30 when the cutter Morgenthau sailed away from Station Bravo between Labrador and the southern tip of Greenland. The only remaining Pacific station. Station November, between San Fran­ cisco and Hawaii, was also decommissioned on the same date. Today's faster and higher flying airfcraft equipped with sophisticated navi­ gational gear plus weather satellites have reduced the need for weather ships, ^e Coast Guard says. Weather Station Hotel 250 miles northwest of Norfolk is not a part of the ocean station system and will continue to operate. A cutter mans the station from August to mid-April sending out advance weather data on winter storms and hurricanes heading for the Eastern Seaboard. Eleven of the Coast Guard's 21 East Coast weather ships have been deccnnmissioned. Bravo will be the fourth station phased out in a year. Stations Delta, Echo and Charlie were axed last year. m "i'-, Pv •. ' _r iV. Itr: /> ii^v •'4i!.-, W- . ;^^.. New Orleans For the second straight year, the SlU-cOntracted Delta Steamship Line has won the National Safety Council's annual award for the lowest fleet injury rate in±eU.S. Brooklyn, N.Y. The SlU-contracted Waterman Steamship Corp. of Mobile will rim their LASH ships from Piers 6 and 7 here. The new 893-feet long LASH ships are the SS Robert E. Lee, SS Stonewall Jackson and the SS Sam Houston. They will carry 89 barges each to the Red Sea, Persian Gulf, India, Pakistan and Bangladesh. Balboa, Panama Canal Zone Sea-Land Service, Inc. has put into operation a 30-ton, 150-foot container handling gantry crane on Dock 7 in the terminal area here. The crane was carried from Puerto Rico to replace a steam crane. f."' I P 5 Exhibiting courage and the ability to act decisively in a life and death situa­ tion, OS Philip Haring, Jr., a recent Harry Lundeberg graduate, risked his life to save ah injured fellow Seafarer from being washed overboard by heavy boarding seas. For his quick and courageous action, Brother Haring has been commended to the U.S. Maritime Administration by his chief mate on the Sea-Land Market. On May 2, the Sea-Land Market was. weathering a gale in the North Atlantic when Ordinary Seamen Haring and Jan Prins, Jr., another recent HLS gradu­ ate, left tiieir quarters to go aft to the messhall via a tunnel on the starboard side. They had stopped by an entranceway to look at the sea when Brother Prins noticed a lifering adrift and went on deck to retrieve it. At that instant, a heavy boarding sea hit Brother Prins and carried him aft, breaking his ann, fracturing a rib and puncturing a lung. Seafarer Haring, waiting hack in the entranceway, saw the sea hit Brother Prins, and thinking he had been washed overboard, ran to the messhall shouting "Man overboard!" He then ran back to the entranceway. Looking aft, he saw Brother Prins hanging to the bulwark, half overboard and half aboard. With­ out hesitating. Seafarer Haring ran out, pulled Prins aboard and brought him back to the entranceway. Just as he laid Brother Pruri down on the deck within the entranceway, another sea hit the same area. Had Hair­ ing not acted as quickly as he had, this second sea would surely have carried Prins completely overboard. I f" i ' 4-1 "i* Seafarer Phil Haring poinls out area where Brother Jan Prins was almost washed overboard by heavy boarding seas. Commended to the U.S. Mari­ time Administration for the quick and courageous action that saved the life of his fellow Seafarer, Brother Haring risked his own life to pull Seafarer Prins to safety. •'"H;-' -, -.;,. • ' •; .r®i • • •[' • The chief mate aboard the Sea-Land Market, Richard Hawkins, was so im­ pressed with the actions of both HLS graduates, he drafted a letter of com­ mendation. Entitled "An Act of Zieal, An Act.of Courage", the letter was cosigned by the captain, J. Robertson, and sent to the U.S. Maritime Adminis­ tration in Washington, D.C. Of Seafarer Jan Prins' "act of zeal". Chief Mate Hawkins wrote: "Perhaps it was foolhardy of Prins to go after the lifering, however to him, he saw a wrong that must be put right. Seamen have been ridiculed so many times for lack of loyalty, no spirit, here in one second was a pure act that disproves ahy such scorn." Calling on MARAD to recognize and commend Brother Haring for his "act of courage", the letter continues: "Mr. Haring's actiops in going to the rescue of Prins too could also be called foolhardy, but of such actions it seems as though one rises to the situation. With no hesitation he went to his aid." The mate's letter praising the two SIU members ends: "With this type of men the American Merchant Marine will always stay way ahead of whoever is in second place. I for one am cer­ tainly proud of them." After being hospitalized in Rotter­ dam, the Sea-Land Market's destina­ tion, Jan Prins was repatriated and is reported to be recovering quickly from his injuries. Despite his near fatal ex­ perience, Brother Prins plans to ship out as soon as he has recovered. Seafarer Haring, after payolBl in Eliz­ abeth, N.J. in June, ship|$ed out aboard the Sea-Land Market again, and is headed for Rotterdam. SeafarerHoS �-, r- . .1 • ., USNS Millicoma • The Overseas Alice (Maritime Overseas) at sea. Her SlU crew was recently commended by U.S. Naval observers for its performance during a refueling at sea drill. Overseas Alice Crew Receives Praise For Refueling at Sea The crew of the SlU-manned Over­ seas Alice (Maritime Overseas) was praised by Captain Robert Johnson, master of the ship, naval observers aboard the USS Mispillion and the vicepresident c/L Maritime Overseas for its performance during a complicated refueUng-at-se^ drill recently. Despite moderately heavy seas, the crew rigged two stations alward the Mispillion, and then unrigged the aft station under a simulated emergency breakaway, without difficulty. The U.S. naval observers, impressed with SIU crew's ability to carry out this diffidilt maneuver under adverse weather conditions, sent the crew a telex message stating that the "Mispillion has conducted fueling at sea operations with four MSG chartered vessels and 55 Overseas Alice was the best to date." The telex also praised the Overseas Alice and her crew for remaining on a steady course and speed, despite the heavy seas, thereby facilitating station keeping. Unable to find a single major safety violation, the naval observers further singled out the Overseas Alice as "the only MSG chartered tanker whose deck hands, without exception remained completely outfitted through the exer­ cise." At the following weekly shipboard meeting. Captain Jphnston, master of the Overseas Alice, further commended the crew and read a letter from the vicepresident of Maritime Overseas praising the officers and crew for a job well done. Ami Bjornsson Works His Way Up from OS to Master f: As a yoimg man, former SIU member Ami Bjornsson decided to make ^ the merchant marine his career; and now—30 years after he first shipped out—he has taken Us first command. Truly a self-made man, Brother Bjornsson has worked his way up from OS to captain, and will sail as master of the Manati (Berwind Lines), an SIU of Puerto Rico contracted feeder sUp that operates between Puerto Rico and the Virgin Islands. Captain Bjornsson, a native of Ice­ land, first went to sea as a herring fish­ erman during school vacations at the age of 13. In 1944, 16-years old and 6'2" tall, he sUpped out as an OS from Reykjavik on the Yemasea, part of an Allied convoy bound fpr Scotland and New York. In 1945, upgraded to AB, Seafarer Bjornsson began sailing with the SIU. An active Union member as well as sailor. Brother Bjornsson walked the SIU picket lines in 1961 during the Robin Line beef. Later, he served for five years as one of the first lifeboat and deck instructors at the old Harry Lundeberg School in Brooklyn. Experienced in sailing all types of ships, Capt. Bjornsson put his knowl­ edge of sailing vessels to good lise as an instructor at HLS and helped sail the 135-fopt schooner Dana, the 64foot yawl Manitou and the 38-foot sloop Hi Doll from various ports to Piney Point. In 1969, Capt. Bjornsson took, ad- Seafarer Lawrence Parker, an AB aboard the SlU-contracted tanker USNS Millicoma (Hudson Waterways) engaged in the Navy's Charger Log IV re­ fueling operations, received a "well done" commendation letter from the ship's master, Capt. William H. Barrett, Jr. on May 12 in Rota, Spain. The letter read; "It is not often and it gives me pleasure to be able to do so, to recommend to anyone the above designated seaman (Parker) without qualification whatso­ ever. He is a gentleman. He is a capable able-seaman and is one of the finest helmsmen I have ever known. This skill was demonstrated to perfection during a recent refueling-at-sea operation with the USS Canisteo in the Mediterranean Sea." A ship-to-shore radiogram on May 1 from the USS Canisteo to the master of the USNS Millicoma said in part"... commenced consol first light Apr. 29 ... approach alongside... first shot line over at 6:24 a.m first rig connected at 6:35 a.m.... During refueling a 30 degree course change was executed at 10:15 a.m.... There were no problems encountered during the maneuver.... Consol was completed at 12:53 p.m. Millicoma personnel were well prepared and performed in a highly professional manner. The passing and retrieving of fueling rigs was conducted smoothly and with a high degree of safety although the fuel transfer (1,216,870 gallons) was conducted expeditiously All communications while alongside were by sound-powered phones with excellent results ... consider briefing of Millicoma personnel for this .. . primarily re­ sponsible for efficiency of operations ..." SS A4cf(ee Sons For the first time in the 18 years of the National Ship Safety Achievement Awards Contest competition, a Great Lakes vessel, the SlU-manned 55 McKee Sons (American Steamship) has been cited for her rescue of six persons in Lake Huron on Christmas Day 1973. The 633-foot self-unloader out of Buffalo received an award of merit from the marine section of the National Safety Council and the American Institute of Merchant Shipping. 55 Roger M. Kyes Making her first port of call in mid-June was the newly built SlU-contracted ore carrier 55 Roger M. Kyes (American Steamship) which self-unloaded her cargo of 26,000 tons of iron ore pellets at the Pittsburgh and Conneaut (Ohio) Dock. Later she headed for her home port of Detroit afthe head of the Lakes. '• h' 55 Ultramar The 75,000-ton OBO 55 Ultramar (Westchester Marine) carried 15,000 tons of coal late this month from Hay Point, Australia to Europe. SSUltrasea This month the OBO 55 Utrasea (Westchester Marine) carried 30,000 tons of ore frpm Gove, Australia to Rotterdam. 55 Yellowstone The 55 Yellowstone (Ogden Marine) this month sailed from the Gulf of Mexico to Conakry, Guinea, carrying 2,275 tons of wheat flour and 10,000 tons of com. 55 Delta Paraguay This Delta Line vessel carried an unusual on-deck cargo last month, a water taxi called the Sirene built in New Orleans for the Union des Remorqueurs of Dakar, Senegal on Africa's west coast. The 63-foot, 33-ton boat was lowered over the side to head ashore. She will carry men and equipment to offshore oil drilling platforms. -AmiiBjonissoii vantage of the upgrading opportunities offered by the SIU and MEBA District 2 and by July of 1969, he had obtained his second mate's license. Now, five years after becoming a li­ censed crewmember and 30 years after he first began sailing. Ami Bjornsson has reached the top of his chosen pro­ fession and taken his first command. In the best tradition of free enterprise, Capt. Bjornsson has been free to rise as high as his ability and drive will take him. And in the best tradition of trade unionism, the SIU has been able to offer anotiier one of its members thetraining opportunities and support he needs to reach his professional goals. July 1974 ' •'V: - •. Page 15 •- i i. �1't-. .um <11: •^: •',i'i.''^<r'r'. ' 'Muf'' " •Sr . . WHAT IS SPAD? SPAD — Seafarers Political Activity Donation — is the political energy that powers tfie SlU's drive for jobs and job security. It is the only means for Seafarers to make their voices heard on legislative matters that directly affect their livelihood. SPAD is a Political Activity Fund made up from the voluntary donation of SlU members, ft is a separate and segregated fund estab­ lished to further the. political, social, economic and trade union interests of Seafarers — and to promote the American Merchant Marine to provide job opportunities for American seamen. HOW DOES SPAD WORK? f| SPADIS VOLUNTARY ^ •> ' • l-'i. • •f' , . rf J • mm m. : "ill All contributions to SPAD are voluntary. No contributions may be solicited or received brcause of force, job discrimination, financial reprisal or as a condition of employment or membership in the SlU, or threats of such action. All members who contribute to SPAD receive an official receipt If any member feels he has been forced or threatened to contfibute, he should notify the SlU or SPAD and demand ah investigation and refund if his donation was involuntary. SPAD IS UNITY • SPAD supports and contributes to political candidates for elec­ tive office. Through the support of political candidates whose philosophies and political programs are consistent with Seafarers we may attain laws which promote Seafarers' economic, social, political and trade union objectives — and protect the jobs and job security of American seamen. HOW YOU CAN PARTICIPATE b4. ' Irl. . . "• • You can participate in this program through your voluntary donations to SPAD. Through your purchase of a SPAD Certificate you are joining with your shipmates and SlU brothers in working effectively toward building a healthier maritime industry which will provide greater job security for all American Seamen. Seamen are the most federally regulated workers in America and the maritime industry itself is subject to the regulations and laws of more federal agencies and Congressional committees than any other national industry. In no other industry is participation in political action more urgently needed than in maritime. The strength of the SlU has always been in our unity — and our unity in Political Action is through our support of SPAD. Politics Is Porkchops is more than a slogan to Seafarers — it is"^ an understanding that only through effective Political Action will we protect what we have.and build for our future. ; f 'I S ' ^. ' ' -If Addrvu llrVli; -< - ^ SPAD WORKSI -v SPAD does work to provide jobs and job security for Seafarers. The Political Action of the SlU was directly responsible for the Merchant Marine Act of 1970. This Act is building new. ships for a revitalized American Merchant Marine. The Political Action of the SlU is carrying the tight for more cargo for American-flag ships. It was through our Political Action that American ships are carrying U.S. grain to Russia - Jobs for American seamen. It is through our Political Action that we are leading the fight to have American-flag ships carry a substantial portion of the nation's oil imports — more jobs for American seamen. The Political Action of the SlU is fighting against attacks on the Jones Act which protects our domestic shipping for U.S.-flag ships job protection for American seamen. The Political Action of the SlU has saved the U.S. Public Health Service Hospital system — health protection for American seamen. ^ f Slertptordpf Sotldlor 1974 v'/ iy.-y.yfl-'Tfy,..' , , ''4 f •l ,..S- -S'-iV • . C«y- (ftlomtl 1?^ I -•• rfc:.SKV-•_ : .v.. • )!:/!'i.f: iro^Konomic ' 'y •\ ••v. CA copy a* otP rworl rilod wUb tbt opproprieio jupervtsory officor it fof orill Ml w«fl«bM for •unum frOM IfM SupoftntondOM of OocumonU, U.S. Qovoritmortt Prlntint Offict, Wttninfion, Q.C. • • - ... SUPPORT SPAD FOR B 10001 i- • - '• \ SPAD is the unity of Seafarers in the continuing struggle to promote a strong and comjDetitive American Merchant Marine which will provide greater job opportunities and job protection for American seamen. SP^ MPPPm snd centrlftu(i» to »oiil)cM Mnwa«t« fot AiiTMU^^^fniVn vofuMAry. No COAUibu^ m»jf b« tollcltM or rMNM MCNIH Of roTM. ^ dtKrim»fl«tion. fiO«nci«l figrlMi. Of trtroot of wcti COMUCI, or «> • conoHion of mombennwm tn« Union (SiUNA ACLIWO) or of omMoymonL.lf • contribuOeO n maOa by roMon of tn« oboyo imprepor conduct, noufy th* SMfofon ynhnn w SPAD «t tn« joo^ c«n«rt«d m«N witnjMfrtrty doy» of ibo canti>buiion for t-ij ,4 ,• warn NUTioi uiimr munn ContfRNitofs Nam* . mf ! I:i"f' li-hA •• �SPAD: Key to Political Clout '•'I Vf -k i'4:. 'j'.»' r'^-\ •r""4:V-:V; V ^ At the end of World War 11, this coun­ try commanded the largest, newest, most efficient and competitive merchant ma­ rine in the world. However, through corporate business deals which transferred hundreds of American ships to foreign-flag registry, and an almost disgraceful governmental neglect, the U.S. merchant marine slowly lost its competitive edge on the high seas and the industry as a whole fell into a se­ rious state of decline. So serious was this decline, that several years ago a report showed that the U.S., in little more than a score of years, had slipped from world dominance in mer­ chant shipping to a poor seventh place, falling behind Liberia, Japan, England, Norway, Russia and Greece. And, an­ other report showed that the U.S. now commanded the world's largest idle fleet. However, through the continuing ef­ forts of the SIU to make our nation's leg­ islators aware of the vital importance of a health)^ competitive merchant marine, the U.S. maritime industry is steadily re­ building, and is on the threshold of again regaining its previous worldwide position. The SIU has been successful in spear­ heading the legislative fight to revitalize the maritime industry for one very basic reason—the voluntary contributions of an involved SIU membership to SPAD. (See pages 16 and 17 of this issue) SPAD has provided the SIU with ffie invaluable tools to build a political appa­ ratus in Washington, D.C. that has paid off for everyone involved in the U.S. maritime industry. Let us look at some of our victories. Four years ago, the SIU, backed by the ' political strength of SPAD, was at the fpj Page 18 chant Marine Act of 1970, the most sig­ nificant piece of maritime legislation to be passed in ndarly 40 years. As a direct result of this Act, the U.S. shipbuilding industry is now in the middle of its greatest boom in the history of peacetime America. And, Seafarers are already manning many of the vessels built under this program. Again backed by SPAD in late 1972, the SIU was successful in getting the gov­ ernment to sign a bilateralshipping agree­ ment with the USSR for the Russian grain-oil run. Presently, 50 SlU-contracted vessels, which might otherwise be laid up, are involved in this run. In November of .1973, the road was finally cleared for the construction of the Trans-Alaska Pipeline, which when com­ plete will mean hundres of jobs for Seafarers. The SIU again le the fight. Also in that month, the USPHS hos­ pital system was save from extinction through the efforts of the SIU. Our fight to revitalize the U.S. mer­ chant marine, and to protwt the job se­ curity of our members, is a continuing one. We must not only work to achieve new successes, but we must fight to maintain those we haVe already won. We are presently involved in two major battles—the final enactment of the oil imports bill, and the continued protection of the Jones Act—^which will shape the future of our industry. We are confident that we will be suc­ cessful in both, but we can only continue to fight through our members' strong par­ ticipation in SPAD. For Seafarers, SPAD means jobs and job security:, so support it—it supportsu, you., - JeafarersUg i . . •• 5- �John Penn Committee Philadelphia Committee •wv --"4 J * yA nv ''A _y::f v •. . -^SK, .If '• fie SlU-contracted John Penn, operated by Waterman, paid off last month [n Brooklyn, N.Y. Committee members, seated clockwise from the left, are: steve Senteney, educational director; Julius Kotan, steward delegate; Arnold Eckhert, ship's chairman; Edward Ryan, engine delegate, and Jerry Corelli, jeck delegate. Standing right is Anthony Freeman, secretary-reporter. The John Penn is on the Far East run. The containership P/i/Vade/ph/a, operated by Sea-Land, paid off in the port of Seattle late last May after completing a coastwise run to Alaska. Ship's com­ mittee members are, seated from the left: Clyde Miller, ship's chairman; Hubert Martin, educational director; Bjarne Jensen, engine delegate, and George Hair, secretary-reporter. Standing from the left are: Jim Downey, deck delegate, and Donald Kink, steward-delegate. The 497-foot long Philadelphia is powered by 9,900 horses and carries 360 containers. Calmar Committee Galveston Committee I t t. r ?!. ' i? ^v%.- -• t' •"' V t' S- Recertified Bosun Denis l\/lanning, left, graduated from the Bosun Recertification Program last September and is now aboard the SlU-manned containership Galveston. Photo was taken at the ship's most recent payoff in the port of Seattle. Committee members are, from the left: Manning, ship's chairman; John Sullivan, engine delegate; Gus Skendelas, secretary reporter; Oscat' Sorenson, steward delegate, and Walter Rogers, deck delegate. The 497-foot long containership, converted in March 1969 at Todd Shipyards in Galveston, carries up to 360 containers on its coastwise run to Alaska. Mt. Washington Committee Recertified Bosun James Baudoin, left, is now sailing aboard the SlU-contracted tanker Mount Washington. Photo was taken topside aboard the tanker in the port of Yokohama. Ship's committee members are, from the left: J. Baudoin, ship's chairman; N. O, Huff, deck delegate; Chuck Galbraith, edu­ cational director; Cyril Grab, engine delegate; William Autry, secretaryreporter, and Jose Santiago, steward delegate. The Mount Washingtc.i, pre­ viously on the Far East run is switching to the Persian Gulf run. Juiy 1974 Recertified Bosun Morton Kerngood, a participant in the November class of the Bosun Recertification Program, is now working the bosun's job aboard the SlU-contracted freightship Calmar. Photo was taken at the ship's most recent payoff at the Pennwood Wharf in Sparrows Point, Md. Ship's Com.mittee members are, rear from the left: Kerngood, ship's chairman; Claude, Garnett, Jr., secretary-reporter, and J. V. Rooms, steward delegate. Seated front, from the left are: Roland Muir, engine delegate; William O'Brien, deck delegate, and Julian Lopez, educational director. Long Lines Committee With a full size portrait of their unique vessel in the background, the ship's committee aboard the 511-foot cable ship Long Lines take time out for a photo in the crew's mess in the port of Yokohama. They are, seated rear from the left: Herb Libby, ship's chairman; Ted Williams, educational director; John Smith, cable department delegate; A1 Valente, watch department delegate ah'd Charles Shaw, engine delegate. Seated front, from the left are: Ira Brown, secretary-reporter, and Ralph Trotman, steward delegate. The $99 million vessel is crewed by 90 officers and unlicensed men, and stores as much as 1,000 nautical miles of telephone cable in her three cable tanks. Page 19 ^• �.•»;• f/ jpK M r New SIU Pensioners in * Ifl " ^ .-^.:.w;. ..V..-.* ' :'^^'. If —WiHisjn J. Doyle, 53, joined the SIU in the port of New York in 1955 sailing as . an AB. Brother Doyle walked the picket line in the 1961 N.Y. Harbor strike and is an Army veteran of World War II. Bom in Wisconsin, he is now a resident of Slidell, La. with his wife, Evelyn and son, William J., Jr. • -T Jolin T. Murphy, 75, joined the SIU in the port of New York in 1952 sailing as an AB. Brother Murphy was on the picket line in the Robin Line strike in 1962 and is an Army veteran of World War I. He is a native of Bruley, Newfoundland, Canada, and is now a resident of Syosett, L.I., N.Y. Roy E. Curtis, 64, joined the SIU in the port of Houston in 1959 sail­ ing in the engine department. Broth­ er Curtis is a native of Georgetown, Tex. and is now a resident of Port Arthur; Tex. •i • ' Nicholas Goresh, 62, joined the SIU in 1945 in the port of jBaltimore sailing in, the steward department. Brother Goresh was bora in Penn­ sylvania and is now a resident of Newark, N.J. with his wife, Julia. Isaak Bouzin, 64, joined the Union in the port of New York in 1954 sailing as a bosun. Brother Bouzin is a wounded Army Purple Heart medal veteran of World War II. He did picket duty in the N.Y. Harbor strike of 1961 and attended a 1970 Crews Conference at Piney Point, Md. A native of Russia, he is now a resident of Chicago with his wife, Lee. Steve O. Bernaldes, 72, joined the Union in the port of Wilmington, Calif, in 1960 sailing in the steward department. Brother Bernaldes was bora in the Philippines and is now a resident of Wilmington. j:' /c/. Archibald R. Vdkerls, 55, joinbd the Union in the port of New Ybrkin 1954 sailing as a chief steward. Brother Volkerts is a native of Dutch Guiana, South America, and is now a resident of Brooklyn, N.Y. with his wife, Evelyn. Anders I. EUingsen, 60, joined the SIU in 1947 in the port of Wilming­ ton, Calif., sailing as an electrician. Brother EUingsen attended a Crews Conference workshop at Piney Point in 1971. He was bora in Oslo, Nor­ way and is now a resident of Mobile wi& his wife, Rosina. Curtis S. Wainwright, 52, joined the SIU in the port of New Orleans I in 1954 sailing in the engine depart^ nient. Brother Wainwright is a Navy j veteran of World War II. Bora in Jacksonville, Fla., he is now a resi­ dent of Westwego, La. with his wife, Edna. Frank E. May, 56, joined the Union in the port of Frankfort, Mich, in 1953 sailing as an AB for the Ann Arbor Railroad Co. Brother May was bora in Springdale Twshp., Mich., and is now a resident of Frankfort with his wife, Zelda. James Kalogrides, 61, joined the SIU in 1943 in the port of New York sailing as a deck engineer. Brother Kalogrides had sailed for 42 years. Bora in Greece, he is now a resident of Jersey City, N.J. with his wife, Frangeska. Edward L. Poe, 65, joined the SIU in 1945 in the port of Mobile saUing in the steward department. Brother Poe is a native of Mobile and is now a resident of New Or­ leans. Cruz Negron, 53, joined the Union in 1942 in the port of New York sailing as a bosun. Brother Negron did picket duty in he N.Y. Harbor strikes of 1946, 1961 and 1962. Bora in Puerto Rieo, he is now a resident of the Bronx, N.Y. with his wife. Carmen. John M. Thompson, 65, joine^ the Union in the port of New York in 1950 saUing as a chief electrieian. Brother Thompson served picket duty in the 1961 N.Y. Harbor strike. Bora in Utah, he is now a resident of Portland, Ore. Tihurcio C. Ihabao, 85, joined the Union in 1938 sailing in the steward department. Brother Ibabab was bora in the Philippines and is now a resident of Daly City, Calif. William Nuttal, 68, joined the SIU in 1947 in the port of New York sail­ ing in the steward department. Bro­ ther Nuttal was born in Manila, the Philippines, and is now a resident of San Francisco. Edward E. Edinger, 55, joined the Union in the port of Savannah in 1955. He had been sailing as a chief steward for 34. years. Brother Edinger attended a Crews Confer­ ence at the Harry Lundeberg School of Seamanship, Piney Point, Md. A native of Ohio, he is now a resident of Phoenix, Ariz. , Thomas C. BaUard, 67, joined the SIU in 1945 in the port of New York sailing in both the steward and engine departments. He had been sailing since 1926. Brother Ballard is a U.S. Navy veteran of World War II. Bora in Alabama, he is now a resident of Houston wi^ his wife, Ruth. William F. Garrlty, 63, joined the Union in 1947 in the port of New Orleans sailing in the deck depart­ ment. Brother Garrity is a native of New Orleans and is now a resident of Chalmette, La. with his wife, Antionette. George W. Owen, Jr., 50, . joined the SIU in the port of Norfolk in 1955 sailing as an AB. Brother Owen is a Navy veteran of World War II. Born in-Elizabeth City County, Va., he is now a resident of Chesapeake, Va. with his wife, Minnie. Thomas Lynch Committee lEMBQISHIPIEETlNe? SGHBIULE Port Deep Sea Date ' " • • • 4 f. Recertified Bosun Richard Wardlaw, center rear, wearing the traditional white cap of the Seafarers, is on his first ship, the Thomas Lynch, since compfeting the SlU's Bosun Recertification Program. Photo was taken at the ship's most rafcent payoff at Pier 7 in Brooklyn, N.Y. Ship's committee members are, seated rear from the left: Theodore Humal, educational direcior; R. Wardlaw, ship's chairman, and C. E. Pryor, deck delegate. Seated front, from the left are: J. W. Sanders, secretary reporter; Troy Smith, engine delegate, and Ver­ non Barfield, steward delegate. The Thomas Lynch is on the Far East run. 7:00 p.m. 7:00 p.m. 7:00 p.m. T'OOp mV. 7:00 p.m. 1:00 p.m. " *• J Page 20 •> -v.,' 1. UIW New York ... ..Aug. 5... . 2:30 p.m." .... . 5:00 p.m. ..;.., .. Philadetphia . .. Aug. 6... . 2:30 p.m. ...,.., 5:00 p.m. ....... . Baltimore ... .. Aug. 7... . 2".30 p.ni, ..,,:.... .5:00 p.m. ...... . . y Norfolk ..... ..Aug. 8... p'.. •. 5:00 p.m. ...... . . Detroit ...... ..Aug. 9... . 2:30 p.m. .... """ ' •••••• r-r. .. . . ;... 5:00 p.m. .._.... Aug. 12... Houston ..... . .Aug. 12.... 2:30 p.m. ........ 5:00 p.m. . . .•-... . . New Orleans . ... Aug. 13... . 2:30 p.m. ..... ... . 5:00 p.m ^ Mobile ...... .. Aug. 14... . 2:30 p.m. ........ 5:00p.m. San Francisco .. Aug. 15... . 2:30 p.m. .... •• • Columbus ... • """ • •. • • • • • .. Chicago . . ... .. Aug. 13... • • • • » .... 5:00 p.m. ...... • • Port Arthur . .. Aug. 13... • • . ^# .... 5:00i).m. ...... • * Buffajo i. Aug. 14.. • , '. • • • 1.... 5:00p.iri. ...... • • . St. Louis ,. i.. . . Aug. 15... • • • • • « .... 5.00 p.m. .... ^ * * Cleveland ... .. Aug. 15..; • . . ' ' • • •• • .... 5:00p.m. Jersey City ... .. Aug. 12'... • ... ... 5.00 p.m., • ' • < • — . '• • "•* • « IBU ' • • Seafarers Log • �*5^ TTf New A Book Members Donald Knight Seafarer Donald Knight has been a member of the SIU for seven years. Prior to receiving his full 'A' book, I Seafarer Knight obtained a QMED en\dorsement at the Harry Lundeberg I School. The 38-year old Seafarer is a native of Tampa, Fla. where he ships 1 out and still makes his home. The Seniority Upgrading program I has left me more informed as to how the SIU works. The upgrading Seafarer is §hown every little detail as to how the SIU functions at the top level. There are no places off limits when it comes to informing the upgrading Seafarer about the different plans that the Union has. If a Seafarer has a question about the Welfare plans, it is answered in de­ tail to make sure he leaves the program fully informed. The oflficials at Headquarters are never too busy to take a little time with the Seafarer and answer any questions he may have about the structure of the Union and the programs in which the SIU is involved. I was particularly interested in the many job security programs in which the SIU was involved to keep jobs for the membership. This takes, I have seen, m^y hours of planning and strate^. ' ^ iCis I L / Thomas Galka Five more Seafarers achieved full 'A' Books through the SlU's Seniority Upgrading Program this month and took the oath of obligation at die genei^^iin^^ in N.,Y. Our' edge and understanding of our p iems and bow we must meet them Order to survive. The addition of these five mei bnngs to 99 the number of Se who have had the opportunity to gi fo teach seamen the latest innovations and technology on merchant ships so diat they will be able to effectively miin theion in the future. The ^A' Se­ niority Upgrading Program does just that, and at the same time provides gj^gt^tknpwl- ^ tiated last year.Theirhevrly-ac^uire W Book status also gives them a bet ter choice when they ship out. Oh ffik! {N^e the five new Seafare with fun 'A' Book status teO in the! own words what the program h meant to them. I attended the firefighting school in Bayonne, N.J. I recommend this to all Sea­ farers. As is stressed in the course— once the fear of fire is overcome, it becomes a relatively simple task to com­ bat one, if we act quickly enough—and let's face it, a fire at sea is probably one of the most dangerous things we might ever encounter. The Brooklyn shipyard for me was also an exciting part of the program. I saw work being done on the TT Williamsburgh, the sistership of the recently completed TT Brooklyn. These ships are one of the end results of our SPAD donations. SPAD was, is, and must con­ tinue to be our political weapon in Washington. Passage of the Merchant Marine Act of 1970, eventual passage of the now pending Oil Quota Bill, the Public Health Hospitals remaining open, protecting the Jones Act—these are only a few of the things the SIU has fought for and won for its members and the industry in general—and each and every fellow member can and should be proud, because he knows he played a part in it with SPAD. April, 1973 for his AR ticket. A 24year old native of Wilmington, Del. he now makes his home in Cocoa Beach, Fla. Brother Bartol ships out of the port of Houston. During my two-week stay at New York I learned quite a lot. Going through the IBM, Welfare, Claims, Control Room, and the Records De­ partment really amazed me. I didn't think there was so much work involved. What interested me most was the Con­ trol Room and the IBM. The computer is some kind of machinery and it saves time. I am glad I had a chance to go to the firefighting school. I learned a lot from the film the instructor showed us as well as the instruction we received on the firefighting field. All the information I received down in Piney Point and in New York, I will pass on to my shipmates. Again I'd like to say I am glad to be a member of the SIU and that we have the best Union. Darry Thomas Seafarer Thomas Galka graduated from the Harry Lundeberg School in 1970. He returned to Finey Point in 1973 to receive his FOWT endorse­ ment. A native of Philadelphia, the 25year old Seafarer ships from that port and makes his home there. Brother Galka plans to return to Piney Point at the end of this year to obtain a QMED endorsement. While in the "A" Seniority program. Following I, J., Engine id,lVIott,Dedc iiliiih ThoniaSj Deck Baxter, Alan, Engine Bean, P. E., Deck Beauverd, Arthur, Engine Bellinger, William, Steward Biacklok, Richard, Engine Bolen, Timothy, Deck Burke, Lee Roy, Engine l^rke, Timothy, Deck Clark, Garrett, Deck 'oiiklitt, Kevin, Engihe liel, Wadsworth, Enghie vis, William, Deck i)ay, John, Engine « kiss, William, Steward [, Maximo, Engine Sanders Bartol Seafarer Thomas Bartol graduated from the Harry Lundeberg School in 1971. He returned to Piney Point in are the names and departments of tSai^ Thomas, EnglM Gaiay, Stephen, Deck Garda, Robert, Deck Gilliam, Robert, Steward Gotay, Raul, Steward Gower, David, Engine Graham, Patrick, Deck Grime.s, M. R., Deck Hart,JRay, Deck Hawker, Patrl^ Haynes, Blake, Engine Carroll, De^ Humasbn, Jon, De^ ^ Hummerick, James, Jr., Steward :icliard,Jr.,e.ngine Hutchinson, Richard, Jr., Engine igine Ivey, D. E., Engine Jecfc Johnson, M., Deck Jones, Le^ttejk Kegney, Thomas, Kelley, John, Deck Seafarer Darry Sanders graduated from the Harry Lundeberg School in 1968. He received his FOWT endorse­ ment in 1970 in New York. A native of Mobile, Ala., the 25-year old Seafarer Serney, Paul, Engine kirkseyi Charles, Engine kittIcsoii,L;Q., Deck ships out of that port and~tnak-es-hishome there. He plans to return to Piney Point for his QMED endorsement. In the time I spent at Headquarters in New York, I went through various phases of the Union operation. I was also shown how Union funds are broken down and how those funds are used. I also found out how important SPAD is. It is the only weapon we have against the people who want to control the maritime unions. SPAD allows us to have a louder voice in the political system of our government and that is the only way we can win this fight. When you contribute you are doing yourself a favor. Finally, I would like to say to those of you who are eligible for any of the upgrading programs offered by the Union to take advantage of them. They are there for you. Thomas Vanyi Seafarer Thomas Vanyi received his Chief Steward's endorsement from the Harry Lundeberg School in April, 1974. A member of the SIU since 1967, the 31-year old native of Hungary now makes his home in Flushing, N.Y. with his wife Betty and their son. Brother Vanyi ships out of the port of New York. The two weeks that I have spent in New York for my "A" Seniority Up­ grading have been a great experience. I had the opportunity, which I hope everybody will have once, to see how our computer system works, how care­ fully and precise everything is kept. Also, I am very impressed about our Record Department, especially by the job that is performed in keeping every­ thing up-to-date. I also had the chance to participate in the firefighting school in New Jersey, which course I com­ pleted, and believe it is very essential for every member to experience. It would give all of us a better opportunity to be ready when fire emergencies arise. I would like very much to express my thanks to all the personnel who were so helpful and patient in teaching me all of the above mentioned items and many other things which would take too long to explain in writing. Moore, Wiiiiam, Deck Painter, Philip, Engine Paloumbis, Nikolaos, Engine Papageorgion, Dimitrics, Engine Konetes, Johnnie, Deck Paiker, Jasoiij Deck ^ Polett:, Pierangelo, Deck kiinc, Lawrence, Deck Kundrat, Joseph,Steward Pieamey, Bert. Engine Lehmaim,. Arthur, Deck Restalno, John, Engine Ripley, William„Deck Lentsch, Robert, Deck Lundeman, Louis, Deck koback, James,Deck Makarewicz, Richard, Engine Rodriguez, Charies, Epgine Manning, Henry, Steward Sabb,Caldweii, Jr., Engine Sailey, Robert, Jr., Engine Marcus, M. A., Deck McAndrcw, Martin, Engine Sanders, Darry. Engine . McCabe, John, Engine Sanger, Alfred, Deck Shaw, Ronald, jj^gine I^Simonetti, Joseph, Steward Spell, Joseph, Deck Spencer, H. D., Engine Stanter, David, Engine Svohoda, Kvetoslav, Thomas, Robert, Engine Thomas, Timothy, Deck Trainor, Robert, Deck Utterback, Larry, Deck Vain, Thomas, Deck Vanyi, Thomas, Steward Vukmir, George, Deck. Walker, Marvin, Engine j Wambach, Albert, Wilhelm, Mark, Engjne Wilson, Richard, Ste Wolfe, John, Deck Page 21 July1974 iXl i.-^ ..if -T . xV A:. A h- �Laying Cables in the Pacific,CS. Long Lines Calls at Yokohama 1 J-. laying cable in the Pa!jr::fhe "CaWe Long' L«»«s:: ,e pert el Vokohibia. This 511-fo6t long more than 1,000 nanikai j^ cable ln buge tai^, wbich she can lay while criiistng at seyen or eight ' : ^ -i- (^rrying 00^ Officers and crew, abkrard Ibis yessel^ tlie % 4:& ing nnifine jobs reqoiring alertDiscussing cable loading operations are, from left: John Whiting, cable AB; Mr. Siman, who is an AT&T cable oper­ ator director, and Bosun Kerb LIbby. The 511-foot long Cable Ship Long Lines entering the port of Yokohama. 1: V •; Vantage Horizon Meeting FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and InlMd Waters District makes specific provision for safeguarding the membership's money and Union 'finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disburse­ ments of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are. posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shirowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak,' Chairman, Seafarers Appeals Bourd 275 • 20tb Street, Brooklyn, N. Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY—-SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by memitership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. , PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any tinie you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. V.::i fs , f- - • A. ' -v.- "r EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Coiisequentiy, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. '• • /f Members of the Vantage Horizon's ship's committee (top) gathered on deck when ship paid off recently after seven months at Newport News, Va. They are (from I. to r.), H. Roberts, engine delegate; B. Turk, educational director; Thomas Reading, deck delegate; G. Tolliver, secretary reporter; J. E. Tanner, ship's chairman, and F. L. Hall, steward delegate. Members participated in ship's meeting (bottom) and were brought up-to-date on legislative action in Washington and other developments affecting the Union. Bosun John Cisiecki (shown in Inset photo), who was participating in the Bosun Recertificatlon Program at the time visited the ship from New YOrk and described the Pro­ gram, emphasizing the importance of contributing to SPAD in order to win our legislative battles. The entire crew donated to the SPAD fund. Hgsn SEAFARERS POLITICAL ACTIVITY DONATION ^ SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force job discrimination, financial reprisal, or. threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contnbuuon for investigation and appropriate action and refund, if involuntary. Su^rt SPAD to protect Md further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarar fecbitimt that aiiy of the above rights ba^ i, i«n violattd, or that he has keen denied Us cvostitHfl fanmcdlate - rtqnested. Seafarers Log • 'Si, �Cbmmittee OK's Oil Bill Continued from Page 3 "T-lt Sltf President Paul Hall—testifying {as tlR final speaker at the hearings— stressed the importance of this legisla[tion to the national security of the United States and to the nation's ecoInomic and environmental concerns. Hall also emphasized that the oil I import legislation would implement the Merchant Marine Act's stated policy of rebuilding the nation's merchant [marii^. Stating that the passage of this cargo legislation is *Hhe logical extension of the sh^nilding pro- Get Passports All Seafarers are advised that they should have United States passport books and should carry them with them at all times. Seafarers have encountered problems in some areas of the world because they did not have passports, and the problem seems to be increasing. In addition, many Seafarers have not been able to make flyout jobs to foreign countries be­ cause they lacked passports. A U.S. passport can be secured in any major city in the country. If you need assistance in getting a passport, contact your.SIU port agent. Richard Selling Please contact the SIU hiring hall in Seattle. Agent is holding mail and a package for you there. Joseph Michael Novotny Your son Michael would like you to [ contact him at 202-628-3544. Charles O. Faircloth Please contact Mrs. Virginia B. Faircloth as soon as possible at 3684 1 Riviera Dr., Slidell, La. 70458, or call ! collect 504-643-1668. William Dnnn, Jr. Please contact Ernest S, Newhall c/o the SS John Tyler, Waterman Steamship Co., 120 Wall St., New York,N.Y. 10005. Joseph Zeloy - Please contact Mrs. Catherine Glidewell as soon as possible at Route 3, Box 94, Gulfport, Miss. 39501. Peter Ucd Please contact Miss Carmela Corbo as soon as possible at 109 Norwood Ave., Buffalo, N.Y. 14222. gram of the Merchant Marine Act of 1970," Han asserted: '*The Merchant Marine Act of 1970 was not intended to he and most not he considered as the only solution to rehuUding flie merchant marine. Since the pas­ sage of that Act, it has become all too apparent that the availability oi cargo is essential to the survival and growth of the merdumt marine." Following is the recorded vote of members of the Senate Commerce Committee on the oil import legis­ lation: 7^ d "Liberty Ships" by John Bunker, published by Naval Institute Press, An­ napolis, Md., 1972, 287 pages. Often overlooked in histories of World War II are the ships and sailors that struggled against heavy enemy resistance to keep the. Allied forces rolling with supplies of "bombs, bullets and beans." "Liberty Ships," written by a former merchant seaman who sailed on two Liberty ships during WW II, fills in the gap with this thorough recounting of the exploits of "the ugly ducklings of World War H" and their crews. Voting Against Norris Cotton CR-N.H.) and James B. Pearson CR-Kan.). Beginning with the simultaneous launching of the first 14 Libertys on Sept. 27, 1941, John Bunker Cwho sailed with the SIU) follows the history of this mass produced, "expendable" ship through each theater of operation. Ship by ship, he records accounts of merchant seamen braving' enemy torpedoes, air attacks, heavy seas and boredom in the Atlantic, Persian Gulf, Pacific, Mediterranean, and on the Normandy invasion and Murmansk run. He also includes accounts of some of the several hundred unlucky Liberty ships sunk or destroyed by enemy attacks, bad weather and in a few cases, poor construction. And there are fascinating .stories of weeks spent in lifeboats that read like sea fiction, but are actually drawn from diaries kept by crewmembers. To balance the picture, there are accounts of greatly outgunned merchant seamen shooting down enemy planes, sinking subs, gunning down torpedoes headed for their ships, and even one account of a Liberty sinking a 4,800-ton German raider. But as anyone who sailed a Liberty during the war knows, life on board was not all attack and counterattack. Mr. Bunker, always the accurate historian, quotes terse log entries that record fights stemming from shipboard monotony and anonymous ditties complaining of long months waiting to unload and the lack of battle action. .The inevitable comic confusion that always surrounds military operations doesn't escape his attention either, and there are stories of Liberty sMps roaming the South Pacific, unable to find anyone to accept their cargo. Not Voting Howard H. Baker, Jr. CR-Tenn.) and Robert P. Grifl&n CR-Mich.). Full of good sea stories about the Libertys, this straightforward and well re­ searched book is always interesting. It includes over a dozen photos, detailed plans of one of the Libertys and a complete numerical and alphabetical listing of the more than 2,700 Liberty ships built. Voting For Chairman Warren D. Magnuson CDWash.); Russell B. Long (D-La.), Chairman of the Merchant Marine Subconunittee; John O. Pastore (DR.I.); Vance Hartke (D-Ind.); Phillip A. Hart (D-Mich.); Howard W. Can­ non (D-Nev.); Frank E. Moss CDUtah); Ernest P. Hollings CD-S.C.); Daniel K. Inouyc CD-Hawaii); John V. Tunney CD-Calif.); Adlai E. Steven­ son, III CD-IU.); Marlow W. Cook CRKy.); Ted Stevens CR-Alaska); and J. Glenn Beall, Jr. CR-Md.). Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid May 23-June 26,1974 Number MONTH TO DATE SEAFARERS WELFARE PLAN ~ ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical 1. Supplemental Medicare Premiums ........ DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical .....; ' . .TV. . .... PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras •• Doctors' Visits & Other Medical Expenses .. Surgical Optical Blood Transfusions — ...... Special Equipment ^)cntal Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan ............ \ ; Total Seafarers Pension Plan ............ .. •" ; . : Total Seafarers Vacation Plan .........,. > Total Seafarers Welfare, Pension & Vacation Amount YEAR TO DATE 20 433 212 22 7 7,937 1 192 68 94 4,662 2,046 97 26 45.804 10 1,323 210 540 83 154 26 5 129 MONTH TO DATE 47,330.46 433.00 636.00 2,809.94 591.00 63,496.00 340.00 4,549.28 2,723.50 $ 259,795.88 4,662.00 6,138.00 14,308.55 2,634.00 366,432.00 2,901.40 30,234.35 9,893.60 2,682 419 769 141 20 921 112,376.61 2,734.04 20,554.60 • 6,600.00 236.50 2,913.92 554,321.02 13,104.28 98,621.95 36,559.75 1,353.65 19,787.25 69 937 734 82 . 276 4 18 4 9,163 39,000.00 40,352.85 4,720.06 1,915.00 1,371.49 —^ 423.66 250.00 12,618.50 202,000.00 176,016.84 27,929.13 11,332.25 7,433.58 305.75 4,349.86 828.54 67,149.90 1 60 364.62 20,636.72 12,102 2,214 1,271 15,587 70,571 11,001 6,699 88,271 369,341.03 535,169.00 643.097.27 $1,547,607.30 1,938,730.25 2,651,268.50 3,631,473.88 $8v221,472.63 ' s $ YEAR TO DATE ' ' 13 187 14L 14 40 — 4 1 1,872 \ P4ge23 July 1974 t' ?. 5^ �ri.-- r\ r4.: ••:. „•'. • v"'V «ISPAYCH1RS REPORT JUNE 1-30, 1974 TOTAL RE6ISTEREO AHOromw A CIBMB CIMSC REGISTERED ON BEACH Alt Groups CtossA CtMsB CIMSC TOTAL SHIPPED ANSroups A OMSB CtoMC DECK DEPARTMENT - . '"'V - '• -i-. • '' , -J.' '• -t ':•/= Wr'' • •. • v- Boston 6'* «'*V« • * • New York ......... Philadelphia Baltimore ........ Norfolk ' Tampa Mobile New Orleans Jacksonville San Francisco ...... Wilmington Seattle . Puerto Rico Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Duiuth Frankfort Chicago : • ••••••••••••••• Totals • ••••••••••••••• Port Boston •',f ,•*••• ,. "l ir'" :. i :' • .-•* 1 5 99 17 55 20 7 28 78 .38 57 32 11 76 0 2 3 3 2 11 7 8 4 582 2 15 3 8 3 4 3 18 5 13 11 10 0 20 0 4 0 0 2 1 2 1 2 127 1 3 1 0 0 0 0 2 1 0 1 0 0 1 0 3 2 0 0 1 3 0 1 20 0 90 8 38 11 4 25 47 19 51 12 9 12 59 0 2 1 2 2 17 11 3 4 437 2 38 6 11 4 1 8 28 15 27 11 21 6 27 0 1 1 1 3 2 4 0 1 218 0 5 0 1 0 . New York Philadelphia ...... Baltimore. ...... .•• j. Nortoik ................... .f......... Tampa ............................ Mobile ' . New Orleans Jacksonville San Francisco Wilmington ; Seattle Puerto Rico Houston :... Piney Point Yokohama ..... Alpena Buffalo Cleveland Detroit Duiuth Frankfort .•...'. Chicago Totals .............................. • 8 38 4"' 12 6 .a.,.......' Houston . Piney Point Yokohama .... Alpena .......... Buffalo ............. Cleveland i Detroit Duiuth Frankfort ..... Chicago Totals Port Boston New York Philadelphia Baltimore Norfolk.. Tampa ..... v k^obile ............................ New Orleans '. Jacksonville San Francisco — Wilmington Seattle.. Fuerto Rico Houston ; Piney Point i...... !•.•. . • • 4 37 4 12 10 9 7 43 9 10 7 16 3 38 4 1 2 2 7 8 6 1 2 242 8 158 23 79 27 8 59 104 50 110 25 55 16 139 0 2 4 2 6 16 5 6 6 908 3 27 4 8 6 1 7 6 7 24 18 19 2 28 0 4 0 -2 1 _ 3 3 1 1 175 2 ' 3 1 0 0 0 0 1 1 0 1 1 0 5 0 3 4 0 1 0 6 2 3 34 1 128 11 55 19 2 43 78 20 71 18 25 19 89 0 1 2 4 2 24 7 2 0 621 2 52 8 18 7 2 15 24 8 27 16 17 6 34 0 4 2 1 1 - 5 4 0 1 264 0 2 0 1 1 0 0 3 3 1 0 0 0 6 0 0 4 2 1 2 6 0 8 40 5 74 8 22 12 0 36 45 20 58 11 22 13 74 0 2 0. 1 1 3 3 0 0 310 1 16 1 2 2 1 3 6 5 32 7 5 1 13 0 1 0 0 1 0 1 0 1 89 0 2 0 1 0 0 0 0 2 0 0 0 0 1 0 1 .0 0 0 0 0 0 2 9 3 159 21 47 i 35. .19 2 i 2 39 i 17 52 42 i 19 83 i 29 18 i 5 19 i 13 33 1 23 66 i 24 4 1 0 2 1 1 5 1 5 5 5 i 5 14 1 25 14 1 5 5 i 15 4 1 4 • 355 661 2,194 1,189 10 83 4 13 9 2 0 16 14 15 0 4 4 65 0 9 65 34 21 88 46 21 40 563 646 1 6 1 5 0 0 0 7 1 0 0 1 1 2 0 1 4 2 11 10 12 2 3 70 ENGINE DEPARTMENT i Port Boston a..'....... New York ....... i.. Philadelphia Baltimore Norfolk Tampa .' Mobile New Orleans ...........,. Jacksonville .......... San Francisco Wilmington Seattle "'. 'V- .•, ^ 1 86 5 29 16 10 20 61 33 31 14 20 7 67 0 2 3 . 5 2 21 12 11 6 462 Yokohama ..... Alpena Buffalo -. Cleveland Detroit .......................^..... Duiuth .... Frankfort Chicago .......a.............,.....'. Totals Totals AllDepts 16 24 5 9 0 0 0 4 1 2 3 6 0 0 1 0 1 9 1 12 6 3 0 11 3 0 0 0 0 0 0 1 0 58 0 1 0 1 2 0 0 0 0 2 0 1 2 0 2 2 2 1 5 27 0 2 0 0 0 0 0 0 2 0 0 0 -0 1 0 1 0 0 1 0 1 0 2 10 1 65 . 6 28 8 8 18 43 23 43 6 17 9 58 0 1 3 2 2 9 14 6 6 376 1 52 4 12 7 4 5 22 18 22 5 14 1 35 6 2 0 0 11 3 5 0 6 235 0 8 0 0 1 1 0 0 2 0 0 1 0 3 0 3 0 2 3 5 0 1 0 30 > STEWARD DEPARTMENT 1 3 1 30 15 33 0 6 1 S 12 2 0 O 7 3 0 '8 0 19 5 16 0 39 0 13 12 0 21 22 5 0 7 1 6 7 0 8 7 28 11 33 0 0 21 1 0 4 0 0 1 0 3 1 3 1 1 2 8 1 2 3 4 1 0 9 3 2 1 238 182 54 ENTRY DEPARTMENT 0 32 11 24 6 2 i i i 14 31 8 23 6 14 1/ 18 0 1 0 3 2 2^ 7 15 3 2C0 1,53S 54 i ^ i ^ 1,076 PRESIDENT PaulHaE SECRETARY-TREASURER JoeDiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner. VICE PRESIDENTS Earl Shepard Lindscy Williams. Frank Drtnak Paul Drozak HEADQUARTERS <754Avc.,Bfc|)ni.ll232 (212) HY MM# ALPENA, Mich. SM N. 2 Ave. 49767 (517) EL 4-3414 BALTIMORE, Md. 1214 E. Baltimore St 21242 (341) EA 7-4944 BOSTON, Mam. 215 Emex St 42111 (§17) 4S2-4714 BUFFALO, N.Y.... .294 Franklia St 14242 SIU (714)1X3-9259 IBU (714)1X3-9259 CHICAGO, m.. .9383 S. Ewiag Are. 44417 HU (312) SA 1-4733 IBU (312) ES 5-9574 CLEVFXAND,Ohlo 1294 Old River Rd. 44113 (214) MA 1-5454 DETROIT, Mich. 14225 W. Jeffcrsoa Ave. 48218 (313) VI3-4741 DULUTH, Mbn. 2414 W. 3 St 55844 (218) RA 2-4114 FRAT^KFORT, Mkh. F.O. Box 287 415 Malo Si. 49435 (414) EL 7-2441 HOUSTON, Tax. ... .5844 Canal St 77411 (713) WA 8-3247 lACKSONVlLLE, Fhk.2448 Pearl St 32233 (944) EL 3-4987 JERSEY CITY, TU. 99 MoBtgomery StT7342# (241) HE 5-9424 ^ MOBILE, Ala.: ...IS. Lawrence St 34442 (245) HE 2-1754 NEW ORLEANS^ La. 434 Jaehaoo Ave. 74|34 NORFOLK, Va. .115 3 St 23514 (944) i22-18» PADUCAH, Ky..;..... .2258.7 St 42441 (542) 443-2493 PHULADELPHU, Pa.. .2444 S. 4 St 19148 (215) DE 4-3818 PORT ARTHUR, Tex.... .5349 Ave. 77444 (713) 983-1479 SAN FRANCISCO, CaHr. 1321 Mission St 94143 (415) 424i4793 SANTURCE, PJR..1313 Femandex, Jnncos, Stop 20 00948 (849)724-4247 SEATTLE, Warik 2505 1 Ave. 98121 (284) MA 3-4334 ST. LOUBk Mo.. .4581 Gnvois Ave. 43114 (314)752-4584 TAMPA, Fb. 312 Hanhoa St 33442 (813) 229-2788 TOLEDO, Ohio 935 Sonmrit St 43644 (419) 2466491 WILMINGTON, CaM. 514 N. Broad St 94744 (213) 549-4444 YOKOHAMA, PX). Box 429 Yokehawi Part PAL 5-4NlhoaOhdari Nika-Ka 231-91 201-7935 Ext 291 The above %aKS cieaily Atm that siting in aD areas is exoelleiN. Daring Oe of Jmie 1-30, a total of 1,889 jobs wen shipped ANMB SIU bails. Bat of these, only 1,070 wen taken by Class SealoiKy faU book men. That awaas than were 813 pcraiaBeBl jobs avaOabie to Class seniority fall book awa not tato by tbcat There are pleBty of jobs avail­ able la aDdepaitaMits,aad SIU amabascaB fed secare that vriwatb^goloaBSIUUi^baB,tberewlDbejobslortlwBi to 8Rr ;'v" y• P8ge24 ::A . • '.Seaf^IS log �: • >• Vantage Horizon Visits Australia J •••' ^ se- I i-fi. f- v.- 1 xvr'??^ • ••-s\^''<M\ . , . Mm- The Vantage Horizon (Vantage Steamirfiip), the ficst American vessel to k>ad wheat in Australia since Woild War II, recentty had a seven month payoff at Newport News, Va. The sfa^ had carried grain from die of Mexico to Germany, India, Iran^ and Genddton, Australia, among other ports. The 650 foot-long tanker has a dwt iff 33,761 tims. ^e was consirocted fatm two vcssds in Mobile, Ala. in April, 1968. Her bow and stem section were taken from the former T-2 tmiker, Westfield, and her mid-body from the French-buflt Isanda. The fulty air-conditiimed diip is one of the 50 American sh^ vffiich carry grain to the Soviet Union as part of die trade agreement be­ tween the UJS. and Russia signed in 1972, The Vantage Horizon returned to die United States with a ^ort-handed crew. The deck department lost some men abroad who had to be hospital­ ized, but crewmembers all agreed that all three departments really woriced together to bring in the ship with a minimum of diflBculty. The steward and engine departments es­ pecially helped out with tying-up and standing watch. The Vantage Horizon sailed from Houston on June 19 carrying wheat headed for Leningrad, Russia. •fv.. ijf-r- ir^ h' • " X •Sk rr-' ] V '•'f r- f •S- .k ' f 11 1; r •yi- • t- iI •? f V y-!. 1 I -y / i'i". ] ."» / I 4 .'y .J .f 5 ;-Tf t- • 4.t r 1.' fcS: it v: '5 BR/Utllity Pericles Mouzlthras (left) makes two-ticket SPAD contribution to Norfolk l4tn5lman Steve Papuohis. ' >^i>^^^ Chief Cook F. U. Halt (left) piepares food in the galley as Chief Steward G. Page 25 July 1974 > . V ;, r*' • •- .1 >• 'a ' s. •f y t- ; \''>" • . y^^-' ''if aH'V-: -:A- �'Sit-:: Jfinal Beparturesi SlU pensioner Earl R. 'mckie** Harri­ son, 61, died of bron­ chopneumonia in the A.G. Holley State Hospital, Lantana, Fla., on. Feb. 13. Brother Harrison joined the SIU in the port of New York in 1957 sailing as a chief cook and steward delegate. He was bom in Mansfield, Mass., and was a resident of Lake Placid, Fla. at the time of his death. Burial was in Lake Placid. Surviving are his widow, Dor­ othy, and a stepdaughter, Marian A. Williams. •J Thomas C. Hop­ kins, 53, died oh Mar. 18. Brother Hopkins joined the SIU in the port of Houston in 1958 sail­ ing ir the engine de­ partment. He had sailed for 32 years. A native of Norton, Va., he was a resi­ dent Churchill, Tenn., at his death. Seafarer Hopkins was a pre-World War II veteran of the U.S. Coast Artillery. Surviving are his widow. Hazel; a son, Mark of Kingspoit, Tenn., and his mother, Mrs. Jennie McMurray of Dor­ chester, Va. SIU pensioner Cleveland A. Howell, 76, died of natural causes in Misericordia Hospital, Bronx, N. v., on May 29. Brother Howell join­ ed the Union in 1947 in the port of New York sailing as a cook. He was bom in -Kingston, Jamaica, British West Indies, and was a resident of the Bronx at his death. Burial was in Woodlawn Ceme­ tery, the Bronx, Surviving are his widow, Wilhelmine and a daughter, Mrs. Elaine M. Allen. Frank I. Fisher, 19, passed away aboard the SS Platte (Ogden Marine) in Saigon Harbor, Viet'nam, on • Jan. 15. Brother Fisher was a 1972 graduate of the HLSS. He sailed in the steward and deck departments. Sea­ farer Fisher was a native of St. Peters­ burg, Fla., where he resided at his death. Burial wais in St. Petersburg. Surviving is his mother, Jeanne of St. Petersburg. /- n m- m-rn'. William F. Carpenter, 37, died of a hemorrhage in Law­ rence County Gen­ eral Hospital, Ironton, Ohio on Mar, 19. Brother Carpen­ ter joined the Union in the port of Detroit in 1970 sailing as an AB for both the American and Erie Steamship Compa­ nies. A native of Ironton, he was a resi­ dent there at his death. He was a U.S. Army veteran. Burial was m Woodland Cemetery, Ironton. Surviving are his widow, Ruth; his mother, Mrs. Mari­ etta Carpenter and two children, all of Ironton. Candido Bonefont, 57, died in the Bronx, N.Y., on Aug. 8, 1971. Brother Bonefont joined the SIU in 1942 in the port of Baltimore sailing as an AB. He walked the picket line in the Greater N.Y. Harbor strike in 1961. Born in Yabucoa, Puerto Rico, Seafater Bonefont was a resident of the Bronx, N.Y. at his death. Sur­ viving is his widow, Maria. SIU pensioner George F. Crabtree, 70, died of natural causes on May 28 at his home in New York City. Brother Crabtree joined the SIU in 1947 in the port of Norfolk sail­ ing. as a cook. He was bom in King, N. Carolina. Cremation was in Garden State Crematory, North Bergen, N.J. Surviving are his widow, Catherine and a son, Tom of Rainier, Md. Ernest C. Brown, 66, passed away in Oakland, Calif, on Apr. 22. Brother Brown joined the Union in the port of New York in 1957 sailing as a cook. He had sailed for 47 years. A native of Seattle, Wash., he was a resident there at his death. Sea­ farer Brown is survived by two sisters, Lillian Brown and Mrs. June Sentine, both of Seattle. Charies L. Gregson, 60, succumbed to pneumonia in Morton Hospital, Taunton, Mass. on Mar. 22. Brother Gregson joined the SIU in the port of Boston in 1956 sail­ ing as a chief cook. He was born in Worcester, Mass., and was a resident of Taunton at his death. Interment was in Woodlawn Cemetery, Everett, Ma^s. Surviving is his widow, Isabelle. SIU pensioner Roy J. Barker, 64, suc­ cumbed to cancer inPark Central Conva­ lescent Hospital, Fre­ mont, Calif, on May 20. Brother Barker joined the SIU in 1946 in the port of New Orleans sailing as a chief steward. Bom in Wisconsin, he was a resident of Newark, Calif, at his death. Burial was in Irvington Cemetery, Newark. Surviving are his widow, Gladys and three grandchildren, Pamela Jean, Roy and Richard Saladin. Frederick Colle­ ton, 47, passed away on the SS Overseas Valdez (Maritime Overseas) on Apr. 19. Brother Colleton joined the SIU in the port of New York in 1961 sailing in the engine department. Bom in Stockport, England, he was a resident of Wilming­ ton, Calif, at his death. He was an Army veteran of World War II. Surviving is a sister, Mrs. Barbara Hollis of Wil­ mington. SIU 'pensioner Adam R. Swiszczowski, 77, succumbed to heart disease in Brooklyn, N, Y., on Apr. 23. Brother Swiszczowski joined the SIU in 1943 in the port of Baltimore sailing as an AB.- He was an Army veteran of both World War I and World War II. Seafarer Swiszczowski attended the HLSS in 1970. He also sailed on the RV Anton Bruun (Alpine Geo­ physical) in 1964 on the National Sci­ ence Foundation Indian Ocean Expedi­ tion. Bom in Poland, he was a resident of Toledo, Ohio. Cremation was in the Garden State Crematory, North Ber- . gen, N. J. Surviving are a sister, Z. Dzieworska of Warsaw, Poland and three cousins, Mrs. Helen Brpwnfield of Birmingham, Mich.; Henry Richards of Toledo, and W. S. Richards of Perrysburg, Ohio; .•••A I • Francesco E. Gianicco, 52, died of heart disease in Brooklyn, N.Y. on Apr. 19. Brother Gianiccp joined the Union in the port of Baltimore in 1959 sailing as a firemanwatertender. Bora in San Jose, Calif., he was a resident of Brooklyn at his death. He was a Navy veteran of World War II. Burial was in Greenwood Cem­ etery, Brooklyn. Surviving is a sister, Mrs. Ruth G. Pascoe of San Francisco. SIU pensioner Jo­ seph T. Gehringer, 63, died of cancer in East Louisiana State Hospital, Jackson on Apr. 7. Brother Geh­ ringer joined the SIU in 1944 in the port of Baltimore sailing in the deck department. Bom in Allentown, Pa,, he was a resident of New Orleans at his death. Interment was in Garden of Memories Cemetery, New Orleans. Surviving are his widow, Audrey and a son, Tom of Allentown. Karl G. Westerback, 56, passed away on Apr. 13. Brother Westerback joined the Union in the port of New York in 1965 sailing as an AB. He was bom in Finland and was a resident of Baltimore at his death. Interment^as in Mt. Carmel Cemetery, Baltimore. Surviving is a brother, Al­ fred of Thunder Bay, Ontario. Canada. William J. French, 63, passed away on Mar. 25. Brother French joined the SIU in the port of Baltimore in 1957 sailing in the deck department. .He was born. in Massachu­ setts and was a resident pf Middlesex, Md. at his death. Surviving is a sister, iMrs. Eose Carlin of Middlesex. William L. Ecker, 84, died of. a heart attack aboard the SS Summit (Sea-Land) at the Kodiak, Alaska City Dock on Mar. 31, 1973. Brother Ecker joined the Union in the port of Seattle in 1955 sailing as a chief cook. He had sailed for 44 years. Bom jn Rome, N.Y., he wjis a veteran of both the Army and the Navy in World War I. Burial was at sea from the SS Brook­ lyn (Sea-Land) on Aug. 8, 1973. Sur­ viving are a son, Tom; two sisters, Mrs. Carl Domino, both of Rome, N.Y., and Mrs. Marjorie Jones of Whittier, (IJalif. and a cousin, Mrs. Harriet Simons of Pompano Beach, Fla. I$racR.Claik,49, died in Oakland, Calif, on Mar. 16. Brother Clark joined the SIU in the port of San Francisco in 1968 sailing as a cook. A native of Mississippi, he was a resident of Oakland at his death. He was an Army veteran of World War II. Interment was in Sunset View Ceme­ tery, El Ceirito, Calif. Surviving are his widow, Nellie; a son, Aaron; three daughters, Beverly and Michelle and Pamela Gilliam, all of Oakland, and a sister, Mrs. Sylvia L. Troupe of Hamil­ ton, Miss. John E. Brown, 70, died of a ^ heart attack in Seattle's USPHS hospital on Apr, 26. Brother Brown joined the Union in the port of Detroit in 1952 sail­ ing as a firemanwatertender. He was a pre-war and World War II veteran of the Navy and U.S. Coast Guard. Bom in Beach Grove, Tenn., he' was a resident of Seattle at his death. Burial was in Acaia Memorial Park, Seattle. Surviving are his widow, Margaret, and a daughter, Mrs. Betty J. Minga of Bellingham, Wash. George E. Phillips, 5 1, passed away aboard the SS Achil­ les (Newport Tank­ ers) while at sea on June 16. Brother Phillips joined the SIU in the port of Mobile in 1954 sail­ ing in the engine department. He at­ tended the HLSS at Piney Point, Md. in 1970. Born in Alabama, he was a resident of Houston at his death. Sur­ viving are his widow, Margaret; six sons, Philip, Ronald, Ernest, Donald, Jeffrey and Lawrence and two daugh­ ters, Peggy and Etta. Jose Dacimha, 63, was found drowned in Baltimore Harbor on Mar. 28. Brother Dacunha joined the Union in the jjprt of Philadelphia in 1955 sailing in the steward department. A native of Portugal, he was a resident of Balti­ more at his death. Interment was in Mt. Carmel Cemetery, Baltimore. Surviving is a brothpr; Manuel of Baltimore. Seafarers Log �I- Jfiiwl Beparturcsi Edward S. Bryson, 72, passed away in Woodstock, 111., on June 4. Brother Bry­ son joined the SIU in the port of Detroit in 1961 sailing as a cook. jBorn in Chi­ cago, lie was a resi­ dent of Clinton, Md. at .his death. Sur­ viving is a cousin, Edward Silver of Los Angeles. SIU pensioner Francisco Mayo, 68, died in Cor-una, Spain, in June. Brother Mayo joined the Union in 1939 in the port of Baltimore sailing in the engine department. He was bom in Spain and was a resident there at his death. Surviving are his widow, Lena and a sister, Delores of Baltimore. Michael N. Katradis, 66, died on May 26. Brother Katradis joined the Union in the port of New York in 1965 sailing in the engine department. A native of Greece, he was a resident of Brooklyn, N.Y, at his death. Surviving are his widow, Katina of Chios Agios Simeon, Greece, and a son and a daughter. Charles J. Burns, 56, died in the 1 Church Home and Hospital, Baltimore, on Apr. 27. Brother Bums joined the SIU in the port of New York in 1955 sailing as a bosun. He did picket duty in both the Greater N.Y. Harbor strike of 1961 and the Robin Line strike in 1962. Bora in Cumber­ land, England, he was a resident of Carbondale. Pa. at his death. Interment was in Mt. Carmel Cemetery, Balti­ more. Surviving are three brothers, Michael of Niagara Falls, N.Y.; Joseph of East Haven, Conn., and James. Milton F. Flynn, 58, died of cancer in the Fort Pierce, Fla. Memorial Hospital on Mar. 19. Brother Flytm joined the Union in 1949 in the port of New York sailing in the engine department. Brother Flynn was a SIU welfare representative in 1956. He was bora in Florida and was a resident of Fort Pierce at his death. Surviving are his widow, Mary and a brother, SIU member Delmar Flynn. ^ Louls C. Becker, 18, died in John F. Kennedy Hopital, Iselin, N.J., on Mar. 7. Bora in Perth AmSIU pensioner Gil­ boy, N.J., Brother bert G. Parker, Jr., Becker was a resi­ 51, succumbed to dent of Iselin at the |i emphysema on Mar. time of his death. He 13. Brother Parker was a 1972 graduate of the Harry joined the SIU in Lundeberg School of Seamanship, 1944 in the port of Piney Point, Md., and sailed as an OS. Savannah sailing as a Seafarer Becker marched in the school's chief cook. He had Memorial Day parade in 1972. Burial sailed for 30 years. Born in Philadel­ was in Hazelwood Cemetery, Rahway, phia, Seafarer Parker was a resident of N.J. Surviving are his mother, Alice of Savannah at his death. Burial was in Iselin; his father, Louis and a sister, Forest Lawn Cemetery, Savannah. Sur­ Mercedes. viving are his mother, Ethel and a Victor C. AUcea, brother, John, both of Savannah. 39, succumbed to a William E. May, heart attac' in Jew­ 63, succumbed to ish Hospital, Brook­ cancer May 20 in lyn, N.Y., on Mar. 26. Brother Alicea Monroe Memorial Hospital, Monroe, joined the SIU in the port of New York in Mich. Brother May 1970 sailing as a joined the SIU in the Great Lakes port of cook. A native of Puerto Rico, he was Alpena, Mich, in a resident of the Bronx, N.Y. at the time of his death. Interment was in 1955 sailing in the steward department Municipal Cemetery, Bayamon, Puerto for the American Steamship Co. and Rico. Surviving are his widow, Tita; the Huron Cement Co. Bora in Cheyfour daughters, Sylvia, Elizabeth, Lus boygan, Mich., he was a resident of Ivonne and Margarita; a son, Edwin; Alpena at the time of his death. Inter­ his father, Leonardo; a sister, and two ment was in Evergreen Cemete^, brothers. Alpena. Surviving is a son, William of Rockwood, Mich. Robert H. Al­ bright, 48, died of Severino H. Garcancer in the USPHS da, Jr., 22, passed hospital in New Or­ away in St. Joseph's leans on Sept. 19. Hospital, Houston, Brother Albright on Apr. 27. Brother joined the Union in Garcia joined the the' port of Philadel­ Union in the port of phia in 1952 sailing Houston in 1971 sailing as a winer. A , in the engine department. Bora in Monclo, W. Va., he was a resident of Or­ native of Galveston, Tex., he was a lando, Fla. at the time of his death. resident of HousJon at his death. Burial Seafarer Albright was a veteran of the was in South Memorial Park. Cemetery, Army Medical Corps in World War II. Pearland, Tex. Surviving are his widow, Sylvia; a daughter, Christie; his mother, Surviving are his mother, Mrs. Naomi Albright of -Orlando and a sister, Mrs. Nica and his father, SIU pensioner Se­ Jean A. Bradshaw of Pinellas, Finverino Garcia, Sr., ail of Houston. Hobart R. Kirkwood, 47, died of a heart attack aboard the SS Panama (SeaLand) in Baton Rouge, La., on Apr. 2. Brother Kirkwoiod joined the Union in 1947 in the port of New York sailing as a bosun. He was a Navy veteran of World War 11. Seafarer Kirkwood was a November 1973 alter­ nate in the Bosuns Recertification Pro­ gram and attended the HLSS welding and GED courses at Piney Point, Md. Bora in Florida, he was a resident of Jacksonville at his death. Interment was in Riverside Memorial Park, Jackson­ ville. Surviving are his widow, Virginia; three sons, Travis, Hobart and Kylcn and his mother, Mrs. Ruby Curl of Jacksonville. Jos^b L. Cebnla, 59, expired from cancer on July 18, 1973. Bora in Al­ pena, Mich., he was a resident there when he died. Brother Cebula joined the SIU in the port of Alpena in 1958 and sailed in the engine department as a fire­ man. Burial was in St. Casimir Cemeteiy, Posen, Mich. Surviving are his widow, Helen; his mother, Anna; a son, Joseph, Jr. and a daughter, Jane. Richard N. Green, 20, after an acci­ dent aboard the Ben Calvin died in Outer Drive Hospital, Lincoln Park, Mich., on Aug; 8. Brother Green was a resident of Rogers City, Mich. He was a member of the SIU in the port of Detroit and sailed in the deck depart­ ment as a gateman for the American Steamship Co. of Buffalo. Interment was in Memorial Park Cemetery, Rogers City. Surviving is his mother, Dorothy. George E. Richardson, 53, passed away on July 25, 1973. Bom in Mis­ souri, he was a resident of California at the time of his death. Brother Rich­ ardson joined the Union in 1956 in the port of Baltimore and sailed in the en­ gine department. He is survived by a sister-in-law, Marie Richardson. SIU pensioner Edmund H. Johnston, 73, passed away from arteriosclerosis on Sept. 17. A native of Alpena, Mich., he was a resident of Hubbard L^e, Mich, at the time of his death. Brother Johnston joined the SlU-afi^liated IBU in the port of Detroit in 1949 and sailed in the steward department for Michigan Tankers Corp. from 1953 to 1962. He had been sailing on the Great Lakes since 1937. Surviving is his widow, Edith. SIU pensioner Jos^b E. Schmidt died on June 26. Brother Schmidt was a resident of Chicago at the time of his death. He joined the SlU-aflfiliated IBU in the port of Chicago in 1961 and sailed in the deck department as a tugman for the Great Lakes Dredge and Dock Co. from 1924 to 1929 and the Great Lakes Towing Co. from 1929 to 1973. Surviving are his widow, Agnes, and four sons, Robert, Donald, Ken­ neth and James. Sondor J. Csortos, 64, passed away in February. Bora in Buffalo, he was a resident there at the time of his death. Brother Csortos joined the SlU-afSliated IBU in the port of Buffalo in 1962 sailing in the engine department for Kinsman Marine, Huron Portland and the Boland Steamship Co. Surviv­ ing are a brother, John and a sister, Mrs. Ann Thomas, both of Buffalo. •• J' 4' f V" 'y r -.U f- '4^'. iJ •f i fy . ? '• V. i I -i: 'I • ;V; ;• -tU- f -'%• t H I ^ 'i U K; r I I-, > •I' :-v" v': -.1 J. A • i 'I SIU pensioner Anthony Czeczemsld, 79, died of arteriosclerosis in the Gould Nursing Home, Baltimore, Md. on Aug. 12. Bom in Buffalo, N.Y., he was a resident of Baltimore when he passed away. Brother Czeczeraski joined the SIU in 1943 in the port of New York and sailed in the engine deparment as a fireman-watertender. Burial was in St. Stanislaus Cemetery, Dundalk, Md. Surviving are a sister, Mrs. Walter A. (Josephine) Kurek, and a niece, Mrs. Cecila Fahey, both of Phoenix. Ariz. Page27 -•1'. L SIU pensioner Stephen R. Laffey, 72, died of a cerebral thrombosis in the Napening . Nursing Home, Midway Twsp., Minn., Dec. 9. Bora in Ireland, he was a resident of Duluth, Miim. at the time of his death. Brother Laffey joined the SIU in 1945 in the port erf Cleveland sailing in the deck depart­ ment as a wheelsman for Kinsman Ma­ rine. He did picket duty in the Northern Venture strike. Burial was in Calvary Cemetery, Duluth. Surviving are his widow, Marian and a sister, Mrs. Mar­ garet Leininger of Carnegie, Pa. SIU pensioner Jesse A. Pace, 73, died of heart failure at home Dec. 31. Bora in Elberta, Ohio, he was a resident of Frankfort, Mich, when he passed away. Brother Pace joined the Union in the port of Elberta in 1953 sailing in the engine department 21 years for the Ann Arbor Railroad Co. Interment was in Vonway Cemetery, Manistee County, Mich. Surviving is his widow. Vera. SIU pensioner Cari G. Green succiunbed to a cerebral thrombosis in De­ troit General Hospital Nov. 20. Brother Green joined the Union in the port of New York in 1965. He was a resident of Detroit when he died. Burial was in Feradale Cemetery, Riverview, Mich. July 1974 • ••ci •v.A®*' SIU pensioner Francis Peterson, 68, succumbed to lobar pneumonia in Memorial Hospital, Onekoma Twsp., Mich, on July 27, 1973. Bora in Frankfort, Mich., he,was a resident of Manistee, Mich, when he died. Brother Peterson joined the SlU-affiliated IBU in 1939 in the port of Detroit sailing in the engine department for the McCarthy Steamship Co. Burial was in Trinity Lutheran Cemetery, Manistee. Surviv­ ing is his widow. Norma. Hubert E. Burireen, 36, was crushed to death when he fell between a ship and a Great Northern ore dock in Su­ perior, Wise., Oct. 5. Brother Burkeen joined the SlU-aflfiliated IBU in the port of Detroit in 1973 sailing in the deck department for Kinsman Marine •and the Great Lakes Shipping Co. Bora in Texarkana, Ark., he was a resident of Duluth, Minn, at the time of his de­ mise. Burial was in Memorial Gardens Cemetery, Texarkana. Surviving is a brother, Charles B. Burkeen of Texar­ kana. Gerald R. Blabnik, 45, died of a heart attack in St. Joseph Hospital, Lo­ rain, Ohio on Aug. 16. A native of AJgoma, Wise., he was a resident of Green Bay, Wise, when he passed away. Brother Blahnik joined the SIU in the port of Detroit in 1961 sailing in the deck department as a wheelsman for the Roen Steamship Co. of Sturgeon Bay, Wise., and the American Steam­ ship Co. of Buffalo. He was a U.S. Army veteran. Interment was in St. Mary Cemetery, Algoma. Surviving are his mother, Mary and his father, Raymond of Algoma, and two sisters, Mrs. Gail J. De Meuse of Green Bay and Mrs. Vema Moore of Algoma. 1/' �<.'• •ft-;-;, 5 •• •,• '- '/;f: - *. -*r. Vv 1.': i A/ Digest of SlU Shlps^ Meetings i . DELTA BRASIL (Delta Steamship), May 7—Chairman Recertihed Bosun E. A. Rihn; Secretary R. P. Marion; Ed­ ucational Director A. Abrams; Deck Delegate J. Klondyke; Engine Delegate O. Wheeler; Steward Delegate J. Hummerick. $157 in ship's fund. No dis­ puted OT. Chairman urged all to take advantage of upgrading at Piney Point. There was also a discussion about the importance of SPAD. Next port Maracaibo. Overseas Vivian Committee TRANSIDAHO (Hudson Water­ ways), May 12—Chairman Recertified Bosun Raymond W. Hodges; Secret^ A. Aragones; Educational Director E. Lagasse; Steward Delegate Juan Ruiz. A vote of thanks to the Assistant Cook, Monte Estes foi a job well doiie. No disputed OT. Everything running smoothly. Observed one minute of si­ lence in memory of our departed bro­ thers. Next port New York. OVERSEAS TRAVELER (Maritime Overseas), May 26—Chairman Recer- " tified Bosun Fred Cooper; Secretary J. Thomas; Educational Director S. Marano; Deck Delegate J. Murphy. Held a discussion on the Oil Import Bill and After a run to Russia, the SlU-contracted tanker Overseas Vivian paid off on how it came about with the help of May 14 in the port of Philadelphia. The ship's committee noted it had been a SPAD donations. All crewmembers do­ smooth voyage and reported no beefs from the crew. Committee members nated to SPAD. The great benefits that are, from the left: Paul Honeycutt, engine delegate: R-- C. Bozeman, steward can be attained by going to Piney Point delegate; Nolan Trahan, educational director; Whitten Hammock, deck dele­ were also discussed. $2.73 in ship's gate; Paljlo Barrial, ship's chairman, and Allen Bell,"secretary-reporter. fimd. No disputed OT. All communica­ DEL ORO (Delta Line), May 5— tions were read, discussed and posted. TRANSCOLUMBIA (Hudson Wa­ Chairman Robert Broadus; Secretary terways), May 12—Chairman Jesse L. At a safety meeting several points were Teddy Kross; Educational Director Green; &cretary D. G. Chafin; Educa­ made on how to improve things safetyDavid Rojas; Deck Delegate Andrew tional Director William L. Holland. wise for all crewmembers. Thompson; Engine Delegate R. L. Steward Delegate David R. Sumulong Evans; Steward Delegate John Reilly. making his first trip from Piney Point. LOS ANCELES (Sea-Land Service), $70 in ship's fund..No disputed OT. A Observed one minute of silence in mem­ May 19—Chairman Pedro J. Erazo; vote of thanks to the steward depart­ ory of our departed brothers. Next port Secretary Paul P. Lopez; Educational ment for a job well done. Next port Pusan, Korea. Director Walter Stevens; Deck Delegate Dakar. John Holt; Engine Delegate Juan J. Patino; Steward Delegate Rufus Woodard. OVERSEAS ANCHORAGE (Mari­ EAGLE TRAVELER (Sea Trans­ $40 in ship's fund. No disputed OT. time Overseas), May 12—Chairman port Corp.), May 5—Chairman G. Everything running smoothly. Next port F. A. Pehler; Secretary George A. Finklas; Secretaiy F. S. Paylor; Educa­ Cadiz, Spain. O'Berry; Educational Director Herman tional Director C. Landos. Some dis­ Wilkerson. Some disputed OT in deck puted OT in deck department. A vote of IBERVILLE (Waterman Steamship thanks to the steward department for a department. A vote of thanks to the Corp.), May 5—Chairman Donald job well done. Everything running pumpman for the up-keep of the wash­ Chestnut; Secretary Harvey M. Lee; ing machines and d^ers. Everything smoothly. Educational Director Stephen Divane; running smoothly. Next port Houston. Steward Delegate Eddie Bowers. Some SEATRAIN WASHINGTON (Hud­ disputed OT in steward department. son Waterways), May 12—Chairman BROOKLYN (Sea-Land Service), Everything running smoothly. Observed A. Schwartz; &cretary W. G. Williams; May 6—Chairman N. Beahlivanis; Sec­ one minute of silence in memory of our Educational Director J. Lincoln; Deck retary F. Carmichael; Educational Di­ departed brothers. Next port Charles­ Delegate W. Moore; Engine Delegate rector O. Stores; Deck Delegate Elvis ton. S. Torina; Steward Delegate P. Living­ O. Warren; Engine Delegate Marcelino ston. A vote of thanks to the deck watch Valentin. No disputed OT. The SEA­ MONTICELLO VICTORY (Victory for keeping the messroom and pantry FARERS LOG was received and sev­ Carriers), May 5—Chairman Recerti­ clean. Some disputed OT in steward de­ eral articles contained therein were dis­ fied Bosun P. Konis; Secretary McNally; partment. Everjrthing running smoothly. cussed. Everything running smoothly. Educational Director Bryant; Steward Delegate Joseph Roberts. No disputed OT. Everything running smoothly. ERNA ELIZABETH (Hudson Waterways), May 19—Chairman Jack Kingsley; Secretary Sherman Wright; Educational Director D. Kosicki. $T5.08 in ship's fund. Some disputed OT in steward department. Everything running smoothly. SEATTLE (Sea-Land Service Inc.), May 5—Chairman J. Gianniotis; Sec­ retary E. B. Tart; Educational Director A. Tselentis. $18 in ship's fund. No disputed OT. Everything running smoothly. Observed one minute of sil­ ence in memory of our departed brothers. '.r'' ' OVERSEAS BULKER (Maritime Overseas), May 19—Chairman A. Houde; &cretary C. Scott; Educational Director D. Sidney. No disputed OT. A vote of thanks tp the steward depart­ ment; three of the messmen were from Piney Point and did a fine job. Every­ thing running smoothly. Next port Ja­ maica. COLUMBIA (United States Steel), May 12—Chairman John Bergeria; Secretary Melano S. Sospina; Deck Del­ egate James Rogers. No disputed OT. Everything running smoothly. Observed one minute of silence in memory of our departed brothers. Page 28 George Walton Committee t'l i ^ y'f A. I , NEW YORKER (Sea-Land Service), May 12—Chairman Robert N. Mahone; Secretary Edward M. Collins; Educa­ tional Director Rodney D. Borlase; Deck Delegate Lonnie C. Cole; Engine Delegate Rodney Borlase. No disputed OT. Everything running smoothy. Ob­ served one minute of silence in memory of our departed brothers. JAMES (Ogden Marine), May 4— Chairman F. Finch; Secretary P. Franco; Educational Director Clevenger. Some disputed OT in deck and en­ gine departments. Everything running smoothly, TRANSINDIANA (Hudson Water­ ways), May 5—Chairman E. Cristiansen; Secretary E. Caudill; Steward Dele­ gate H. Martin. No disputed OT. Every­ thing running smoothly. Observied one minute of silence in memory of our de­ parted brothers. Next port Kobe, Japan. BIENVILLE (Sea-Land Service), May 19—Chairman Francis J. White; Secretary Jack Mar. $3.25 in ship's fund. No disputed OT. Everything run­ ning smoothly. BROOKLYN (Anndep Shipping Co.), May 3—Chairman Recertified Bosun Alfonso A. Armada; Secretary Jimmie Bartlett; Educational Director Eddie Corley; Steward Delegate C. Martin. Some disputed OT in deck de­ partment. All cmnmunications were read and posted on board. A vote of thanks to the Steward department for a job well done. Observed one minute of silence in memory of our departed brothers. ceivcd from the pACRAMENTO . SALVESTON •' • ~ ITHUR MIDDLETON 'ERANaSCO Recertified Bosun George Annis, standing second from right, a graduate of. the February Class of the Bosun Recertification Program is now sailing bosun aboard the SlU-manned George Waiton which paid off late last month at Pier 7 in Brooklyn, N.Y. after a run to Africa. Ship's committee members, and others are, standing from the left: Robert Johnson, educational director; Dave Quinones, SlU patrolman; Leslie Phillips, engine delegate; George Annis, ship's chairman, and Pete Gerard, steward delegate. Seated clockwise from the left are: Roy Evans, deck delegate; Larry Utterback, "A" Seniority Upgrader, and Bennie Guarino, secretary-reporter. ..f " ... 'J Seafarers Log �•!' • 'l r-,T '• -.Sf^ "•. ••'••A'-: ij.Y'.,'"- • .^ • • • ^ ' •'-" '- -f-e/,- s., ^ ^ ^ /' Cv » 1 "-f' m *' • • •• 'M, •'-• •- ' -vK ' "'mv k'^W" ' '•>*11'' ' /-TTi Able-seaman William Jenkins of Baltimore works topside aboard the containership Transoregon. .. - i,; Young Seafarer George Pino, right, on his first ship since graduation from the Lundeberg School, squares away dues with Patrolman Dave Quinones. crew to SIU patrolmen servicing the vessel. During the payoff, Recertified Bosun Gaetano Mattioli, a graduate of the November Class of the Bosun Recertification Program, chaired a Union meeting at which the SIU's The SlU-contracted containership Transoregon, operated by Seatrain Lines, paid off May 21 in the port of Weehawken, J. after anoflier good voyage to Puerto Rico. The payoff was handled smoothly and no bee& were reported by the legislative activities were discussed, and the importance of SPAD in sup­ porting these activities was empha­ sized. The crew was brought up-to-date on the progress in the U.S. Congress of the oil imports quota bill and other important issues facing the industry. The crew also took note of the necessity—for personal and ship­ board safety — of getting firefighting training at the Maritime Administration Firefighting School in Bayonne, NJ. I Sf •I '^J. R. Thompson, a-participant in the Bosun Recertificatioh Program, accompanied SIU rep­ resentatives to Transoregon payoff, and brought —crew up-to-date on oil imports bill, Thompson Third Cook R. Caraballo, left^ and Baker-Juan Rodri- graduated Program at June membership meeting guez prepare a weii-baianced dinner for the crew, in New York. f Engine Delegate David Able does his part in supporting the SlU's Washington activities with a donation to SPAD. Page 29 July 1974 ^ 'i", ' ' " ' I ' v''''' 1 " i' J.'' • -1 -' • •• t • 1 •• • ^; .-J i > (I i Vl �yt-r^ . - ^v^;',';.- • 'Lr, V- .. v 'V^' ^ Through HLS's Program .•v^' ' 22ncl Seafarer Gefs High School Diploma Chief Electrician Horace Jones has beeome the 22nd SIU member to get his high school diploma through the equivalency program at the Lundeberg School. Seafarer Jones, a Seafarer since 1968, decided to get his high school diploma because he "felt limited with­ out it. Among other things, it's a pre­ requisite for all college courses." An avid photography buff, Brother Jones, who is 38, now plans to continue his education by attending photography courses at a lot^ college, if he can find the time. Before beginning the program, Brother Jones was especially worried about the math section, but his math teacher said: "Horace always worked the hardest in my class. He always came to class with his assignments ex­ cellently prepared." His hard work payed off, and though Brother Jones finished the GED pro- gram, in half the time most Ltmdeberg Trainees in the program take, he passed the GED exam with the highest total of all the students sitting for the test. Born in the West Indies, Brother Jones left school at the age of 15 to become a diesel mechanic's apprentice. A. resident of the country since 1968, Seafarer Jones makes his home in the port of New York, Brother Jone.s' roommate at Piney Point, QMED Joseph Myers, is another SIU member going through HLS's GED high school equivalency program. Brother Myers, no stranger to the training programs offered at the Lunde­ berg School, earned his full "A" book there in 1971 and returned in 1973 to upgrade to QMED. Shipping out since the age of 17, Seafarer Myers has returned 4o take ad- vantage of the SIU's GED pro|ramnn| earn his high school diploma so (hat he can begin pursuing a college education. Peter Albano, another Seafarer who upgraded to QMED in 1973 at Piney Point, has just returned to start attend­ ing GED classes, making him the 24th SIU member to start the Lundeberg School's high school equivalency pro­ gram. This GED program at Piney Point offers many SIU members the oppor­ tunity to earn the high school diplomas they may never have had the chance to get. With teaching programs geared to the individual, SIU members studying at Piney Point have had an amazing 100 percent success record in passing the GED exam and earning their di-; plomas. Upgrading Class Schedule July 22 July 25 July 29 August 8 August 19 August 22 Brother Horace Jones, who became the 22nd Seafarer to receive his high school diploma through the GED program at the Lundeberg School, studies in the research barge. High School Program Is Available to All Seafarers Twenty two Seafarers have already successfully completed studies at the SIU-IBU Academic Study Center in Piney Point, Md., and have achieved high school diplomas. The Lundeberg High School Pro­ gram in Piney Point offers all Seafarers —regardless of age—the opportunity to achieve a full high school diploma. The study period ranges from four to eight weeks. Classes are small, permit­ ting the teachers to concentrate on the individual student's progress. Any Seafarer who is interested in taking advantage of this opportunity to continue his education can apply in two ways: -)-.J Go to an SIU office in any port and you will be given a GED PreTest. This test wiU cover five gen­ eral areas: English Grammar, and Literature; Social Studies, Science and Mathematics. The test will he sent to the Lundeberg School for grading and evaluation. Or write directly to the Harry Lundeberg School. A test booklet and an answer sheet will he mailed to your home or to your ship. Complete the tests, and mail both the test booklet and the answer sheet to the Lundeberg School. (See application on this page.) During your smy at the school, you will receive room and board, study materials and laundry. Seafarers will provide their own transportation to and from the school. Following are the requirements for eligibility for the Lundeberg High Schooi Program: Septs Sept 16 Sept 19 Sept. 23 Oct. 3 Oct 17 Oct. 31 Nov. 11 Nov. 14 Nov. 29 Dec. 12 Dec. 26 — FOWT QMED, Lifeboat, nil Steward Dept. Ratings ! lii^ , — Diesel Engine Course — QMED, Lifeboat, Welding, Able-seaman, and all Steward Dept. Ratings —FOWT i — QMED, Lifeboat, and all Steward Dept. ' Ratings —Lifeboat, QMED, Welding, and all Steward Dept Ratings —FOWT — QMED, Lifeboat, and ail Steward Dept Ratings —LNG — QMED, Lifeboat, Able Seaman, Welding, and all. Steward Dept Ratings J —^^ AU Steward Dept. Ratings, QMED, FOWT and Life-Imat . —Lifeboat, Quartermaster, QMED, Welding and all Steward Dept Ratings —FOWT — All Steward Dept. Ratings, QMED, Able Seaman and Lifeboat .. —Lifeboat QMED, FOWT, Welding, and all Seward ' Dept. Ratings — All Steward Dept Ratings, QMED and Lifeboat -—All Steward Dept Ratings, QMED and Lifeboat . Upgrader Secures Job 1. One year's seatime. 2. Initiation fees paid in full. 3. All outstanding monetary <ffiligations, such as dues and loans paid in fuO. " j I am interested in furthering my education, and I would like more information ' I on the Lundeberg High School Program. j ,:*••, ,'i-' I Name— I j Address. I I I Last grade completed J • • - • .Book No.. (Street) • - (City or Town) (Zip) Last year attended.— • I Ccunplete this fprm, and mail to: Margaret Nalen I • » Director of Academic Education I Harry Lundeberg School I Piney Point, Maryland 20674 ,, ; •I steward Department Upgrader Edward Heniken, a veteran Seafarer, unloads the Piney Point commissary vegetable locker. Brother Heniken, having sailed as chief cook for eight years, decided to take advantage of SIU's Steward Upgrading Program and get his steward endorsement because, in his words, "Eventually you're going to need the endorsement to get the steward job. It's the only way you can protect yourself against a period of slow shipping." Deck, engine room and steward upgrading programs at Piney Point offer all SIU members the same opportunity to increase their job security and, of course, their pay check. Seafararsiog �Deck Department Upgrading 2. 24 months seatime in Steward Department, six months of which must be as Third Cook and Assistant Cook or; 3. Six months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. Qnlartennaster 1. Must hold an endorsement as Able-Seaman—unlimited- -any waters; Chief Cook Able-Seaman 1. 12 months seatime as Cook and Baker or; 2. Three years seatime in Steward Department, six months of which must be as Third Cook or Assistant Cook and six months as Cook and Baker or; 3. Six months seatime as Third Cook Or Assistant Cook and six months seatime as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook and Second Cook and Baker's Training Course or; 4. Twelve months seatime as Third Cook or Assistant Cook and six months sea­ time as Cook and Baker and are holders of a "Certificate" of completion from the Cook and Baker Training Program. Abie'Seanum—12 months—any waters I. Must be at least 19 years of age.. 2; Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100 20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 12 months seatime as an Ordinary Seaman or 4. Be a graduate of HLS at Piney Point and have 8 months seatime as Ordinary Seaman. (Those who have less than the 12 months seatime will be required to take the four week course.) Able-Seaman—unlimited—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—^20/100, corrected to 20/4()—20/20, and have normal color vision). 3. Have 36 months seatime as Ordinary Seaman or AB—12 months. 1. Must have 90 days seatime in any department. Engine Upgrading FOWT—(who has only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and have normal color vision). 2. Have six months seatime as wiper or be a graduate of HLS at Piney point and have three months seatime as wiper. (Those who have less than the six months seatime will be required to take the four week course.) FOWT-^who holds an engine rating soch as Electrician) 1.: No requirements. Electrician, Refrigeration, Pumpman, Deck Engineer, Janior Engineer, Machinist or Boflermaker— (who holds only a wiper endorsement) L Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/l()0—20/100, corrected to 20/50—20/30 and have normal color vision). 2. Have six ihonths seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior iBngineer, Machinist or Boflermaker— ^ (who holds an engine rating such as FOWT) 1. No requirements. QMED—any rating 1. Must have rating (or successfully passed examinations for) FOWT, Electri­ cian Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, and I^ck Engine Mechanic. 2. Must show evidence of seatime of at least six months in any one pr a combina­ tion of the following ratings: FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, or Deck Engine Mechanic. Cook and Baker DECK i I I I • • • • AB 12 Months AB Unlimited Quartermaster Lifeboatman I I • • • • • • ENGINE STEWARD QMED • Electrician FWT • Dk.Eng. QUer • Jr. Eng. Dk.Mech. • Pumpman Reefer • Machinist Boilermaker • Welder • LNG-LPG • Assistant Cook • Cook & Baker • Chief Cook • Steward T'' ; 1 5-1 I"-!?, RECORD OF SEATIME — (Show only amount needed to upgrade in rat­ ing checked above or attach letter of service, whichever is applicable.) -I rr,. SHIP RATING HELD DATE OF SHIPMENT DATE OF DISCHARGE I ^ I -DATE. I PORT I j SIGNATURE. RETURN COMPLETE APPLICATION TO: I I LUNDEBERG UPGRADING CENTER, j PINEY POINT, MD. 20674 j 1. 12 months seatime as Third Co(^ or; July 1974 V? .'I. I Am Interested In: 1. Engine personnel must be QMED—^Any Rating. All other (Deck and Stewmxl> must hold a rating. 1.12 months seatime in any Steward Department Entry Rating. 2. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimum of three months seatime. L I I -Age I Name. (Last) (Middle) (First) I .1 Address. (Street) I I -Telephone. I (City) (Area Code) (Zip) (State) I Seniority. I Book Number. I Port and Date Issued. I -Ratings Now Held. I Social Security #. I HLS Graduate: Yes • No • Lifeboat Endorsement: Yes • No • Dates Available For Training LNG/LPG Pjogfam Assistant Cook •< HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING APPLICATION Welding 1. Must hold endorsement as QMED—any rating. Steward Upgrading I • t;-" 1 Chief Steward 1. Three years seatime in ratings above that of Third Cook and hold an "A" seniority in the union or; 2. Six months seatime as Third Cook or Assistant Cook, six months as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Cook and Baker and Chief Cook Training Courses at the Lundeberg School-or; 3. Twelve months seatime as Third Cook or Assistant Cook, six months seatime as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training programs. 4. Twelve months seatime as Third Cook or Assistant Cook, twelve months sea­ time as Cook and Baker and six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. Lifeboatman \ •. h- • -a .. Page 31 �•u* • f" •• . Vol. XXXVi, No. 7 SEAFARERS tl -t" LOO OFFICIAL PUBLICATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES ANDJNLAND WATERS piSTRIGT * AFL-'CfO • ^ \ ' .T'T • • . ' ' •* • • " • • • f ^ - ' • • _ ' , h II I m urn 3•'••• \ 4 > ^v-i-VK- - : -if-: ft.: . • " • • .:'>• ' , ,/• „ - -J > - • .• i A ^ I. !>• h I? 1^., teis receives scores of claims filed by SIU members that cannot be proc­ essed and promptly paid because die claim lacks information of some kind. This is a very disconragh^ tmd foistratl^ sitnatkm—and a situation rtm» at times *•«" cause undue fiiMingiai har&h^ to a member and his dependents. But the SIlPs Welfare and Pension Plans are regulated by the State of New York which requires that certain information must be obtained before payment of any claims is made. The most amimon cause of delayed claims is the foflure to include doctmr or hoispital bills with tiie SnJ claim form. Other documents fre­ quently miwing include: notarized death certificates, birth certificates, marriage licenses, Medicare statements, cer^ed funeral bills, dischaiges, and income tax returns when proof of support of adopted or step-children is i^uired. Your doctoPs social security number or the hospitaPs identi­ fication number is also necessaiy for the processing of claims. SIU members Can esLtily avoid these nnnece^iy payment delays by taking a few minutes to make sure the claun is properly and comfdetely filled out, and that all rdevant docunienis are included befmre mailing the claim to Headquaiters. When going to sea, a mmnber shonld leave with his wife or other dependents a claim form—with the front page completely filled out—-• along with copies of all discharges for the previous and current year, and the name of tiie sbip he will be aboard in case a claim must be filed winie he fe -sw«y= The member should also instruct his dependents on what other docu­ ments are necessaiy for payment of a claim to be made. Seafarers are uiged to cooperate with tiie Union's Wektoie and Pensidtf ' Department in this mUtter. " *" " • " s_ ''fotnte. If you have any questions on filing a claim wUh the Seafarers Wdtiare and Pension Department, get in touch with .an SIU repiesentatiye ut tii^ nearest Union Hall to your home. C." fdUfowIng members have had their benefit payments held vp they failed to supply complete Information when filmg their claims. Please < tact Tom Cranford at (212)499-661)0Social Security Number ?Unionc Name 1 I .1 1 I I I I I 1 I I I I I I I I I 1 I 1 i I I 1 1 '''w> , yr',:. I i EdHor, SEAFARERS^G, v' 675 Fourth Ave., '" • BrooklymN.T. 11232 1 woold like to receive the SEAFARERS LOG-HpRase pot my name on i your mailing list. (PHat InformuuUm) , ,1 t I ! I AODRESS CIXY STATE ZIP SIU-IBG members please give: -Bk,# Soc. Sec. # /— TO AYOiD DUPLICATION: if yon are an eld sabscriber and have a change <rf addieas, please give yonr former address,below <»• send maiUng label fnnn last iasne received. ADDRESS > • «.« •«•••*•#•••• • SI . . ..- icmf. ••.....i.....i.......4,» srATTR.......s.-znp.. ' 'V. • •. •- •J •• GWE.C. . 250-76-1548 Ulacich, S. . r"" 165-03-2686 Jaco,S.W.:,., .• ^ 332-40-5281 Maiello, P.,• 061-50-6129 Gopelands J. T; 526-38-4311 Daughtrey, D. ''"5^ 416-14-8431 .. ;Lupton,J. ' , •-219-26-5208 I. Bruno. M. ''" 151-03-4390 V Noe!,K. 580-12-1954 Harris, J. ^284-54-8501 j Punk, I.E. 055-34-6933 J Huston, H.' • ) . 490-10-7854 264-10-0116 5 Green, K. 111-28-7404 Testa, R. 498-46-3789 Shoemaker, T. E. 011-09-2614 McDowell, W. S., ' , 297-38-4456 Helton, D. 080-26-5821 ilLopez, •?: 541-32-0450 iSmith, J. P. ' , ®* , S|Bnglesdee, X ••r- 433-20-3774 268-01-4392 265-64-3330 uivf ' ' , IBL^, iBif • UIW ffiU A&G IBU; v..,, � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource July 1974 Description An account of the resource Headlines: MTD BRIEFS INDUSTRY LEADERS ON PROGRESS OF OIL IMPORT BILL LABOR SECRETARY BRENNAN PRAISES UPSURGE IN U.S. SHIPPING IT IS TIME TO TALK TOGETHER SENATE COMMITTEE OK'S OIL IMPORT BILL BY 14-2 VOTE HLS PRESIDENT ASKED TO SERVE ON FEDERAL COMMITTEE ON APPRENTICESHIP NLRB ORDERS HEARINGS TO INVESTIGATE SABINE TACTICS SIU OFFICIAL JOHN HAWK, 67, PASSES AWAY BOSUNS PARTICIPATE IN WIDE RANGE OF ACTIVITIES WHO IS BEHIND THIS PLOT? PRO-NIXON LABOR CHIEF REPORTED JAWORSKI TARGET TWELFTH CLASS GRADUATES MUST KNOW SAILING TIME PORT WORK REQUIREMENTS TWO SIU OFFICIALS APPOINTED TO POSITIONS WITH NMC CALMAR TO CUT COASTAL ROUTE SIU TO ATTEND ITF CONGRESS SEAFARERS TAKE PART IN PHILADELPHIA MEMBERSHIP MEETING SIU-MANNED PECOS SUPPLIES MILITARY BASES AROUND GLOBE SAN FRANCISCO PORTS SPEED VALLEY CROPS TO ORIENT AFTER MAIDEN VOYAGE, ULTRAMAR ON 2ND TRIP ROUND THE WORLD YOUNG SEAFARER PERFORMS 'AN ACT OF COURAGE' OVERSEAS ALICE CREW RECEIVES PRAISE FOR REFUELING AT SEA ARNI BJORNSSON WORKS HIS WAY UP FROM OS TO MASTER SEAFARERS POLITICAL ACTIVITY DONATION SPAD: KEY TO POLITICAL CLOUT LAYING CABLES IN THE PACIFIC, C.S. LONG LINES CALLS AT YOKOHAMA FIRST U.S.S SHIP SINCE WWII TO LOAD WHEAT DOWN UNDER TRANSOREGON PAYS OFF AFTER GOOD COASTWISE RUN 22ND SEAFARER GETS HIGH SCHOOL DIPLOMA HIGH SCHOOL PROGRAM IS AVAILABLE TO ALL SEAFARERS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 7/1/1974 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVI, No. 7 1974 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/cd68c9a9d97d2846db43c9cd30d30f1a.PDF 90e07da0106c18c80323108ffebf8409 PDF Text Text The SlU-contracted Do/p^ Marine Shipping Co.), largest vessel ever constructed on the West Coast, is launched at the National Steel and Shipbuilding Co. in San Diego, Calif, last January. She will be crewing-up in late July for her maiden voyage. ' f [ i^li ' k •. •' r f r : %' . '1 • 5' , -V • T\ • • -v:-0 • 4'i. 'f •.-1 I I (' r.k ^..r >: *' 5 'Slf' �PIE-fSf "If Will Be a Victory For the Labor Movement" AFL-CIO Unions Pledge Support on Oil Bill Legislative representatives from national and international .unions reoresenting a broad spectrum of the Ameri­ can labor movement met at AFL-CIO headquarters in Washington, D.C., June 13 and pledged their full cooperation to insure passage of the Energy Transpor­ tation &curity Act of 1974. The meeting was called by the AFLCIO Maritime Trades Department to coordinate the efforts of AFL-CIO af­ filiates in every state of the union in contacting U.S. Senators who will be voting on the Bill in July. MTD and SIU President Fan! HaD thanked the AFL-CIO representatives for their support and said: 'This is a trade onion hiU, and our victory will be a victory for the entire labor movement in tihis country.'^ He said that the grass roots support .from..a9JiQga^.J!oAjn/CTat'onaljLy.vons through their state and local affiliates is the kind of support that is needed "to bring this'legislative campaign to a de­ cisive victory." Over 40 national rnd international unions—^d their local union affiliates —are contacting U.S. Senators in every state seeking support for the energy bill, and every AFL-CIO state federation is actively working for passage of the bill, it vyas renortec^ bv Peter McGavia, secretary-treasurer of the Maritime i rades Department. "Every one of our Maritime Port Councils, as usual, is also working hard for this bill," McGavin said. MTD Administrator O. William Moody reported on the progress of the oil bill, and received commitments from the AFL-CIO legislative representatives to continue personal contacts with members of the U.S. Senate to exnlain explain the necessuy loi uT^ir auppcn:^ •MTD President Hall said: -The labor movement, from the AFL-CIO legisla­ tive department and the international unions on down, is involved in this grass roots effort on the bill, and with this kind of support and the work being done at all levels in the labor movement we think we can win." LS All-Out ' For Oil Bill i^lit 500 letters and tei(»» grams to their U.S. Senators a4qr<M» ffie nation otgliig support for the Traii^rtetion Secndty Act; Sacco pii^mpanied a deieg^fffioi S3^ ||(i^suns, senior^ uf^^ders iand pntx officials to the l^^ by the Marine l^ade meat in Washington, June 13. He |rnp>otted t^ Imideherg Scho# rereived ''good response^ ficitnii iffffieSeimteimi^^^^ Maritime Trades Department President Paul Hall speaks to more than 75 Legislative representatives from AFL-CIO national and international unions who pledged their cooperation in seeking enactment of the Energy Transportation Secu­ rity Act of 1974. Also speaking to the AFL-CIO representatives was MTD Secretary-Treasurer Peter McGavin, seated at dais, and MTD Administrator O. William Moody. The meeting was held at AFL-CIO headquarters in Washington, D.C. ^ Pftul Hall ... • "KP i-ef t/s Consider the Human Being Almost totally obscured in the sta­ tistics and learned rhetoric of lawyers, economic experts, professors and gov­ ernment bureaucrats during the lengthy hearings on the Energy Transportation Security Act has been the area of the human being. A mountain of facts and figures on the costs of energy production and transportation has been compiled by educated men and submitted as argu­ ments against this bill, but on one basic issue—that of the human being—^there has been a dismal lack of research. The American seaman—as a human being —does not figure in the balance sheets of multinational oil conglomerates and the American operators of foreign-flag ships. But, this is an old story to the Ameri­ can seaman. Time and again, he has been called upon to risk his life during periods of national emergencies—only to be forgotten when the conflicts were over. The professional sailor had a higher percentage of casualties than any branch of the armed services during World War II. He lost more than any­ body. It was the professional sailor who died and whose bones cover the oceans floors that made it possible for the same people who ignore him today to make their living and prosper because of his sacrifice. During the course of the Senate hear­ ings on this bill, we heard a scholarly professor from a respected university just outside San Francisco state that there were no lack of jobs for American seamen. This professor obviously did his homework to compile statistics on com­ parative costs for the transportation of oil, but he paid no attention to research­ ing the plight of the human being. If he had just walked down the street a short way to the union hall of the Sailors Union of the Pacific, he would have found that employment conditions are such that West Coast sailors have to restrict employment to jobs not exceed­ ing seven months a year. He would have had to reach the conclusion that these American workers—these human beings —could no more afford to support their families on seven months pay than he could. The same callous indifference to the American sailor by the technicians of the oil giants is also shown to the American consumer. Two years ago these oil giants were able to defeat a similar energy transportation bill when their experts convinced Congress that "the costs would be prohibitive/' At that time, oil was going for a little more than $3 a barrel. Today, the price of oil is up over $11 a barrel. The cost to the consumer— both in terms of the price he has to pay and the endless lines he has had to endure—^have made every gas pump a point of hatred toward the oil compa­ nies. Again, they have ignored the human being. We, as professional sailors, have faith in the good sense of the American people. We believe that if you take the people into your confidence their good judgment will prevail. We are convinced that if the oil companies had taken the American people into their confidence, this nation would not be in the energy mess it is today. We can, through legislation like the Energy Transportation Security Act, bail our country out of the mess we are in. But, beneath this legislation, beneath aU of the testimony and the arguments pro and con, are the American people •—the human beings—who are tdl too often forgotten in the high levels of economic determinations. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters Distrifct, AFL-CIO, 675 Fourth Avenue Brooklyn, New York 11232. Published monthly. Second Class postage paid at Brooklyn, Y. Vol. XXXVI, No. & June 1974. Seafarers Log �• V • ' • ,5? ' T '.'• • ' fVyV '• \' :P ? V- »• '» V , I ^ V • • -J'"J *• • SlU President Testifies at Senate Hearings ••- Ha!IGtes-Na©d fo? WASHINGTON—Hearings on the Energy Transportation Security Act (rf 1974—which would require that 20 percent of the nation's petroleum im­ ports be carried on U.S.-flag ships—^ were concluded by the Senate Subcom- INDEX Legislative Nev/s Senate holds hearings on Energy Transportation Security Act ! Page 3 Washington Activities column Page 9 Maritime unions meet on joint legislative effort .. .Page 2 Union News Ad Hoc Committee on Maritime Industry . Problems Established .. .Special Supplement President's Report Page 2 Membership meeting in port of New Orleans ....Page 4 Headquarters' Notes column Pages SlU to crew Golden Dolphin Page 5 New York medical clinic is 17 years old Page 10 General News Annual Institute on Foreign Transportation held in New Orleans Page 5 Construction starts on Trans-Alaska pipeline ..Page8 Shipping Dispatchers' Reports Page 22 George Walton docks in Brooklyn .....Page 21 Bienville in Far East .' Page 23 Ships' Committees Page 11 Ships' Digests Page 20 Training and Upgrading Twelve more recertified bosuns graduate Pages, 6-7 Six more 'A' Seniority upgraders graduate ...Page 18 Training and upgrading in - engine department. Pages 14-15 Upgrading class schedule, requirements and application ... Pages 26-27 GED high school program at Lundeberg and application Page 26 Headquarters' Notes column ..Page8 Membership News Union official proves "you're never too old to learn" / . Page 5 New SlU pensioners ..... .Page 19 Final Departures ... .Pages 24-25 Brother Champine gets high school diploma through GED program.. Page 26 Youngest recertified bosun believes in training and upgrading .. .Page 12 Walter Rice crew p\ays benefit garhe .........Page 12 • Two Seafarers try to save chief officer on .' • Falcon Lady...Page 17 June 1974 .f - • •; mittee on the Merchant Marine May 30. A vote by the full Senate on the bill is expected after the July 4th Congres­ sional recess. SIU President Paul Hall, testi­ fying as the toal witness before the Senate committee, said that "the people of the United States have heen victimized and manipu­ lated by the Arab oil exporting . companies as well as by our own oil companies." He stressed that the need for legislation to reserve a portion of the nation's oil im­ port trade for American-flag ves­ sels "is greater than ever before." Emphasizing testimony he had pre­ sented to the House Merchant Marine Subcommittee in March, Hall said: "Enactment of this legislation will in fact insure that the United States has SIU President Paul Hall speaks in strong support of oil cargo preference the capability to maintain some control legislation (Energy Transportation Security Act) during May 30 testimony be­ over its oil imports. It will guarantee for fore the Senate Subcommittee on the Merchant Marine. Looking on, at left, is U.S.-flag ships the cargo that will act 0. William Moody, administrator of the AFL-CIO Maritime Trades Department. as an incentive for the development of our own tanker capability." in hundreds of American service indus­ the Merchant Marine Act's stated pol­ The Energy Transportation Bill was tries. icy of rebuilding America's merchant passed in the House of Representatives • Reduction in the "deficit in the marine and "would guarantee the in March by a vote of 266-136. ocean transporation segment of our bal­ growth of the American-flag tanker In his testimony this month to the ance of payments" which would help fleet." Stressing the need for passage of Senate Subcommittee on Merchant Ma­ stabilize the dollar. the Energy Transportation Act, Hall rine, Hall said: • An increase in "America's tax rev­ said: "It is essential to remember that the enues by increasing the • amount of "Under the Merchant Marine Energy Transportation Security Act of money paid to the U.S. Treasury by Act of 1970, the U.S. fleet has 1974 is much more than a 'merchant American workers and American com­ been able to make significant marine' bill. It is legislation essential panies building and operating Ameri­ strides through the ship construc­ to the national security of the United can-flag ships." tion and operating subsidy provi­ States." • Protection for American consum­ sions of that Act. However, the Again emphasizing his testimony be­ ers of imported petroleum products Merchant Marine Act of 1970 was fore the House committee. Hall said through a cost monitoring system under not intended to be and must not that enactment of the bill — which the supervision of the Secretary of Com­ be considered as the only solution would require that 20 percent of all merce who would determine the fair to rebuilding the merchant marine. petroleum imports be carried on U.S.- , and reasonable cost of American-flag Since the passage of that Act, it flag ships, increasing to 25 percent in tankers available for the carriage of the has become aU too apparent that 1975 and to at least 30 percent in 1977 percentage of oil imports allotted to the availability of cargo is essen­ —^would have broad economic advan­ U.S. ships under the Act. tial to the siuwival and growth of tages for the nation and the American the merchant marine." Guarantee Growth people. Among the benefits he cited Hall also emphasized the national were: Hall said that passage of the Energy security aspects of the bill, citing the Transportation Security Act of 1974— • Creation of thousands of jobs for as the logical extension of the Merchant American workers on board AmericanContinued on Page 17 Marine Act of 1970—would implement flag ships, in American shipyards and Comments of Senate Subcommittee Members , Following are comments from members of the Senate Subcommittee on Merchant Marine as reported in the official transcripts of the Senate hearings on the Energy Transportation Security Act of 1974 and the Congress­ ional Record. thrown up against those countries "It seems to me if this nation is for providing themselves a little bit going to achieve its objectives in the "fVe are also concerned about the of security?" world, we are going to have to pror American worker who is constantly Senator J. Glenn Beall, Jr. vide more jobs and capture more losing jobs to foreign crews and for­ (R-Maryland) world markets—including shipping eign shipyard workers. Furthermore, on the high seas. All those objec­ these foreign vessels pay very little "At a period in history when ex­ tives, it seems to me, would be U.S. taxes. And what about the ports and imports throughout the enhanced by the approach we have American citizens', security if it has world have been expanding, our here." to depend upon these important oil merchant fleet has suffered the hu­ Senator Russell B. Long imports by foreign ships." miliation of carrying less and less (D-Louisiana) Senator Daniel K. Inouye of our nation's trade and commerce. (D-Hawaii) Presently, virtually none of the oil "We seem 0 always be concerned imported into this country is carried about what other people are going on U.S.-flag vessels. While I am not to do to us if yve take an action, and "I would rather have the assur­ suggesting the U.S. move all of its the result is that we don't do any­ ance that [we have] American ves­ imported oil on its own ships, I thing to protect our own position ... sels manned by American crews with believe 20 percent is an equitable I know in the House report that American technology on board to figure. I am convinced that this legis­ France guarantees the French fleet prevent any oil spills and any of the lation will go far toward assuring the equivalent of two-thirds of their problems that could slow down the that the American shipping indus­ imports. The policy of Japan is to production of oil and gas in Alaska. try remains vital, competitive and guarantee at least 50 percent of its I would rather have that and pay healthy." imports. Ecuador, Chile, Spain and the onie-third cent more." Senator Charles Mc. Mathias, Jr. Peru require 100 percent. I wonder Senator Ted Stevens (R-Maryland) what kind of retaliation has been (R-Alaska) •m'-. m r • i iA> - I', • •. f' '.•-'ri: 1 : 1 V. V- J '• i• i nKl I if.' k' ;!K: \ I.; �m Seafarer Thomas Freeman poses question to the dais .during New Orleans meeting. Members have the chance to raise beefs and make motions during the forum. New Orleans Port Agent Buck Stephens delivers legislative report to the members. Afterwards a good discussion on these matters was conducted. /Membersh/pTMeef/ngs-fhe Democratic Process On the second Tuesday after die first Sunday of each mondi, Seafarers in New Orieans c<Hidnct a general membersdh^ meeting for that port Sim­ ilar meetings for our members are held on desig­ nated days of each monfli in all SIU Constitutional ports. These meetings not only inform the membersh^ in each port of the many important issues fticing the SIU, the maritime industry and die individuars job and job security, but provide an opportunity for the member to express his personal views on the issues; bring up beefe; ask questions, and make motions for approval or denial of the membershty. At last month's meeting in the port of New Orleans, die second largest port in die United States in terms of tonnage handled per year, reports concerning the internal aftiirs of die SIU were presented and a good discussion on the many legislative batties teeing die SIU in die U.S. Con­ gress was held. The New Orieans membershty pledged their support of the SIU in these fights. Whenever possible. Seafarers should attend these meetings and should take an active role in making them more meaningful. It is a part of die democratic process of this Union and the Ameri­ can trade union movement in the UJS. • ^! I I ft 4 r SIU member Lionel Antolne has the deck at last month's New OrJeans membership meeting. The meetings offer Seafarers the opportunity to express their views on many issues. } ' '• :- ' • - After meeting is over, SIU members discuss the proceedings while waiting for a job call. Shipping has been excellent in the port of New Orleans. yr"' 51 01 ... • I v., ? l!'" • :M€r • 4V/fg:, SIU members took an active role in last month's New Orleans meeting. Seafarers should attend these meetings wheneve** possible, and should fully participate. SeafarersLbg Page 4 M New Orleans Seafarers listen closely to the proceedings during meeting. It is part of the democratic process of the SIU. V, �• /.-ix• _.V*'cjjaUi^ls^-'ivti-^.UiL'.^.^ - tf II ^ - M Never Too Old to Learn M K Union Official Gets High School Diploma at HISS ^i~insy iiav&"U"£ew^ears onider my belt, but that doesn't mean I'm too old to study and learn," remarked 53-year old SIU member Sk^ttie Aubusson after successfully completing the Lundeberg School's GED high school equivalency program. Aubusson is the 21st SIU member— and the first Union oflBclal—to get fals high school diploma through the equiv­ alency program at Piney Point Scottie's S3 years also makes him the oldest Seahuer to achieve this educational goaI.< Brother Aubusson modestly credits his achievement to the help and encour­ agement he received from the Ltmdeberg School's academic staff—^but the credit really belongs to him. He-worked closely with his academic instructors and studied long hours on his own in preparing for the GED exam. After only two weeks, his instructors felt he was ready. Scottie "nervously" took the exam, and achieved the second highest grades of all SIU members who Speaking at Tulane completed the program. (The highest grades among Seafarers were obtained last month by 51-year old SIU member WiliiamT BeTiihgerT'See" MayT9'iTLXKr, page 9.) Members of the HLS academic staff SIU Representative Scottie Aubusson, right, and iBU Trainee Biii Lawier ex­ tend weii deserved congratulations to each other after they both successfully completed the Lundeberg School's GED high school equivalency program. The two worked and studied together in preparing for the GED exam. Were "vefyTmpfessed'wiTh'Tne way he worked on his own and with the younger Trainees also participating in the program," and explain, that his GED marks make Scottie "college bound material." Bom ^ South Harrows, England, a suburb of London, Broiiher Aubusson left school at the age of 14 and entered apprenticeship for the butcher's trade. Dissatisfied with his training, he joined the British Merchant Navy in 1938 and during the early years of World War II sailed British merchant­ men with England's National Union for Seamen. After being dumped by a German torpedo on a return run to England from Murmansk, Russia, he was res­ cued and dropped off in Locheue, Scot­ land. There, he caught his first SIUcontracted vessel, the Gateway City, which was heading back to Murmansk. He has been with the SIU ever since. Brother Aubusson continued ship­ ping on SlU-contracted vessels imtil Continued on Page 13 -.-tar-. I Hall States Need for Maritime Cooperation The Graduate School of Business Administration of Tulane University in New Orleans, La. conducted its 25th Annual Institute on Foreign Transpor­ tation and Port Operations May 6-10, 1974. The broad objective of the annual five-day proceedings is the ad­ vancement of maritime commerce for the United States. The educational program's day-long sessions consisted of brief lectures, panel discussions and question and' answer periods. The most heavily attended and well received of all these sessions was a panel' discussion entitled "Our Mari­ time Status—Today and Tomorrow," which took place on the last day of activities. SIU President Paul Hall; Congresswoman Leonor K. Sullivan, chairman of the House Merchant Marine and Fisheries Committee; Captain J. W. Clark, New Orleans chairman of the National Maritime Council, and James S. Barker, president and chairman of the board of Moore-McCormack Lines constituted the panel. Industrial Rela­ tions Counselor Charles H. Logan of New Orleans served as panel chairman. In his address to the Tulane Uni­ versity audience of 300, SIU President Hall reflected on the significant devel­ opment of labor-management relations over the years in the maritime industry. Hall noted that, in the past, the ship­ owners and unions were constantly at each other's throats, neither willing to give nor compromise—and the industry suffered. "We have come a long way since then," affirmed Hall. "Now we realize that the key to a strong and revitalized U.S. merchant marine is cooperation and coordination between management and labor, and most importantly we realize the need of understanding each other's problems." Hall also noted that in the past "we sometimes let differences in personal­ ities stand in the way of negotiating quick and fair contracts — and again the industry suffered." He aflfirmed, "we must not allow personality conflicts between labor and management representatives to enter into our negotiations, or to stand in the way of a healthy and developing U.S. maritime industry." Congresswoman Sullivan, leader of the fight in the House of Representa­ tives to secure passage of the oil imports quota bill, outlined for the Tulane Insti­ tute the importance of this legislation to the U.S. and our nation's maritime in­ dustry. Mrs. Sullivan reaffirmed her full and active support of the bill, and ex­ pressed confidence that the needed bill would also move successfully through the Senate and be signed into law. In addition, Congresswoman Sullivan expressed the vital need to this nation for the construction of off-shore deep wmer port facilities. She noted that in years to come the U.S. would be in­ creasing its oil imports, and due to the rapidly rising prices of fuel "we must try to cut costs in.allpossible areas." And, she predicted that "the con­ struction of offshore ports would be the most efficient, the most economical and" fastest way to handle our increased imports." Mrs. Sullivan also reaffirmed her opposition to the plan of the House Select Committee on Committees to reduce the jurisdiction of the Merchant Marine and Fisheries Committee. V Congresswoman Sullivan expressed the importance of all facets of maritime to this nation, and voiced the vital need of a strong legislative body, which the Merchant Marine and Fisheries Com­ mittee provides, in handling the na­ tion's maritime problems. After completion of the panel ses­ sions, the Annual Tulane Institute wrapped up with a luncheon at the SIU Hall on Jackson Ave. in New Orleans. ' i % SIU President Paul Hall, left, along with Congresswoman Leonor K. Sullivan and Industrial Relations Counselor Charles H. Logan during fifth day of pro­ ceedings at the Tulane University's 25th Annual Institute on Foreign Transpor­ tation and Port Operations in New Orleans. Hall spoke of the continued need for management-labor cooperation in building a strong U.S. merchant marine. fh-r Golden Dolphin to Crew-up in July The SlU-contracted Golden Dol­ phin, first ^f three 90,000-ton tankers to be built for Aeron Marine Shipping Co., and the largest vessel ever constucted on the West Coast, will be tak­ ing on her SIU crew in the last week of July for her maiden voyage. The 894-ft. vessel, capable of carry­ ing 25 million gallons of crude oil (about 500,000 barrels) is the first double-bottom ship (to protect against oil spillage in collisions) of its size ever built. Her cost was approximately $30 million. The Golden Dolphin, which was launched last January at the National Steel & Shipbuilding Co. in San Diego, Calif., will be joined on the waterways by her two sister-ships, the Golden Endeavor, scheduled to be launched June 15, and the Golden Monarch. These three ships are similar to the two oil-bulk-ore carriers (OBO) the Ultramar and Ultrasea, previously built at National Steel and Shipbuilding and manned by SIU crews. The OBO's are less than two feet shorter than the tank­ ers, have the sapie hull and engine, and have i dead weight tonnage of 80,500 tons. All the vessels were subsidized with funds from the Merchant Marine Act of 1970 which has provided jobs both in U.S. shipyards and on U.S. ships for Americans. The Golden Dolphin will carry enough fuel to take her more than half­ way around the world without stop­ ping. She is of the maximum width that can go through the Panama Canal and she can hold a sustained speed of more than 16 knots. The ship has many safeguards built into her, such as its provision for carry­ ing clean ballast which will contribute to the maintenance of high environ­ mental standards. The great black and red vessel is so large that NASSCO had to lengthen its building ways by 400 feet and construct a coffer dam to build and launch it. The ship .will be delivered to Aeron Shipping during the last week in July. At the present it is not sure what her cargo will be.or where she will sail on her maiden voyage. 1. V it Page 5 June 1974 -• / '!... • , J. . :-w �at•if .l* '.-V, ,,. ; •.• • •>•; s •,.. t . * i : .* 1!' . 1v - • I - • Vemer Poulseii Seafarer Verner Poulsen has been a member of the SIU since 1961. Sea­ farer Poulsen, who ships out of the port of Seattle, has been sailing as bosun since 1968. A native of Denmark, Brother Poulsen now makes his home in Tacoma, Wash, with his wife Made­ line and their two children. It has been a wonderful opportunity to participate in the Bosuns Recertification Program at Piney Point and at Headquarters in New York. We have been able to observe and experience first hand the integral workings of oiu: Union and the commitment and invest­ ment the SIU has in seeking further job' opportunities for its members. We have been made increasingly aware of how the financial backing of each member makes it possible for our Union to successfully promote and lobby for effective legislation which will profit each member. This we may do individually through our contributions to SPAD. Frograin Ssf eonii^^ |» Jllppiy Oof jjN^nsss wfe tfej they need to effectively iafonn tisebr bmm^ tiie problems and issues our UumU face^jSjid best way du^ vViilb tiieni7 Tlife month the elevtmtii class of bosuns graduated from the program bjrbigiBg to J.06 the uumber of bosuns who have gained a better insi^^ imo tiie and fedustry# The loiowledge tbese mra have acquired bcdter equips them tq providte all of our m«i^>«®sh%» a gi^ter imdexsta^^ of oar problmnsi and to dfiscnss tiimn at wO^b^ menibeidu^ r.- -7 . ' > '' Raymond Fenrera Seafarer Raymond' "Blackie" Ferrera has been sailing with the SIU Page 6 ^ H On uiesc two tS^ 12 bost^ who haVe Just eomgleSed program tell bnefly in titefe own words whm moant^^^ since 1938, and as bosun for the past 29 years. A native of Florida, Brother Ferrera, now makes his home in Chick­ asaw, Ala. with his wife, Elsie. He ships out of the port of New Orleans. When I arrived at Piney Point to start my Bosuns Recertification Pro­ gram in April, I didn't know anything about the place. But I came with an open mind so I could learn all they could teach me in the short time I would be there. I found the staff very nice to all of us. They did a great job making our stay interesting and infor­ mative in jail departments. The Wash­ ington trips were very interesting and I learned a lot there. I now know more about how our SPAD'dollars are spent and I now know not one of them is wasted. I have a new oudook on donat­ ing to SPAD. At our Headquarters everyone in all the departments was very nice to us. We learned a lot about the running of om Union and what our Union is doing for us. mi Robert Schwarz Seafarer Robert Schwarz has been a member of the SIU since 1943, and has been sailing as bosuit since 1950. A na­ tive of Alabama, He ships out of the port of Mobile, where he makes his home with his wife, Mittie. We started our program in Piney Point in April. We received a lot of information in Piney Point and in Washington. We sat in both the Senate and House and watched them in action. We learned the value of having good representation in Washington. We met 15 other House members who told us the importance of SPAD. At Union Headquarters in Brooklyn we received a lot more information on the running of our Union. Everyone was very helpful in showing us every department and in answering our ques­ tions. I learned a lot. I just hope I will be able to present it to the crews on our ships as well as I received it. of the vast amount of records that must be kept on file to help our Union run efficiently. I just hope I can retain most of what I have learned and be able to present it to the membership on the ships I sail on in the future. My confi­ dence in the SIU has been bolstered 100 percent, and through our efforts we can have one of the finest merchant fleets in the world. Roberto Zaragoia Seafarer Roberto Zaragoza has been in the SIU since 1941, and has been sailing as bosun Since 1944. Born in Puerto Rico, Brothel' Zaragoza now makes his home in Brentwood, Long Island, N.Y. with his wife Anna, and their five children. He ships out of the port of New York. I thought I really knew a lot about this Union until I attended the Bosuns Recertification Program in Piney Point and Headquarters. In the 30 days at the Harry Lundeberg School and 30 days at Headquarters I learned how to un­ derstand the contract and other things I didn't know before. It has shown me the importance of this program. We are not only preparing young men to go to sea, but we are also preparing Seafarers for the new ships of the future. The field trip to Washington, D.C. was very important to me because I learned about the activities of the mari­ time industry, the AFL-CIO and the Maritime Trades Department. The hh. portant thing I want to say is that we must support the political mid legisla­ tive arm of our Union through our sup­ port of SPAD. And the only way of keeping our "picket line" going * in Washington is through contributions to SPAD. Robert GiOain John Cisiecki Seafarer John Cisiecki has been a member of the SIU since 1942, and has been sailing as bosun for the past six years. A native of Pennsylvania, Brother Cisiecki now ships out of the port of San Francisco where he makes his home. I became a merchant seaman in 1942, and also became an SIU member the same year. Comparing those early years with the present time is like night and day. Those early years were tough. We didn't have the knowledge con­ densed like it is today. At the Harry Lundeberg School it's all there for young and old alike. As a participant in the Bosuns Recertification Program I have been enlightened to the extent that I believe I will be much more educated and wiser as a seaman and as an American citizen. I'd like to thank all Union officers and personnel for taking the time to actually show and explain to me all the inner workings of the SIU at Head­ quarters. I must say that we must sup­ port our political arm, SPAD. It is our strength. J. R. Thompson Seafarer J. R. Thompson joined the SIU in 1949, and has been sailing as bosun since 1951. A native of Mobile, Ala., he now resides in Chicl^aw, Ala. with his wife Cecilia. Brother Thomp­ son sails out of the port of Houston. I have really learned a lot about our Union through the Bosuns Recertifica­ tion Program. The month at Piney Point, and the trips to Washington gave me more insight into the workings of politics, and the time at Piney Point made me see how important our train­ ing progran?s are to holding on to what we have worked hard for throughout the years. Our second month has been spent in Brooklyn, and I had no idea Seafarer Bobby Gillain has been a member of the SIU since 1961, and has sailed as bosun since 1967. A native of Cordova, Ala. he now makes his home in Keystone Heights, Fla. with his wife Shelbia. Brother Gillain ships out of the port of Jacksonville. I found out that any member of the Union can help himself with the teach­ ing and training programs at Piney Point. It is the best thing that has hap­ pened since I've been in this Union. We were able to go to Washington and see ^ow the SPAD money was spent, and I can say that the SPAD money is put in the right place. At Headquarters we were able to ask about records, money or anything we wanted to, and the lead­ ership gave us some very good answers. All in all I can say the Bosuns Recerti­ fication Program is a very good thing for all the members, and I think that I will be better able to inform the mem­ bers aboard the ships. Ravanghn Johnson Seafarer Ravaughn Johnson has been a member of the SIU since 1945,. A native of Alabama, Brother Johnson now makes his home in Houston, Tex. with his wife Louise. Seafarer Johnson, who has been sailing as bosun since 1960, ships out of the port of Houston. I made a list of the subjects that I feel will benefit other members, and I hope that I will be able to pass them on to the others who have not had the oppor­ tunity to go through this program yet. The first five weeks we covered the union movement from the beginning and the SIU from 1939 to the present. We made two trips to Washington. The first trip we were introduced to a num­ ber of congressmen and they explained how the oil bill was being placed on the floor of the House. We left there with a good insight on how SPAD is being spent and what it is being used for. The other trip was to the Transporta­ tion Institute, and We learned not only how to get our bills passed, but also that we must constantly watch out for any­ thing that might be against our inter­ ests. I am proud to be a member of this Union, with a leadership with such fore­ sight to create the Harry Lundeberg School and this program. Seafarers Log �j •..V'-:Wsfv-,', -I'lii. \ . X -C'V "V*'- «j • -J • ; 1^' 11 ... : . A '• ; •• • '..v.! '•* .'^.r^'?.*'- • -r""" • i-' "• >. '' i •M: 7' ' • "o' ' ...lA j ' -G- -. i; •- i ?> y-'.- • --V , Harold Weaver Seafarer Harold "Buck" Weaver has been a member of the SIU since 1951, and has been sailing as bosun since 1962. A native of Mississippi, Brother Weaver now ships out of the port of Houston where he lives with his wife Frances. While at Piney Point our classes vis­ ited Washington, D.C. on two occa­ sions. We took a tour of the Senate and House of Representatives and saw how bills were put forth, passed or rejected on the floor. We were introduc^ to lawmakers from many states who in­ formed us as to the value of pur SPAD donations. They are our only tool to help our friends in winning legislation beneficial to us. Your'involvement by voluntary donations is needed now more than at any time in our Union's history. Our picket line is on Capitol Hill instead of the streets and wharves. Our second, and concluding phase of the Recertification Program was spent at Headquarters. We met various indi­ viduals who have the responsibility of keeping the machinery of the Union, such as records, correspondence and financial dispatch in an efficient, smooth operation. 1 for one was glad to participate. Bosuns John Urzan, John Winn and Al Whitmer (Recertified) (I. to r.) were elected as the special selection committee which will choose the bosuns to participate in the July class of the Recertification Program. The three were elected at a special meeting of bosuns held this month after the general membership meeting in New York. if ^ V /H I toilowing are the names and home ports of the 106 Seafarers^who have AUstatt, John, Houston Koiii8,Peny,NewYoilt Andeison, Alfred, Noxfolk Kitta,Leo,Battimofe Anderson, Edgar, New York ' Lambert, Reidus, New Orleam Aimis, George, New Orleans . Landron, Ntonnel, San Joan Ajanada, AHonso, Baitimofe ^ Lam, Robmt, Puerto KjsM» A1kiBS<ai,lto^ Seattle ^ Lafrq^,J BamliiU,Btaner,Honstmi Lavetoe, Baudoin, lames, Houston Lee, H<nis, Seattle B^vers, Norman, New Orlearks Beeching, Marion, Houston Leyal, Joseph, Pbiladelpliia Berger,DavS^ Norfolk . - i^ Lfeby, Br^Jari^Ni^^ Mackert,itobert,Baltonore , James Gamer Seafarer Jimmie Garner has been a member of the SIU since 1963, and has been sailing as bosun siiice 1969. Bom in Alabama, Brother Garner now re­ sides in Gasden, Ala. He ships out of the port of New Orleans. Since it is about the end of our two months I can say that I have gained a broader vision and a greater knowledge of our Union. Since I have been here 1 have also become more interested in the Union as well. It is very important that we stick together and fight for our rights. I was very impressed with the trip to Washington. I would like to en­ courage all of our members to cooper­ ate and give to SPAD because this is now more important to us than any­ thing else. The Bosuns Recertification Program has helped me in many ways and I have enjoyed it very much. We have been treated very nice, and lots of questions have been cleared up. I would like to thank everyone that has had a part in the program. It wOuld be good id every member could attend. Sc|k^Stonley; am Eran^^ , ^• iTUMfl . McGimiis, Artbor, New Orleans Bouigot, AlHrert,^Mobile Batch, Georgia New Orleans Bmke, G^rge, New Yosk , ? Morris, Edwmd, Jr., Bloirfle Albert Ringoette fNewYmdr; Manod Landron Seafarer Manuel Landron has been a member of the SIU since 1939, and . has been sailing as bosun for the past 14 years. A native of Puerto Rico, Brother Landron makes his home there with his wife Carmen. He ships out of the port of San Juan. " Oarvllle,Rachard,Hoisston fttoisiwi. , Bfewes,Pefer,NewVoik m,Baltimore PeBaB^VickkGjNs v«ni«r, gmitlfe IJW«*Pl.il5iClSCO * I am very happy that I was selected to attend the Bosuns Recertification Program at the Harry Lundeberg iGamer, Jaines, New Otltons School at Piney Point and at Head­ iGianglordano, D©!!3to,P!i!lailel^l!!a quarters. Our group was taken on a tour of the Capitol in Washington, D.C. where we went to see the House of Rep­ IcfewSKwocNd, Pet*y, ^ • resentatives in session. While in tour in iHanback, Burt, New York the Capitol I learned what SPAD IHellman, Karl, Seattle means and what SPAD stands for and iHieks, Donald, New York how wisely it is spent. SPAD means job e * security. At Union Headquarters we observed /Hogge, Elbert, Baltimore different departments in the Union, Homim, Stephen, New York such as claims and welfare, records and the LOG. We also went to the firefight- James, Calvain, New York Jandora, Stanley, New York , ing school and learned how to fight fires and bring them under control. My Jansson,Sv€n, New York group was also taken to the shipyard Johnson, Ravaughn, Houston and observed how a ship is constructed. Kemgood, Morton, Baltimore I urge all my Union brothers to attend the Bosuns Recertification and Upgrad­ mFiandsco ^ > ing Programs at Piney Point. - : lladitdi,T€Baiy, NewOrleans ' lUlm,Ewlag,NewOrfeans. Kiveia, Alfonso, I^rto Rico Self,'ii Selix, Floyd, San Francisco Sheldrake, Peter, Honston Smtifa, Lester, Norfolk Stockmarr,Sven, New York Teti, Frank, New York Thompson, J. Wallace, Wardlaw,: Weaver, Harold, Houston Whltaier, Alan, New York Woods, Malcolm, San J Seafarer Al Ringuette has been in the SIU since 1953, and has shipped out as bosun since 1960. A native of Fall River, Mass., he still makes his home there. Brother Ringuette ships out of the port of San Francisco. Before 1 attended the Bosuns Recer­ tification Pro^am I thought I knew a lot about the Union and how it works. That was until I went to Piney Point^ and Headquarters. The Union educa­ tion course in Piney Point was very in­ teresting and I learned a lot about the history of our Union which I never knew before. As part of the program, we visited Washington twice. One day we visited Congress and spoke to several Con­ gressmen. They showed us who our friends in Washington are and the im­ portance of our support to fight the opposite side. Believe me the only way we as seamen can do that is by SPAD. If we don't contribute, there goes our job security. We also visited the Trans­ portation Institute and saw with our own eyes what an excellent job is being done. Deposit In the SIU Blood Bank- . ^ ^iaragomu Roberto, New York 1974 "v ' It's Your Life 3 •-•il • �-- V 'xv im-. . ' •-.'*., : yi •'Vs'r. "-V'"r Tf Construction Work Starts On Trans-Alaska Pipeline Construction has begun on the $3.5 billicm Trans-Alaska Oil Pipeline pro­ ject, which, when completed, will sp^ nearly 800 miles across the fro^n Alaskan frontier from Prudhoe Bay in Alaska's North Slope to the ice free port of Valdez on the 49th State's southern shore. All legislative roadblocks which had stalled the beginning of work for al­ most three years were finally lifted last August when a bill calling for imme­ diate construct'on of the pipeline was signed into law. The SlU was at the forefront in this legislative battle. When the first phase of the project is completed in mid-1977 the pipeline will initimiy pump 600,000 barrels of crude oil per day. This capacity will significandy increase to two million barrels a day, which is one third of our present .daily foreign oil imports, with the ad­ dition of pumping stations along the pipeline route and increased storage capacity at Valdez, It is estimated that 9.6 billion barrels of oil can be recov­ ered from the North Slope oil fields, the -largest ever discovered in North America. From Valdez, the oil will move by American-flag tanker to refineries on the U.S. West Coast for purification and shipment to other parts of the nation. The project will also oeate the need for conshmction of a new fleet of tank­ ers for our merchant marine, creating thmisands of jobs In onr nation's ship­ yards. Also, because of the legislative strength of the Jones Act, all ships iU" volved in the domestic transport of the Abskau etfl must be American-built, Aineiican-manned vessels, which is the promise of hundreds of new jobs for American seafarers. The greater part <rf the first year in the three-year pipeline construction project will be spent building a 360mile road from the Yukon River to Prudhoe Bay which will be used to move men, supplies and equipment during construcdon. Other construcdon for "this season will include site preparation for a ma­ rine terminal at Valdez and for pump stations along the pipeline loute. The actual pipeline, along with .the terminal and pump stations will be built in the second and third construction seasons. Headquarters Nates X* by SIU Vice President Frank Drozak i t- i FiREFIGHTlNG No one has to tell a Seafarer how dangerous a fire aboard ship can be. It can mean death or serious injury to the entire-crew. Yet many Brothers are not willing to take a simple one-day course that could ,easily mean the difference between life and death. And that is precisely what the course given by the Maritime Administration in Bayonne, N.J. could mean. You will not only learn the various and best techniques for putting out a fire, biit, perhaps more importandy, you will learn that most fires can be extinguished. In other words, you will not be as fearful of a blaze and you will have the knowledge of what to do when confronted with a fire. I cannot stress strongly enough how very im­ portant this one day course is. The June Class schedule is; June 21 and 25. SlW: ,X WAGE BOOST Effective June 16, you will receive a five percent wage boost according to the terms of the three-year collective bargaining agreement signed with our con­ tracted companies in June of 1972. This five percent wage boost brings to 21 percent the amount of wage in­ crease received by Seafarem since 1972. In the first year of the contract, SIU members received an approximate eleven percent wage boost and last year Seafarers got a five percent increase. For work done on weekends and holidays you will also find there is a boost in premium overtime pay rates. FALCON TANKERS As you know, the Navy has taken over the four Falcon tankers and bareboat chartered them to the Military Sealift Command. The Navy has therefore suc­ ceeded in expanding its Military Sealift Command operations at the expense of the private American merchant marine. The SIU was fighting the take-over for months but the Navy seemed deter­ mined to damage this nation's commercial shipping interests. However, the SIU was successful in winning an arbitration ordering the company to pay all its crewmembers for 90 days after the Union was notified of the take-over, which was Mar. 13. This Union wUl continue to oppose the Navy in any of its attempts to take over privately manned American merchant vessels. More than 9,000 workers are ex­ pected to be involved in this season's construction which will increase to 14,200 during the peak construction period next year, and then taper off to 10,600 in the third year. Headquarters has n , __ To date, several hundred pieces of heavy equipment have been put into service, and sections of 48-inch dia­ meter pipe, which had been stockpiled in Valdez, are beginning to move to storage sites south of the Yukon River. mmilabfe, membe^; 0^ inquiries as to the requfrem^ls ttf SlU the" c^ew.-'' may •, be i^qpucd; tv -drive mrews to dri kmgshoi® « winches for handling ca^ or may be occasions. Two sections of the.SIU's Standard Freightship Agreement outline the work requirements of the crew in this matter. The tot, 4^^ SkNdioii 10(a), States: "Members of all departments shtdl perform iho j^es^ ^ntinuance of tire operations of the vessel as set f<^ this agreement, Necessary Vrork shall include the ptepararion and ^uri of cargo gear and die preparation of cargo holds for the ^'loading dr-discharging;^^^^ The second, Artide II Section 32, fardter darMies the matter. If states: V'-In those ports where there are no required to handle cargo. For such work, crewmembers shaJl be paid by using the various group® as defined by the Shipping Rules, 3, Depart­ Rules. Sectkm 3. Denart' ments and Groups, to d^rmine theiir applicable rate. *'On tankto wlijkai am when crewmembers are Tequired to ur fasten butterwoilh plate nuts remove the butterwoith plates for the purpose of loarflng or di^arging graih caurgo, they entided to cpnppensation as provided for in thls.s^tioiiv so cotfe strued as tp be appUeablfa to ahy-wOT| where longshoremen are pot availabl| dne to labor trouble.'' i V SABINE TANKERS ORGANIZING DRIVE ' The NLRB is currently considering holding hearings to determine whethor or not the certification election which was held in February 1974 should be over­ turned. While it is still too early to predict a decision in favor of the SIU, we feel that the Board's ruling to fully review our charges of unfair labor practice against Sabine Tankers is a step in the right direction. Although we would like early hearings, it appears that further action by the Federal Government will not be forthcoming in the near future. In the meantime, we will continue our efforts in maintaining contact with the unlicensed seamen aboard Sabine's vessels. ^ ^ NAVY TANKERS .Ck>nceming the nine new Navy Tankers which are being built to replace the T-2's now in service, some new developments have occurred which we are currently investigating. Although Falcon Carriers was the low bidder, the Navy wants to give .tfie contracts to Marine Transport Lines. We are currently investigating "why Falcon was not allocated the ships as the low bidder. BOSUNS RECERTIFICATION PROGRAM This month we were proud to graduate our eleventh class of recertified bosuns. The Bosuns Recertification Program which began on June 1 of 1973 has proved to be a resounding success. With this group of 12 bosuns, we will now have 106 Seafarers who have been recertified through the two-month program. Each month, we are placing aboard our ships more and more Seafarers who have up-to-date knowledge about the modem ships of today and up-to-date knowledge on the Union and how it works. These men have become well acquainted with the many issues of vital im­ portance to the job security of Seafarers, such as the Energy Transportation Security Act, formerly known as the Oil Import Quota BilL Because these recertified bosuns have become familiar with the new ships, the Union and other important areas affecting your livelihood, they can better serve each and every member of the SIU when they go back aboard ship. Again, I want to'congratulate the 12 bosuns who graduated this month and wish them the best of luck as they return to their ships. They are: John Cisiecld, "Blackie" Ferrera, Jimmie Gamer, Bobby Gillain, Ravaughn Johnson, Manuel Lqndron, Vemer Pouisen, Albert Ringuette, Roi^rt $chwarz, James Thomp­ son, Harold Weaver and Robert Zaragoza. "A" SENIORITY UPGRADING Another program which also helps not only those involved but the entire membership by giving them abetter trained, better informed man aboard ship, is the-"A" Seniority Upgrading Program. This month we were happy to graduate six Seafarers from this one-month program. They are: Robert Garcia, Raul Gotay, Richard Hutchinson, Nikolaos Paloumbis, Dimitrios Papageorgiou and Hans Zukier. They bring to 94 the number of Seafarers who have successfully completed the progrt^ which consists of two weeks at the Lundeberg School of Seaman­ ship in Piney Point and two we^ks here ad Headquarters. I would encourage all our members who are eligible to advantage of this prc^am. It spells job security for you. �"v. A, C'^^K'' ' •;••••:>-^/^^ • ' -• • Vi-' Jones Act -5 . . i' ij * WMhington Activities By B. Rocker oa Import BiB 'S. . • Legislative action on the Oil Import Bill (Energy Transportation Security Act) is moving full speed ahead in Congress—and is picking up widespread support from the AFT-CIO aflOliates in all parts of the nation. On May 30, SIU President Paul was the wrap-up speaker as die Senate Commerce Committee ended hearingis on the bill. President Hall closed out the Congressional hearings with a stinging indictment against the giant oil con­ glomerates for their callous indifference to what he called "the human element" in this issue—the American seamen and others who Will benefit from jobs, and all Americans who would be rid of the price gougings and energy supply short­ ages created by the uncontrolled practices of American-owned foreign oil interests. • Legislative support for the oil bill is also steaming full ahead, fired up by the AFL-CIO, the Maritime Trades Department, and AFL-CIO state and local centi.:! bodies. On May 28, AFL-CIO President George Meany sent a detailed letter to all members pf the Senate Commerce Committee urging Con- • gressional support for the bill. Letters and telegrams are also being sent by AFL-CIO unions and their members to Senators in every state in the union. • The AFL-CIO Ad Hoc Commihee on Maritime Industry Problems—set up by President Meany in April—met with Legislative representatives from affiliates of the Maritime Trades Department on May 28. MTD Administrator Bill Moody outlined the progress of the bill in Congress, and MTD President Hall chaired the meeting and called for a "united front" iii securing passage of the oil bill. The MTD represents more than 7 million members throughout the nation. The legislative representatives pledged full cooperation and support for the oil import bill. The SIU Washington staff remains alert to the continued attacks on the Jones Act by the giant oil interests, the farm lobbies, and the "flag of convenience" operators. Repeated attacks on the Jones Act—^which is the American sea­ men's job security in the coastwise andintercoastal trade—have been overcome throng the efforts of our staff in Washington. The latest attempt to by-pass the Act was made in an effort to bring in foreign-flag vessels to move anhydrous ammonia from Alaska to the West Coast Protecting domestic shipping for U.S.-flag ships and American seamen through the safeguards of the Jones Act will become increasingly important when oil from the North Slope of Alaska begins to arrive for shipment at the port of Valdez. Deepwater Ports The long-delayed Deepwater Port bill passed the House of Representatives by an overwhelming majority—318 to 9..The bill, H.R. 10701, clears the way for construction of deepwater tanker terminals on U.S. coasts. The bill would permit the start of deepwater construction of offshore ports which could handle vessels of 265,000 dwt or more—^which are now being built in American ship­ yards. These ships and the deepwater terminals will make the U.S.-flag fleet more competitive in the world shipping market. The bill now goes to the Senate, where a special subcommittee is drafting its own version. Firefighting Training A bill to provide specialized firefighting training to merchant seamen is nearing final passage in the Congress. The bill, which has received the support of the Maritime Administration, would establish a U.S. Fire Academy to train seamen and dockworkers in techniques to effectively handle fires aboard Amer­ ican-flag ships—particularly tankers, LNG/LPGwessels and other carriers of highly explosive cargoes. Merehant Marine and Fisheries Committee An attempt to ground the effectiveness of the House Merchant Marine and Fisheries Committee is being vigorously opposed by the SIU. A House resolu­ tion to restructure the committee by scattering some of its important functions to other House committees has been referred by the Democratic Caucus to a Conunittee on Review which will report back to the Democratic Caucus in the House on July 17. An earUer attempt to abolish the committee was defeated after strong opposition by the SIU. : rfi Merchant Marine Act of 1970 The Senate Commerce Subcommittee for Mechant Marine held hearings on May 15 on a bill to authorize the Maritime Administration budget for ship construction and operating subsidies under provisions of the Merchant Marine Act of 1970. The $562.9 milhon budget for fiscal 1975 includes funds for research and development of new ship designs as well as construction and oper­ ating subsidies for tankers, LASH and OBO carriers. Great Lakes vessels and containerships. I 'i';' Pension Legislatioii A House and Senate Conference Committee is meeting on two bills which would regulate privately-funded industry pension plans. The SIU is watching the progress of this conference to make certain that the rights of Seafarers under the SIU Pension Plan are safeguarded and that all benefits for SIU mem­ bers remain secure. Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. '• S''?! T|.4 . Seamanship Trophy, Part of Maritime Day in New York r ir-' -••• i! Ai ' National Maritime Day was celebrated May 22. and as part of the festivities in the port of New York there was a water display from a fireboat moving up the East River under the Brooklyn Bridge. During the various ceremonies held on that day. the New York City fireboat Firefighter was awarded the 1974 American Merchant. Marine Seamanship Trophy. The Seamanship Trophy was established in 1962 to honor deeds exemplifying distinguished seamanship and profes­ sional competence by U.S. citizens serving aboard a U,S. vessel. The Firefighter yras awarded for her gallant response to the mammoth fire which resulted from the collision of the container vessel Sea Witch and tanker Esse Brussels under the Verrazano Bridge in June. 1973. Accepting the award from Thomas A. King, (center). Eastern region director of the Maritime Administration Is Lieutenant James F. McKenna, commander of the fireboat. Pilot Matthew T. Fitzsimmons (far right) looks on. SIU President Paul Hail was among the members of the Select Committee which reviewed nominations for the trophy. JiiiielS74 ''I f-i'rfi- ��mm • /. Boston Committee Ultramar Committee • ' - )tr0- 'I Recertified Bosun Chuck D'Amico, front second from right, is on his first ship, the Boston since recently completing the two-month Bosun Recertification Program. The Boston paid off at the Sea-Land docks in Port Elizabeth, N.J. on May 2. Ship's committee members are, standing front from the left: James Keno, secretary-reporter; John Atherton, educational director; John Wright, engine delegate; D'Amico, ship's chairman, and Manuel Sanchez, deck dele­ gate. "A" Seniority Upgrader Charlie Humason, standing rear center, accom­ panied SID Patrolman Dave Quinones, rear ri^ht, on the ship's payoff. James Committee Recertified Bosun Barney Swearingen, standing second from right, partici­ pated in the March Class of the Bosun Recertification Program and is now aboard the Ultramar. Photo was taken during a visit to the Ultramar in the port of Jacksonville, Fla, The Ultramar is the largest ship to ever enter Jacksonville. Committee members, standing from the left are: Pat Rogers, educational director; Carroll Boudreaux, engine delegate; Swearingen, ship's chairman, and Joseph Pitetta secretary-reporter. Kneeling front from the left are: Frank Campbell, steward delegate, and Arthur Longuet, deck delegate. Walter Rice Committee The SiU-manned cargo ship James paid off in the port of Bayonne, N.J. on May 13 after a run to the Far East. Ship's committee members agreed it was a good voyage and a good crew. They are, from the left: P. H. Rose, deck dele­ gate; Lyie Clevenger, educational director; Robert Rowe, steward delegate, and A. Dimitropoulos, engine delegate. Portland Committee The SIU manned Walter Rice tied up in the port of Longview, Wash, recently to pick up some cargo. The ship's committee noted that the entire Walter Rice crew worked well together with fine cooperation in all departments. The com­ mittee members are, from the left: Perry Ellis, educational director; W. C. Byrd, ship's chairman; Clarence Smith, steward delegate, and Bill Verzone, engine delegate. Educational Director Ellis used some of the money in the ship's fund to purchase puzzles and other games for the use of the crew during off hours. Suamico Committee Recertified Bosun Frank Teti, second from right, a participant in the Bosun Recertification Program during the months of December and January, is now sailing bosun aboard the coiitainorship Portland which paid off on May 1 in Port Elizabeth, N.J. Ship's committee members are, from the left: George Paul John, steward delegate; Juan Cruz, secretary-repprler; F. Teti, ship's chair­ man, and Ed Boles, deck delegate. The Portland, originally buiit in 1945 by the Kaiser Co. in Richmond, Calif., was converted for container carriage in 1968. The 497-foot long vessel is capable of carrying 360 containers. She is on a coastwise run. June 1974 The SlU-manned Suamico, operated by Hudson Waterways, paid off recently in the port of Portland, Ore. The ship's committee, along with Seattle Port Agent Harvey Mesford, standing rear, gathered topside for a photo after a smooth payoff. Committee members are, from the left: Don White, educational director: J. Buchanan, steward delegate; C. Canales, ship's chairman; L. Ben­ nett, secretary-reporter, and R. Crockrell, deck delegate. Page n �J ASHORE Seafarer Garner Believes In Training and Upgrading / New York Two SlU-contracted companies were among the shipping firms that awarded prizes to the 17 contest winners in the 1974 Harold Harding Memorial National Maritime Essay competition sponsored by U.S. Propeller Clubs throughout the country, it was announced here recently. The 39-year-old contest marked the observance of Maritime Day on May 22. Delta Steamship Lines of New Orleans gave a free cruise to South America to high school student R. Thomas Morgan of Gallipolis, Ohio for his essay on the importance of the maritime industry. Sea-Land Service, Inc. of Elizabeth, N.J. gave a $100. U.S. Savings Bond to Horacio Mourino of Ponce, Puerto Rico. Final decision on the best of the 17 essays will be made this month. n• Galveston - Maritime Day was marked here with a dinner and a program at a local hotd with the Propeller Club, the Galveston-Texas City TrafiSc Qub and the Gal­ veston Chamber of Commerce in attendance. Seattle A Miss Maritime Day queen and her court, employes of the port and a steam­ ship firm here, reigned over National Maritime Week celebrations from May 19 to26. The festivities were highlighted by seamen's memorial services off Pier 56. Ship models and nautical gear were on display during the week in several store windows. Open house was held on vessels at Pier 5 on the downtown waterfront. Baltimore Grand prize winner out of 10,000 entrants in the annual "Ship American" national maritime poster contest was a 17-year old girl high school senior here. She got $500 for her achievement. Savannah SlU-contracted Waterman Steamship Co. has added this port as a calling point for its ships on the Far East run. Two C-4 Mariners will eat the anchor there bimonthly with the breakbulk SS Thomas Jefferson calling Jime 24 with containers, tanks and refrigerated cargo. Piney Point Owners and representatives of the towing industry met here May 29 to May 30 in an Advisory Meeting on Towing Industry Education. They reviewed the Harry Lundeberg School of Seamanship curriculum, approved new courses and held a critique on the future goals of education in the towing industry. Louisville The LllW-contracted paddlewheeler, the Delta Queen of Cincinnati won the 11th annual Great Ohio River Steamboat Race May 1 steaming undCr the Clark Memorial Bridge 10 lengths in front of the Belle of Louisville. Arriving in time for the Kentucky Derby festivities, the Delta Queen has won the steamboat race six times and the Belle of Louisville five times. San Francisco National Maritime Week got underway here May 19 in the Bay with the annual 10-man whaleboat race sponsored by the local steamship companies. On Maritime Day the SIUNA-aflBliated Marine Cooks and Stewards Union held seamen's memorial services in the morning on the schooner C. A. Thayer moored at Maritime State Park on Hyde St. Pier near Fisherman's Wharf. After taps and a rifle volley, floral wreaAs were cast on the outgoing tide at the Golden Gate from a U.S. Coast Guard cutter. Seafarer Jimmie Gamer is a profes­ sional who has a firm belief in the value of the training and upgrading programs of the SIU—and he has cUmbed the ladder from ordinary seaman to ableseaman, bosun and quartermaster through the Union's career advance­ ment programs. Seafarer Gamer was 22 and working as an assistant civU engineer for the state of Alabama when he happened to meet some SIU seamen at the Mardi Gras in New Orleans in 1963. From that chance meeting came a desire to go to sea. He went to the SIU hall and was advised that the best way to begin was to attend the Andrew Fumseth Train­ ing School—the foremnner of the SIU's Harry Lundeberg School of Seaman­ ship. After attending the AFTS in New Orleans and Houston for 60 days, he boarded his first ship—the S.S. Hudson (Oriental Steamship Co., now Ogden Marine)—for a 28-day trip to Calcut­ ta. His next trip was as dayman on the S.S. Madcat (Waterman Steamship Co.) and he continued sailing with Waterman through 1966. During that time. Seafarer Garner achieved an ableseaman endorsement through study ma­ terials supplied to him by the AFTS training facUity in New Orleans. In 1969 he took his first bosun's berth on the S.S. Steel Architect (Isth­ mian Lines) and the same year he achieved his full "A" book through the SIU's seniority upgrading program. Seafarer Gamer has sailed steady as bosun and in the past 11 years he has accumulated more than seven year's day-for-day seatime. This month. Sea­ farer Garner, who at the age of 33 is the youngest bosun in the SIU, completed the SIU Bosun Recertification Program. His success story — made possible largely through the training and up­ grading programs of the SIU — has made Seadarer Garner a firm believer in the opportunities the programs provide. Commenting on the training programs SeaSsaer Jim Gamer for young men coming into the indus­ try, he said: "It's the best thing that ever hap­ pened to this Union. These young guys mean not only that we have a stability and future for our Union but also that we will have security in our pension program in the years ahead." Speaking of the various upgrading programs. Seafarer Garner said: "If a man had to pay for this kind of training very few of us would be. able to make it. It's all there at Pincy Point for anyone who wants to make it. All you have to do is to be willing to try and the school will work with you all the way." What are Seafarer Garner's plans for the future? "I'm looking to get a bosun's job on one of the Waterman LASH sWps. I also plan to go back to Piney Point for training on the new LNG/LPG ships because I believe that these new ships are the future of our Union and we should all be prepared to handle this new equipment better than any other seamen in the world." The Walter Rice Crew Plays Two Benefit Games Oakland, Calif. This SIU port had a cargo upswing last year moving 7.2 million tons, 5.4 million tons being containerized. In 1962 the port moved 2.5 million tons of containers in its first year of container operations. •'r.''' -' . >T1V' • Inchon, Korea The SlU-eontracted Sea-Land Service, Inc. will now call at this port near Seoul. ' Construction of the harbor's deep water^tidal basin begun in 1969 has just been completed. The company's S-L 7 container fleet will call at the port weekly from Hong Kong, Yokohama, Kobe and the U.S. West Coast. Charleston, S.C. Seatrain Lines, Inc. hopes to get more container traffic here after enlarging its facilities and building a new terminal. In the last nine months, Seatrain has handled 372,000 tons of cargo in the port, almost two-thirds for export. SIU member M. Zepeda,, second from left, holds trophy presented the Walter Rice crew"for "International Good Will;" In a wonderful display of the "broth­ erhood of man", the crew of the SIUcontracted Walter Rice got together a basketball team and played two benefit games against a local squad from the town of Corral, Chile for the poor chil­ dren of that area. All proceeds from the games wsnt to the children's Christmas Fund. The of­ ficers and crew of the Walter Rice also donated eenerouslv to the fund. P Page 12 • The contests took place just prior to the Christmas holidays while the Walter Rice was in port. The Seafarers tried to keep the games close in an effort to hold fan interest at a peak, but in the process managed to lose both games. In appreciation for their contribu­ tion, the Mayor of Corral presented the Walter Rice crew with an award for "International Good Wilk" Seafarers Log ri':. .r'-; - •'- • „ �•'m- Cities Serviceinterstate May Merge Cities Service Co. and the Interstate Group of Companies, both SlU-contracted companies, have reached an agreement to combine their marine operations. The merger is subject to a number of conditions, including a favor­ able ruling by the Internal Revenue Service. The new company, which will be known as lOT Corp., wiU bring together Interstate's fleet of tugs and barges and the deepwater tanker operations of Cities Service. Interstate is a privately owned Philadelphia-based group of ma­ rine oil transportation companies. Cities Service marine division is Cities Service Tankers Corp., New York, a whollyowned subsidiary of the oil company. When combined the new organization will have a fleet of 22 tugs, 42 barges and 14 ocean-going tankers. Five tugs and six barges are on order and will be delivered between now and 1976. Also on order are three very-large crude carriere, each in the 261,000 dwt class. Adrian S. Hooper, presently board chairman of Interstate, will be chairman of the board, president and chief execu­ tive officer of lOT. Corporate head­ quarters will be in Philadelphia. Meeting Informs Crew 1 AT SEA SS Stonewall Jackson Launched only last December in New Orleans, this SlU-manned Waterman LASH ship sailed June 5 from the Gulf to Port Sudan on the Red Sea. The 20,000-ton tanker carried 2,000 tons of wheat in 11 of her lighters. 55 Mobile Up in a Seattle drydock last month, this Alaska vanship was a rare sight that far south. Drydock work entailed bottom welding and the tightening of rivets loosened by Alaskan ice packs. 55 Mohawk Arriving in Saigon this week from the Gulf is the SS Mohawk (Ogden Ma­ rine) carrying 14,000 tons of rice bags destined for the Khmer Republic formerly known as Cambodia. 55 Bienville This Sea-Land containership carrying a military cargo made her first call at the port of Inchon, Korea, May 10. The 226-container ship used her own shipboard cranes as a shore crane won't be available until August. 55 New Orleans A fifth containership, the SS New Orleans (Sea-Land) was added to the firm's Seattle to Alaska run. Now three instead of two Sea-Land eontainerships will make the weekly run. 55 Overseas Alice Ship's skipper, Capt. Albert Johnston reports that the SlU-eontraeted tank­ er's refueling exercise in the Pacific with a Navy vessel recently was "mo#k com­ mendable," according to the U.S. Navy command. Last month the Overseas Alice (Maritime Overseas) docked in Sasebo, Japan. Earlier, the SIU crew thanked Chief Steward E. R. Perry and the steward department for an excellent Easter feast of Virginia baked ham and the fixings displayed in an attractive, mimeographed menu and served on clean, white linen. Above, crewmembers on the Transoregon (Seatrain) hold shipboard meeting at ship's payoff May 21 in Weehawken, N.J., after a coastwise run to Puerto Rico. The SlU's legislative activities were discussed, and the crew was brought up-to-date on current issues before the Congress and the problems facing the maritime industry. Below, the transoregon's ship's committee gathered for picture. They are (from I. to r.): R. Carabailo, steward delegate: Gene Greaux, deck delegate; Recertified Bosun Gaetano Mattioli, ship's chairman, and David Able, engine delegate. 55 Falcon Lady Recertified Bosun Edward Morris, Jr. of Mobile writes that the taiiker's Chief Mate N. Gullo was asphyxiated in one of the ship's tanks and died on the way to Yokosuka, Japan. A bouquet of flowers and sympathy cards were sent to his family. The master's wife, Mrs. F. Liberty had to leave the vessel because of illness. A box of candy and get well cards were sent to her at the hospital. On docking in San Francisco, the ship was taken over by the Military Sealift Conunand. 55 Iberville Fireman-watertender Frederick J. Dukes aboard this SlU-contracted Water­ man ship was hospitalized in Saigon recently. 55 Alex Stephens Another Waterman vessel had Seafarer-writer Charley A. Bortz of Hellertown, Pa. aboard acting as deck delegate on the voyage from Durban, South Africa to Savannah. Bortz has written a few stories for the Seafarers LOG on his trips to Russia on an SlU-contracted grain-oil tanker and on his impressions sailing aboard an S-L 7 containership to Europe. Bosun A. Antoniou said the crew donated surplus ship's fund money to a children's hospital. All of the SIU crew voted thanks to Messman Jose Vargas for good service. 55 Seattle High School Diploma Continued from Page 5 1952 when he began servicing the New York waterfront as a Union patrolman. In 1959, he became port agent in Chicago and is responsible for organiz­ ing the Greater Chicago and Vicinity Port Council of the Maritime Trades Department. Presently, he is working on organiz­ ing companies for the SIU-afiBliated In­ land Boatmen's Union in the States of Missouri, Kentucky, Tennessee, Arkan­ sas and Oklahoma. The father of eight—^five girls and three boys ranging in age from 10 to 29 —Scottie ^ways impressed on his chil­ dren the importance of education, but "never really thought about my own." June 1974 "It's unfortunate," he notes, "that many of our members, because of cir­ cumstances were never able to get their diplomas." "But now, the Union offers a real opportunity for high school equiva­ lency, and our members should seri­ ously think about taking part in it," he stat^. Brother Aubusson recalls "when I first entered the GED program I didn't know how it would turn out. But I had to prove to myself that I could pass the exam, and when I did I felt a great deal of personal satisfaction." Complete infqnnation and applica^tion for the Lundeberg School's GED equivalency program can be found on page 26 of this issue of the LOG. "Being an original member of the Union," Reporter-Secretary E. B. Tart reminded his SIU shipmates of what "we went through in the old days on these ships." He pointed out that because "we have lost the Falcon tankers to the MSC, we should buy as many SPAD tickets as we can afford. For as they say," he emphasized, "POLITICS IS PORKCHOPS." .• /•%•. '5 Page 13 . 4' �¥ .s y'i it• -i *1 tr • J'. I; 4 ' n ' I • i.rV,- T:. 'iL - .H •? -•'= {' IrtelliJJ 1 } ii ' 11^ 'McDonald, and Jeff Lutz. standing is course Instmctorpl^d^^^^^'^le^an^er Martinez, jim Fonvllle, Randy aM dJIipmri"® »^®"ell Neiuelir^ John Griffith htt the looks wfiile studying for tfieir Junior Engineer enaorsement. one of the endorsements required for the QMED rating. Training and Upgrading to Meet the Needs of the Future llie U^. maritiine industry Is a rapidly and radically changing one. As tte older ships of our merchant marine are taken out of service, they are being replaced by new, highly automated, highly technical vessels such as the liquid natural gas carrier, the ore/bulk/ofl carrier, the LASH contamershlp-baige carrier, and the supertanker. And, just as rapidly as the ships of our merchant marine change, the skills to efficiently and safely man thei|i also change. To meet the manning needs of the' near future — and to protect the job security of our members, the SIU's Hai ry Lundeberg School^ In conjunction with the Coast Guard, has developed comprehensive career advancement programs which enable a Seafarer to ipgrade to the top of his particular department In a relatively few years. The photos shown on these two pa;es outline. In particular, the many opportunities offered by the Lundeben School for engine room personnel. Upon entering the Lundeberg School a young man learns during his basic entry engine room training period the ( uties of a wiper. After accumulating the necessary ieatime requirements, he can then upgrade to fireman, oiler, watertender— and from there can get the necessary endorsements for the Increasingly impo tant QMED rating. While achieving his QlVffiD rating, a Seaforer can get a welding endorsement, and Is eligible to participate m the new LNG training program. These programs are open ®Pen to all eUgible SlU members members and and Seafarers Seafarers should should ! s'" >•'- HI OJ I -% i Upgrader Craig Spencer works in thd Lupdeberg School's engine room as pan of h,s on-the-job training for — ^ W.OUB O • ' ' .-Ir 'A, y',- ' > " VlMJUIg Seafarers ke fnll advnnfaoA «kam : . .. » Photos of control board of an LNG carrier with^inQtm^f"^?'^' ^'^antage of them. They are an insurance of job swurlty for the Seafarer Nikolaos Saslos recently course is necessar? for all Sea^rers wha ^ "ember and they mean higher paying, more responsible jobs abomd ship. ^ completed his QMED course at the LNG carrier. P aboard an SlU-contracted Complete details and requirements for all of the Lundeberg School's proLarry Allen, left, and Bob Prentice study the makeup of heat exchanger Lundeberg School and stayed on to Sfams can be found on pages 26 and 27 of this Issue. wh^e^^rticipating in the Lundeberg School's LNG program for engine department get welding endorsement. Here, he I. n u i. •J-••I'!•' l-^K' fec---'Pt«p..l t-'. • row, frontto rear are: Charles Dahlhaui, Bob Prentice, and Urr^ Allen sSidIng "Tnsructor Lee DIML?®'" a Larry Alien, standing is Instructor Lee DeMasters. "-S" ""isfit, ©ration unit while working for^ED^ " : ••4^'L .. I '•*n< iiwiiiiaaiiiiM _ -'ii •* ' ' 1 , J r < « 1 ^ ij ' I ^ ^ . 's , ' 4. ^ « on refrigeration problems during classroom instruction. important for manning needs aboard the new high techpoioS^ and Dayid Cameron study refng- ^ . f _ s • fageiS • > . •. . ' J r -J"'''- '•e '* V f• /• 1 �m S»»a!»«SI«!OMBSIW»«r«f •'.^ -• Sv'k ' W- • *• • Admires SlU's fffQitS I am not a member of the SIU, but being a charter boat P captain J come into contact with a lot of people who make their living on the water, many of whom are SIU men. . X can't help admiring your untiring efforts in saving our USPHS system and keeping the Jones Act in force. I also admire your continuing fight to use more American ships to import foreign oil—and this is one fight all of us can join by sending letters, to our Senators and Representatives. To this goal let every onp strive to do their best. Sincerely, Eddy Davis IMItimore, Md. -X -1 •, Unity For a Strong U.S. Fleet Maritime Labor is moving in a posi­ tive directon toward resolving the prob­ lems that have frustrated the vitality and growth of this nation's maritime industry for many years. A significant step for­ ward was made last month when AFLCIO President George Meany estab­ lished the AFL-CIO Ad Hoc Committee on Maritime Industry Problems. (See Special Supplement in this issue of LOG.) How meaningful that first step will be and how far we will travel on the road to achieve that stability which will foster the growth of a strong and competitive U.S.-flag fleet is going to depend upon the understanding, good faith and deter­ mination of all miaritime labor organiza­ tions. A promising beginning was made on May 28 when maritime labor— joined by other AFL-CIO organizations -united in a cooperative effort to work together for passage of the Energy Transportation Security Act. But, we must move beyond an effort to achieve an immediate goal. We must probe to the causes of the ills of our in­ dustry and find the cure that will make it viable and competitive. Understanding will be the key to achieving our long-range objectives. Recognizing our mutual concerns vrill stimulate a determination to unite in an uncompromising effort to achieve a dur­ able solution to the problems and chal­ lenges that confront the maritime indus­ try and all of its labor organiztations. The problems and challenges are many. They involve our relationship with each other and, in the larger sense, they concern our joint responsibilities to the industry. There afe the challenges that directly affect our jobs and job security. These are the challenges of a rapidly advancing technology which demands new training. There is the challenge of cooperation be­ tween maritime labor and the industry to increase productivity— while protecting liili IM'i Ffaises Welfare Plan I wish to thank the Seafarers Welfare Plan for the fine and ; qitick financial response I received for the time my wife was V' iOnfined in a hospital. I am glad to belong to an organization jobs, wages and working conditions—^to make the U.S.-flag fleet competitive in the world market. There is the challenge of achieving greater stability in labor-management relations which will bring increased de­ pendability on our nation's merchant marine. We have in recent years made major strides forward in this area, but more needs to be done. There is the challenge of convincing Congress of the need to adopt a legisla­ tive program that will strengthen the in­ dustry, and of persuading the industry of the need for their cooperation in achiev­ ing our joint legislative goals. Fraternally, tSeorge Palm Manitowoc, Wisc.^ on Pension recently received my first pension check and I want to Isay howmuch I appreciated itj and how happy I am to belong I to such a good'Union. I also appreciate the way the Welfare " " ha.s taken care of my wife's medical bills in the past.' " ; Best of luck, and God bless all my friends in the SIU. Fraternally, George E. Powell Irvlngton, Ala. . ,« There is the challenge of seeking a coordinated government maritime policy which will implement—rather than frus­ trate—^the nation's shipping program. There is the problem of jurisdiction, and the disputes which sap 'the energy that maritime labor must have to achieve greater economic gains and job security for all seafarers. The challenge before us is to work toward our common goals in a spirit of mutual trust and understanding. The regular meetings of the Ad Hoc Com­ mittee, under the auspices of the AFLCIO, will provide the forum to discuss our mutual problems and seek solutions: to our common goals. They will provide us'with the opportunity to plot the broad needs of our industry in terms of labor, management and government—and to chart our cour^ for the future. In charting that course, we must be careful to avoid the shoals of misunder­ standing and jurisdictional conflicts. We must seriously consider whether the an­ swer to the basic problems affecting the maritime industry—^problems which ad­ versely affect the best interests of mari­ time workers—-is the compelling need for mergers between unions in both the unlicensed and licensed areas. hlpmates Took Collection ; ' My mother passed away on May 3 while I was working at sea aboard the Hra4ford Island. The olfic'ers and crew of the ship took up a collection and, , sent flowers. I wish to thank my .shipmates for Ihcii kindness < in a time of sorrow. Sincerely, ...r J. Lee Rogers - y ' '' iune m* Volume XXXW No. 4 Official Publication of Uto Seafararte tntarnatlonal Union of - . AFL-ciQi ; v,;:.'-:.;,,.: iPli North America, Atlantic, Quif, Ukea and Inland VVater^ Otstrict; txecutivo Board Paul Hell, PtdsitSeni , Cai Tanner, Bxscutive Joe DiGlorpio. Secrefafy-rmaswer ' pnnk OiozaK Vice-President , gatl Shepard, Vicff-Prosldsnt tindsey Williams. Vice-President ' Pmi QiozaK Vice-Presldeni Publistfed monUtly by Seafarers Internatlbnal Union, Atlantic, Gulf. Lakes and Inland Waters District. AFt-CIO 675 FoorMr Avenue. Brooklyn, N.Y. 11232. Ti»t.' 499-6600. Second class postage paid at Brooklyn. N.y, . -.^85 _____ ___ I-- Page 16 Seafarers Log J • .. TA i- • u . . „• .Vfc. »r -1'; .1 1,^ i<- r ••s. ' • .U. ;• ' .• ,u A ' • \ / ,Y ' J X �Former HLSS Instructor f ^i - row® , •• Fumes Fell Chief Officer Aboard the Falcon Lady UH1 H' (^* rtsf ,J»»a »• A '^¥fyvV-.>2i Despite the desperate efforts of his shipmates to save him. Chief Officer Nicholas Gullo was overcome by nox­ ious fumes in one of the ship's tanks aboard the Falcon Lady and died at sea on April 14, 1974. The ship's Master, Captain Robert K. Stanley has recommended the entire crew for a Coast Guard commendation for their efforts, with special bravery commendations for Recertified Bosun Edward Morris, Able-seaman Keith Sisk (both SIU members) and Second Assistant Engineer Thomas Golias. like to recommend the entire crew for a commendation." Chief Officer Gullo was extremely well-liked and respected by all who worked with him. In 1969-70, Gullo headed the voca­ tional education program at the Harry Lundeherg School in Piney Point. Working along with the staff of the School, he was instrumental in setting up many of the innovative programs for deck and.engine training for both entry rating trainees and upgraders. - J. •• I-' Union Label Show In Memphis The SlUNA-affiliated United Cannery and Industrial Workers of the Pacific, Los Angeles and Vicinity District, provided one of the 400 exhibits at the 29th Union-Industries Show held in Memphis, Tenn. last month. Union workers showed off their products, skills and services to visitors during the six-day "open house" staged by the AFL-CIO Union Label and Service Trades De­ partment. Standing in front of the Cannery Workers exhibit are (from I. to r.) Steve Edney, president of the union; Russell E. Train, administrator, Environ­ mental-Protection Agency; Richard Walsh, president. Union Label and Serv­ ice Trades Department, and James Searce, deputy director. Federal Media­ tion and Conciliation Service. Transportation Act Continued from Page 3 Merchaiit Marine Act of 1936 in which Congress charged the privately-owned civilian merchant marine with-the de­ fense mission of serving as a "naval and military auxiliary in time of war or na­ tional emergency." Rebuts Oil Company Arguments He strongly rebutted arguments of the major oil companies, which operate third-flag fleets, that these oil compa­ nies had "effective control" over their foreign-flag ships. Hall cited the action of Liberia in banning ships under its registry from carrying arms to the Mid­ dle East as clear evidence of the false­ ness of the "effective control" argument. Hall charged that American-owned multinational oil conglomerates frus­ trated U.S. foreign policy by bowing to the demands of oil-producing Arab na­ tions, and he attacked Aramco for giv­ ing in to the orders of Saudi Arabia to deny fuel to American NATO forces in Europe. In concluding his testimony. Hall re- Get Passports All Seafarers are advised that they should have United States passport books and should carry them with them at all times. Seafarers have encountered problems in some areas of the world because they did not have passports, and the problem seems to be increasing. In addition, many Seafarers have not been able to make flyout jobs to foreign countries be­ cause they lacked passports. A U.S. passport can be secured in any major city in the country. If you need assistance in getting a passport, contact your SIU port agent. minded the Senate Merchant Marine Subcommittee of their "great service rendered to the nation through the adoption of the Merchant Marine Act of 1970 ... which stimulated the neces­ sary first steps toward regaining promi­ nence and stability for the United States on the high seas." Stressing the critical importance of the 1974 Energy Transportation Bill, Hall said: "This legislation ... offers another opportunity to this Committee to pro­ vide leadership in bringing about the enactment of landmark legislation which serves the best interests of the United States." In Support Speaking in support of the Bill, in addition to SIU President Hall, were: William Blackledge, executive vice president, Gulf Oil Trading Co.; Edwin M. Hood, president, Shipbuilders Coun­ cil of America; O. William Moody, ad­ ministrator, AFL-CIO Maritime Trades Department; Alfred Maskin, executive director, American Maritime Associa­ tion; Joseph Kahn, chairman of the board, Seatrain Lines; Jesse Calhoon, president. Marine Engineers Beneficial Association, and Shannon Wall, presi­ dent, National Maritime Union. In Opposition Testifying in opposition were: Philip J. Loree, chairman. Federation of American Controlled Shipping; James W, Kinnear, senior vice president, American Petroleum Institute; Edwin J. Dryer, general counsel. Independent Refiners Association of America; Julius Katz, acting assistant secretary. Bureau of Economic and Business Affairs; John •K. Tabor, under-secretary of com­ merce, Department of Commerce; Duke Ligon, assistant administrator for pol­ icy, planning and regulation. Federal Energy Administration, and John M. Letiche, Department of Economics, University of California. On the day of the tragic incident. Chief Officer Gullo entered the tank wearing a Fresh Air Breathing Appa­ ratus. While in the tank, he encountered trouble with the air hose and tried to make it back topside, but was overcome by the deadly fumes and collapsed. On seeing this. Bosun Morris rushed into the tank without a Breathing Ap­ paratus and reached the chief officer but was forced back by the fumes. Able-seaman Sisk and the second engineer then entered the tank wearing masks and were able to bring Guild topside. Other members of the crew tried to revive him through mouth to mouth resuscitation, but the attempts were all unsuccessful. In his letter to the Coast Guard, Captain Stanley writes, "the entire crew displayed unsurpassed cooperation and effort in the attempt to revive the chief officer ... and for their efforts I would War Bonus Arbitration Is Decided u 5! An impartial arbitrator this month ruled that all claims for the payment of Vietnam War Bonuses prior to Jan. 9, 1974 must be honored, and that such payments after this date are denied. It had been the contention of the Military Sealift Command that they were not required to reimburse steamship companies for war bonus payments after tbe date of July 1, 1973 with the end of the Selective Service Act. However, many companies con­ tinued these payments after the July 1 date and had been refused reim­ bursement by MSG. I 1'; Pensioner on Great Lakes 11 In the port of Frankfort, Mich., Seafarer Alfred Sandow (left) receives check and best wishes from Port Agent Harold Rathbun. Brother Sandow started his sailing career In April, 1941 and ended It as a fireman on the Ann Arbor Rail­ road Carferrles In Frankfort last February. I Change of Address • Or New Subscriber I Editor, * SEAFARERS LOG 675 Fourth Ave., Brooklyn, N. Y. 11232 I would like to receive the SEAFARERS LOG—please put my name on your mailing list. (Prim In/urmation.) I'J NAME ADDRESS CITV STATE ZIP. SIU-IBU members please give: Soc. Sec. # Bk# ./. TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give former address or send mailing label from last issue received. Page 17 June 1974 " 1 S - �«»**«.a<n!i^-!.iM»'w,-a>»wftgii TTI New A Book Members ore Nikolaos Paloninbis Seafarer Nikolaos Paloumbis re­ ceived his QMED endorsement from the Harry Lundeberg School in Novem­ ber, 1973. Brother Paloumbis has been a member of the SIU since 1968. A native of Greece, he now lives in Brooklyn, N.Y. with his wife Diana and their two children. Seafarer Paloumbis ships out of the port of New York. I used to be upset when jobs went to Seafarers who had less seatime than I did. Finally I had the resolution to go to the school for my "A" Seniority Up­ grading. During the time I spent at Piney Point and in New York I have come to understand the operations of the SIU. I learned the need for our SPAD donations and how they are used to help pass bills that are important to the merchant marine. I also learned how they help stop outside interests from destroying the industty. I think every seaman, old and young, should take advantage of all the programs and opportunities offered by the Union to its members. . Six more Seafarers achieved full "A" books throu^ the SIU's Seniority Up­ grading Program this month and toOk the oath of obligation at the general flScinbership meeting in New York. Seniority Upgrading Program ^ was established with the objective of keepihg our membership ptepared for tbe innovations on the new ships beingcoiistructed, thereby maintaining the SU's tradition of providing welltraitted and Qualified Seafarers for all i|S contracted vessels. Its purpose is also Ijl^pur members a bett? hard facts about, contributing to the political fund in order to assure victory on these important pieces of legislation. We engaged in a unique program geared to instruct the membership on just what happens in the offices. One such department was welfare and claims. I also visited the record depart­ ment and the IBM room where any information can be gotten in a few sec­ onds by pressing buttons. So you can clearly see by just attendmg the up­ grading program how the membership can be better informed about the Union and its affairs. standing of our problems and what the best way is to deal with them. The addition of these six Seafarers brings to 94 the number of members who have attained full "A" book statoX siuCcT tliis upgtudiiig pfOgtara Was ini^ tiated last year. On this page, Raul Gotay, Robert Garcia, Nikolaos Paloumbis, Dlraitrio|i Papageprgiou, Hans Zukier and Rich­ ard Hutchinson, Jr. tell in their own words wpat ffie^rograra has meant t^ and the help of politicians in Washing­ ton we can strive to get better and stronger laws for the benefit of the merchant marine. In the program at Piney Point I learned how the Union was founded, all its achievements and how it has prospered in the last few years. Richard Papageor^n Seafarer Dimitrios Papageorgiou has been in the SIU since 1969. He re­ ceived his QMED endorsement from the Harry Lundeberg School in March, 1973. A native of Greece, Brother Papageorgiou now makes his home in Brooklyn, N.Y. He ships out of the port of New York. During my stay at the Harry Lunde­ berg School in Piney Point and at SIU Headquarters in New York as an "A" seniority upgrader, I had lots of time to learn anything I need to know about our Union. That school in Piney Point is one of the best in the nation. If asked about it 1 would recommend it highly. I have been at Piney Point three times, for QMED, lifeboatman and "A" Se­ niority upgrader, and I was very im­ pressed by the facilities and the teaching staff. Hutchinson, Jr. Robert Raol Hans Gotay Znkier Seafarer Hans Zukier has been in the SIU since 1968. He received a FWT endorsement from the Harry Lunde­ berg School in October, 1973, A native of Germany, Brother Zukier now ships out of Philadelphia where he makes his home. During my stay here in the Seniority Upgrading Program I have learned a whole lot more about the SIU. It was really amazing to see just how the organization works. For instance, the day starts out with a meeting, which is attended by Uruon officials, bosuns who are being recertified and seniority upgraders. Here current events concern­ ing welfare, and pension and oil legis­ lation are discussed. We were given the Dimitrios Seafarer Raul Gotay graduated from the Harry Lundeberg School in 1969. A native of Puerto Rico, Brother Gotay now makes his home in Gainesville, Fla. with his wife Ruth and their two children. Seafarer Gotay ships out of the port of New York as steward-cook. The "A" Seniority Upgrading Pro­ gram that the SIU is presenting is an opportunity to see how the Union is working for its members. It gives us the opportunity to see where and how our money is spent. The employees at the offices are very pleasant and cour­ teous, and they are able to answer any questions we may have. I learned where the money for SPAD donations goes and how it works. I be­ lieve that with our SPAD donations Seafarer Richard Hutchinson has been sailing with the SIU since 1969. He received his QMED endorsement from the Harry Lundeberg School this past March. A native of Verona, Ky., he still makes his home there. Brother Hutchinlsoh ships out of San Francisco. During my two stays at Piney Point I was impressed with the openness and frankness of the Union officials in an­ swering all of my questions. Those fel­ lows opened up a whole new insight for me in the understanding of how my Union operates. I am really amazed at the number of personnel involved in the operation of our Union, the break-down into individual departments and the time involved in processing all the paper work received to keep us alive. While at New York as well as Piney Point we were given a background in unionism with great emphasis on the maritime industry unions and the SIU in particular. We were shown in Wash­ ington just what our SPAD contribu­ tions are used for. Garcia Seafarer Robert Garcia has been a member of the SIU since 1969. In 1970 he attended the Harry Lundeberg School and received his AB endorse­ ment. Born in Wdshirigion, D.C., he now lives in San Diego, Calif, with his wife Sharon. Brother Garcia ships out of the port of San Francisco. Spending two weeks at Piney Pqint I got to work and talk with a lot of the upgraders and trainees. I've learned and seen a lot. The young trainee has a great opportunity to get a good start in a good trade. If the trainee has the will to work and learn the trade of a seaman, at Piney Point he is given every chance. I'm grateful for the opportunity I have, through the SIU, to upgrade and better my life, and to see what the Union is doing to secure the future of our shipping industry. Following are the names and departments of 94 Seafarers who) •mm Andxepont, F, J.,^glne Engine Arnold, Moft, Bean, F.L., Deck tt<»uverd, Arthur, Engine teward Blacklok, Richard, Engine Bolen, Timothy, Deck Burke, Lee Roy, Engine Burke, Timothy, Deck Clark, Garrett, Deck Donklin, Kevin, Engine *-» _ vis, VriUiam, ikik lay, John, Engine ins, Wiffiam, Steward : ^erney, Paul, Engine Rirksey. Charles, Engine Gilliam, Robert, Steward Kitfleson, L. Q., lOeck Gotay, Raul, Steward Konetes, Johnnie, Deck Gower, David, Kunc, Lawrence, Deck Graham, Patrick, Deck Rundrat, Joseph, Steward Grimes, M. R., Deck Hart, R^y, Deck Lehmann, ArBiur, Deck Hawker, Patrick, Deck , ^ Lentsch, Robert, Deck Haynes, Blake, Engine , . Lundeman, Lonis, Deck Heick, C^rroD, Deck ^ Makarewkz, Richard, Hnraason, Jon, Deck Manning, Heiuy, Steward Hununerick, James, Jr., Steward Marcos, M. A,, Deck Hutchinson, Richard, Jr., Eng^lne McAndrew, Martin, Eng^i Ivey, D. E., Engine McCabe, John, Engine ^isk, Moore, George, Deck Papageorgiou, Ditttitrios, Parker, Jason, Deck Poletti, Pieraugelo, Deck Reamey, Bert, En^ne Restaino, John, Roback, James, Deck Rodriguez, Charles, £n{ Sabb, Caidwell, Jr., Engine , Robert, Jr., ED ', Alfred, Deck Shaw, Ronald, En^e •^niKh,^.;.p.-E.r$feward. Igell, Gary,Engine S]^, Joseph, Deck Spencer, H. D., Engine •m looter, David, liriabddaj K^ .:'iihoinas,Robert,:Pn Thomas, Timothy, ^ Trafnor, Robert, Deck Utterback, Ijsrry, Deck 'ain, Thomas, Deck Vukuur, George, Deck P'Mkeri'Marvm, EngiheiWllhelm, Mark, Engine Wilson, Richard^Sit^^ Wbote jiin^oit Page 18 Seafarers Log �j:v--#:-!ar--*>*j««»ii«*ru»*.-!'''x-*.. "^j|!^.: - --- -, ..V> I New SIU Pensioners iliiQiiiiado R. Llenos, 65, joined the SIU in 1946 in the port of Phila­ delphia sailing in the steward de­ partment. He had been going to sea for 42 years. Brother Llenos is a na­ tive of the Philippine Islands and is now a resident of Gretna, La. with his wife, Maria. Alfred G. Sandow, 65, joined the Union in the port of Elberta, Mich, in 1953 and sailed in the engine de­ partment. Brother Sandow had sailed for 33 years. He was bom in Frank­ fort, Mich, where he now resides. Acsiclo Perez, 67, joined the Union in 1946 in the port of New York sailing as a chief cook. Brother' Perez had sailed for 52 years. A na­ tive of Puerto Rico, he now resides in Houston. Leonard F. ••Whitey" Lewis, 65. joined the Union in 1938 in the port of New York sailing in the engine department as an electrician. Brother Lewis sailed for 41 years. Bom in New York City, he now resides in San Francisco with his wife, Adla. PHlllam Bract Please contact Iharia Vetter as soon las possible at 8411 Liberty Ave., North (Bergen, N.J. Artmro Marian!, Jr. Please contact as soon as possible iRafael Hernandez at Sea-Land Service, [Ltd., SS Raphael Semmes, GPO Box |531, Hong Kong, B.C.C. Joseph Zeloy Please contact Mrs. Catherine GlideI well as soon as possible at Route 3, Box 194, Gulfport, Miss. 39501. Dimas Rivera, 63, joined the SIU in 1944 in the port of New York sail­ ing as an AB. Brother Rivera had sailed for 46 years. Bom in Puerto Rico, he is now a resident of Phila­ delphia with his wife, Rafaela. James M. Quinn, 67, joined the Union in the port of New York in 1953 sailing in the steward depart- ' ment. Brother Quinn had sailed for 20 years. He was bom in Myersdale,' Ala., and now resides in Nutter Fort, W. Va. Alfonso J. Snries, 56, joined the SIU in 1946 in the port of Baltimore sailing as a bosun. Brother Surles had sailed for 36 years. He is a World War II Navy veteran and was a San Francisco delegate to an SIU Crews Conference Workshop at the Harry Lundeberg School for Sea­ manship at Piney Point, Md. Bom in Orrum, N.C., he now resides in San Francisco. Please contact Mrs. A. J. Babbitt as I soon as possible at 217 Eddy iSt., San (Francisco, Calif. Clifton G. McLellan, 65, joined the SIU in 1948 in the port of San Francisco sailing as an AB. Brother McLellan was bom in Pittsburgh and now resides in Hedgesville, W. Va. George E. Powell, 66, joined the SIU in the port of Mobile in 1957 sailing as a cook. Brother Powell was bom in Dauphin Is., Ala., and now resides in Irvington, Ala. with his wife, Willie Mae. SIU pensioner John J. Rotta, 65, joined the SIU affiliated IBU in the port of Milwaukee in 1961 sailing as a tug lineman for the Great Lakes Towing Co. Brother Rotta is a resi­ dent of Milwaukee with his wife, Mary. RicliardV. Gelling Please contact either your wife in San I Francisco, or your mother in Chicago I as soon as possible. William L. McBride, 59, joined the Union in 1943 in the port of Baltimore sailing as a bosun. Brother McBride had sailed for 34 years. He won an SIU Safety Award in the first half of 1960 aboard the Seatrcun New Jersey. Bom in Missouri, he is now a resident of San Francisco. Francis W. Hall, 66, joined the SlU-affiliated IBU in the port of Duluth in 1962 sailing as a linesmanoiler for the Great Lakes Towing Co. from 1943 to 1974 and the Ze­ nith Dredge Co. from 1942 to 1943. His son, Francis also sails for the Great Lakes Towing Co. in Duluth. Brother Hall was bom in Bayfield, Wise., and is now a resident of South Range, Wise, with his wife, Marie and two other sons, Mark and Michael. Hendrick J. Swartjes, 64, joined the Union in 1946 in the port of New York sailing as a bosun. Brother Swartjes had sailed for 43 years. A native of The Netherlands, he now resides in Teaneck, N.J. Apr.25-May22,1974 Number MONTH TO DATE SEAFARERS WELFARE PLAN FLTGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood. Transfusions Optical . .:. Amoimt YEAR TO DATE YEAR ID DATE 64,842.42 399.00 519.00 117.15 319.00 52,304.00 — 4,786.99 1,876.70 $ 212,465.42 4,229.00 5,502.00 11,498.61 2,043.00 302,936.00 - 2,561.40 25,685.07 7,170.10 74 4,229 1,834 75 19 37,867 9 1,131 142 442 58 114 2,142 336 615 115 15 792 95,863.89 2,245.52 14,447.20 4,269.75 26.00 3,508.54 441,944.41 10,370.24 78,067.35 29,959.75 1,117.15 16,873.33 56 750 593 68 236 4 14 3 , 7,291 21,949.30 28,615.07 5,645.86 1,554.50 1,192.22 60.00 456.02 17,784.60 163,000.00 135,663.99 23,209.07 9,417.25 6,062.09 305.75 3,926.20 578.54 54,531.40 59 5,303.45 20,272.10 y $ MONTH TO DATE 21 399 173 4 6 6,538 —> 218 20 1 172 PENSIONERS & DEPENDENTS W.T.Byrd Please contact Mr. Thomas S. Harte I as soon as possible at 68 Post St., San (Francisco, Calif. 94104. William C.Lance Please contact as soon as possible Miss Shepard of the Barrett Convales­ cent Hospital, 1625 Denton Ave., Hayward, Calif. JohnLaszlo Please contact Mrs. Mafalda Ciottj. as soon as possible at 616 W. Court St., Ithaca, N.Y. 14850. Freddie D.Wilklson Please contact Mr. Benjamin Nessanbaum as soon as possible at 586 Broadway, Bayonne, N.J. 07002. ^ Hospital & Hospital Extras Doctors' Visits & Other Medical,Expenses ... Surgical 8 139 117 13 1 Blood Transfusions Supplemental Medicare Premiums ........ — 1,862 SCHOLARSHIP PROGRAM, t. TOTALS Total Seafarers Welfare Plan ............ Total Seafarers Pension Plan ............ Total Seafarers Vacation Plan Total Seafarers Welfare, Pension & Vacation 10,385 2,196 830 : 13,411 58,469 8,787 5,428 72,684 328,086.18 1,569,389.22 521,679.00 2,116,099.50 425,283.72 ' 2,988,376.61 $1,275,048.90 $6,673,865.33 Page 19 June 1974 • '-'i- ''MM'''- "I t }:'jx M M:M. ;. j •t ir: i t i ; Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid ^ Ml > �. "••' • yT -. " /v ''•!.. : • ''. •".v.:*.': '• Digestitf SlU BROOKLYN (Sea-Land Service), April 21—Chairman N. Bechlivanis; Secretary F. CarmichaeU Educational Director O' Stores; Deck Delegate E. Warren; ^gine Delegate M. Valentin. No disputed OT. Everything running smoothly. TRANSINDIANA (Seatrain), Aprfl 21—Chairman A. Hanstvedt; Secretary Cau^; Engine Delegate Frank Camara. No diluted OT. All communi­ cations posted. Everything running smoothly. Observed one minute of sQence in memory of our departed brothers. ALEX STEPHENS (Waterman Steamship), April 7—Chairman A. Antoniou; Semetary H. Donnelly; Educa­ tional Director A. Cox; Steward Dele­ gate E. Johnstm. $32 in ship's fund. Some disputed OT in deck and engine dq>artments. The money in ship's fund to be donated to a childrens hospital as a donation from crewmembers. A sug­ gestion was made that all crewmembers donate to SPAp.*-A vote of thanks to the messman Jfose Vargas for good serv­ ice. Next port Savannah, Ga. MOBILIAN (Waterman Steamship), -April 2—Chairman J. McDonald; S^ retary M. E. Reid; E()ucational Direc­ tor J. Griffith. No disputed OT. Every­ thing running smOOthly. V/ OVERSEAS ARCnC (Maritime Overseas Corp.), April 7— Chairman Luther Pate; Secretary E. Gay; Educa­ tional Director Orsini; Deck Delegate R. Bradford. Some disputed OT in deck and engine departments. Reminded crewmembers that there is no smoking while on look out. Everything running smoothly. GEORGE WALTON (Waterman Steamship), April 14—Chairman P. Stonebridge; Secretary E. Miller; Edu­ cational Director L. Bryant; Steward Delegate J. Smith. Some disputed OT in deck and engine departments. Every­ thing running smoothly. BETHFLOR <Bethlehem Steel), April 14—Chairman J. Michael; Sec­ retary J. Kundrat; Educational Director Ralph Gowan; Deck Delegate J. Ellrod; Engine Delegate H. Duarte. $26 in ship's fund. No disputed OT. Every­ thing ruiming smoothly. Observed one minute of silence in memory of our de­ parted brothers. Next port Baltimore. MOHAWK (Ogden Marine Inc.), April 14—Chairman Recertified Bosun W. Butteiton; Secretary J. Higgins; Educational Director Johnson. Some disputed OT in engine and steward departments. Everything running smoothly. SEA-LAND GALLOWAY (SeaLand Service), April 21—Chairman.. Recertified Bosim W. C. Riley; Secre­ tary F. Airey; Educational Director R. P. Coleman; Engine Delegate J. P. Murray; Stewed Delegate J. Woods. No dii^uted OT. Everything running smoothly. Observed one minute of sil­ ence in memory of our departed broth­ ers. Next port Seattle. GALVESTON (Sea-Land Service), April 22—(Chairman Recertified Bosun Denis Manning; Secretary Gus Skendelas; Educational Director M. Stovt^ Bi^e Delegate John A. Sullivan. $36.05 in chip's fund. No disputed OT. Everything running smoothly. HfestiRys JEFF DAVIS (Waterman Steam­ FALCON LADY (Falcon Carriers), ship), April 7—Chairman L. Arena; April 28—Chairman Recertified Bosun Secretary E. Coopej^ Educational Di­ E. Morris; Secretary C. Gauthire. $16 rector G. Craip. No disputed OT. All in ship's fund along with 13 eight-track necessary repairs have b^n completed. tapes. The 13 eight-track tapes are to be A vote of thanks to the steward Apart­ raffied off, wiimer take all. Flowers and ment for a job well done. Next port sympathy cards were sent to the family Durban, S. A. of N. Gullo, chief mate, who died aboard ship. A box of candy and some CITIES SERVICE MIAMI (Qties get-well cards were sent to the captain's Service), April 15—Chairman C. Frey; wife who was ill. Discussion on SPAD Secretary M. Chapman; Educaticmal was held and it was recommended that Director Beatty; Steward Delegate E. $20 be donated by each crewmember. Felken. $10.25 in ship's fund. No No disputed OT. Vote of thanks to the diluted OT. Everyt^g running steward department for a job well done. smoothly. Next port Texas City. Next port, San Francisco. MOUNT VERNON VICTORY SEATTLE (Sea-Land Service), April (Victory Carriers), April 14—Chair­ 21—Chairman J. Gianniotis; Secretary man Dick Ware; Secretary J. Albano; E. B. Tart; Educatioiud Director A. Educational Director P. G. Anderson. Tselentis; Deck Dele^te E. Hall. $18 Some disputed OT in deck, engine and in ship's fund. No disputed OT. Re­ steward departments. Everything run­ minding the crewmembers of what Sea­ ning smoothly. Observed one minute of farers had to go through in the old days, rilence in memory of our departed it was suggested that as many SPAD brothers. tickets should be bought as one could TRANSERIE (Hudson Waterways), afford. As they say, "Politics is PorkApril 7—Chairman F. Johnson; Secre­ chops." tary F. D. Carlo; Educational Director T. Burke; Deck Delegate P. Starfield; OVERSEAS AUCE (Maritime Engine Delegate J. Nash; Steward Dele­ Overseas), April 28—Chairman R. gate C. Paschal. $55 in ship's fund. No McDonald; Seaetary E. Perry; Engine disputed OT. Vote of thanks to the Delegate David E. Davis; Steward Del­ egate A. Dowd. No disputed OT. Held steward department for a job well done. refueling exercises with a Navy ship and Next port Russia. Captain reports that it was most com­ TRANSPANAMA (Hudson Water­ mendable according to Naval Com­ ways), April 7—Chairman L. Olbrantz; mand. A vote of thanks to the steward Secretary R. Brown; Educational Di­ department for an excellent Easter rector Floyd Jenkins; Deck Delegate E. feast and for all meals since the begin­ Killigrew; Engine Delegate R. Maklick; ning of the voyage. Next port Sasebo. Steward Delegate W. Richmond. Broth­ er Kirkwood had a heart attack and DELTA BRASIL (Delta Steamship passed away on April 2, 1974, as the Inc.), April 7—Chairman Recertified ship was docking at Baton Rouge. He Bosun E. Rihn; Secretary R. P. Marion; was a fine shipmate and will be missed Educational Director A. Abrams; Deck by all that knew him. A collection was Delegate J. Klondyke; Engine Delegate made for the family and $205.00 in O. Wheeler; Steward Delegate J. Humtravelers checks were mailed from merick. $157.34 in ship's fund. No dis­ Beaumont to his mother and three puted OT. Crewmembers asked to young children who are residing in . return books to library as soon as they Jacksonville. No disputed OT. Next are finished with them. Everything run­ port San Diego. ning smoothly. John Tyler Committee JOHN PENN (Waterman Steam­ ship), April 7-^-ChaiimaQ A. Jeckert; Secretary S. A. Freeman; Educational Director S. M. Senenney; Deck Dele­ gate Gerald Corelli; Engine Delegate Frank Biazell; Steward Ddegate S. Pmuips. Some disputed OT in deck and engine departments. A vote of thanks to the steward department for a job weU done. Everything running smoothly. A minute of silence observed in memoiy of our depart^ brothers. Next port Panama. IBERVILLE (Waterman Steam­ ship), April 1 — Chairman Donald Chestnut; Secretary Harvey M. Lee; Educational Director Stephen Divane; Steward Delegate E. Bowers. No dis­ puted OT. A crewmember Frederick J. Dukes was hospitalized in Saigon on April 1, 1974. Everything running smoothly. PORTLAND (Sea-Land Service), April 7—(Chairman Recertified Bosun Frank Teti; Secretary Juan Cruz. No disputed OT. A vote of thanks to the steward department for a job well done. The steward department praised the crew for being such a great group to sail with. Observed one minute of silence in memory of our departed brothers. Next port, Elizabeth. COLUMBIA (United States Steel), April 14—Secretary M. S. Sospina; Deck Delegate J. S. Rogers; Steward Delegate Frank Rahas. No disputed OT. Vote of thanks to the stewai^ de­ partment for a job well done. Every­ thing running smnnthly. CALMAR (Calmar Lines), April 8 —Chairman Recertified Bosim Af. Kemgood; Secretary C. Gamett; Deck Delegate William F. O'Brien. No dis­ puted OT. Vote of thanks to the stew­ ard department for a job well done. Next port Seattle. Dl^ RIO (Delta Steamship), April 21—Chairman Arthur Campbell; ^retary A. R. Booth; Deck Delegate Robert Callahan. $3 in ship's fund. $100 in movie fund. Some disputed OT in deck, engine and steward depart­ ments. Everything running smoothly! Observed two minutes of silence in memory of our departed brothers. EAGLE TRAVELER (United Mar­ itime). April 21—Chairman C. D. Finklea; l^cretary F. S. Paylor; Edu­ cational Director C. Lando. No dis­ puted OT. A vote of thanks to the crew for their cooperation with the steward department. OVERSEAS BULKER (Maritime Overseas), April 7—Chairman Ame Houde; Secretary C. Scott; Educational Director Sidney. A report was made that we are getting better educated and better qualified men from the Harry Lundeberg School in Piney Point. A vote of thanks to the steward depart­ ment for a job well done. Next port Haifa. The SiU-contracted freightship JP/jn Ty/er, operated by Waterman, paid off recently In Port Newark, N.J. The-ship's committee agreed the ship had a good crew that worked well together in all departments. Committee members are, seated front from the left: Samuel Toliver, steward delegate, and Elmer Merrit, deck delegate. Standing from the left are: Lee J. Harvey, ship's chair­ man; Victor Brunell, engine delegate, and Torn Ballard, secretary-reporter. The Jo/in 7y/er is on the Far East run. , Seafarers Log • -KJ mmmt: �—r: -c 4 'r' :' -at • a f :. \ ^ . The George Walton (Waterman Steamship Corp.) docked in Brooklyn, N.Y. last month to load cargo and pay off. - • -a r. ;- •• — —- -: •' -1-; • -': !H, .':'• • ^•'y Jr.' . -"it. y ' •• 'I - <. 5 •''. • Chief Cook Courtney Rooks prepares to serve enticing turkey to crew. it George Walton Docks In Brooklyn The George Walton (Waterman Steamship Corp.) docked in Brook­ lyn, N.Y. last month to pay off and load up cargo. The 14,961 dwt break-bulk carrier sailed from New York on May 14 and was scheduled to dock at Assab, Ethiopia on June 8, before continoing on to other Red Sea ports and into ffie Per^an GnlL The 563-foot loi^ vessel, a C-4 Mariner-type ship, was huflt in 1953. The ^lip, which has a beam of 76 feet, carrfes grain cargo. She was formerly the Aruona, owned by Pa­ cific. Far East Lin^. Waterman Steaindup took her over in Decem­ ber, 1973. The George Walton normally loads cai^o in the Golf and in New York. Aside from making mns to Red Sea and Persian Golf ports, she '^ r^: ^_ srJMdS oVfl •UMniwBonsaaa ~ r jrw«»wy tMsw 4 I 4 Ml • h jtii' •• F^rt.n.iw Pakistan and India. •. J . ;• p-. . • tc, t - S!- 1 •r.fr •.•.Ir ,'i • r; h' y. ,k '-I • ,< • (l i• ' If S" t f'S-1j .y ^ foTe crew in t^^^^ June 1974 ' Engine Delegate Leslie Phillips (right) makes a five-ticket SPAD contribution to SlU Patrolman Ted Ba&skI (left) as QMED John Mailer checks latest Union news in the LOG. Page21 �ptrii • -jsa V B»»9f: Jif- ;• i' I J ;*• MAY 1-31,1974 • , t & I ??j •fVj. •ii 'f.'-i- -d DISPATCHERS REPORT *. Port Boston . New York Philadelphia . Baltimore ... Norfolk Tampa Mobile New Orleans . Jacksonville .. San Francisco Wilmington .. Seattle Puerto Rico .. Houston .... Piney Point ., Yokohama ... Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 6 87 3 28 16 8 38 75 30 58 14 35 9 79 0 1 4 1 8 25 8 13 7 553 3 25 2 5 4 0 7 17 9 18 9 8 2 16 0 0 1 2 7 2 2 0 2 141 Port Boston New York Philadelphia . Baltimore ... Norfolk Tampa Mobile New Orleans . Jacksonville .. San Francisco Wilmington .. Seattle Puerto Rico J. Houston Piney Point .. Yokohama ... Alpena ...... Buffalo Cleveland .... Detroit Duluth FrankfortChicago Totals 1 73 6 25 7 4 24 58 27 68 5 21 16 54 0 0 2 4 3 16 7 9 1 431 1 43 5 6 4 2 7 18 8 23 10 10 1 9 0 5 1 1 2 - 4 6 1 3 170 Port Boston New York Philadelphia Baltimore Norfolk .... Tampa Mobile New Orleans Jacksonville.....; San Francisco. Wilmington Seattle Puerto Rico Houston Piney Point Yokohama ... Alpena Buffalo Cleveland......... Detroit Duluth Frankfort Chicago Totals Totals All Depts. •i 1 Vi'v • • ;r • fefi i • .• M - I - 'IJ ' '-W . itofUI. REGISTERED ON BEACH All Groups Class A CEassB Class C TOTAL SHIPPED All Groups Class A Class B Class C SIU Atlantic, Gulf, Lakes A Inland Waters Inland Boatmen's Union United Industrial Workers DECK DEPARTMENT 1 2 0 0 0 0 0. 2 2 0 0 1 0 4 0 2 2 0 2 2 2 2 3 27 5 77 8 29 9 8 17 64 21 45 15 29 18 65 0 3 6 0 10 35 15 21 6 506 1 29 3 18 8 1 10 27 19 31 14 11 5 21 12 4 6 3 14 21 3 4 5 270 2 1 0 1 1 0 0 4 3 1 0 0 0 1 • 0 5 3 2 11 18 4 4 1 62 10 158 12 55 29 8 73 129 46 94 31 48 13 162 0 2 9 8 6. 32 13 . 4 10 952 6 36 3 9 9 0 7 13 6 21 17 24 2 25 0 0 1 3 0 5 6 1 1 195 3 7 0 1 0 0 0 6 0 0 1 1 0 9 0 1 4 0 2 5 6 2 4 52 3 122 13 52 18 6 45 111 27 69 14 31 13 105 0 0 4 5 4 26 14 6 0 688 4 52 5 13 5 5 11 31 18 23 13 15 1 33 0 3 1 0 2 10 6 0 1 252 0 2 0 1 0 1 0 2 1 0 0 0 0 10 0 0 2 3 1 5 5 0 3 38 ENGINE DEPARTMENT Port Boston New York Philadelphia . Baltimore ... Norfolk Tampa Mobile New Orleans . Jacksonville .. San Francisco Wilmington .. Seattle ...... Puerto Rico . Houston .... Piney Point .. Yokohama ... Alpena Buffalo ..... Cleveland .... Detroit Duluth Frankfort .... Chicago Totals ul TOTAL REGISTERED All Groups Class A Class B Class C 1 0 0 0 1 0 0 1 0 8 0 0 0 2 0 3 2 0 1 2 3 2 3 21 • 1 60. 5 23 5 3 16 39 16 43 3 19 9 30 0 1 2 • 3 "3 15 9 10 3 318 3 57 7 8 4 0 5 17 12 36 9 10 5 22 11 3 1 1 6 3 .7 2 4 233 2 6 0 1 0 0 0 1 0 1 .0 0 0 1 0 5 2 1 2 6 4 4 2 38 1 8 0 0 2 3 0 2 4 14 3 3 1 6 2 1 0 0 2 0 0 0 2 54 1 41 4 15 5 3 16 37 7. 36 10 11 13 17 0 1 3 1 5 31 7 27 4 295 1,506 1 102 11 21 9 2 22 45 31 60 9 28 20 48 44 4 6 5 14 17 7 9 5 520 885 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 .0 1 0 0 1 3 2 27 4 21 5 1 13 41 8 37 14 14 14 • 21 0 2 1 1 4 20 3 7 0 260 3 41 3 10 4 0 3 16 10 27 6 14 6 13 23 0 3 0 1 4 1 3 4 195 2 6 1 1 0, 0 0 0 2 1 0 2 1 3 0 6 0 1 1 3 1 1 2 34 0 2 59 11 27 20 3 49 61 19 54 9 20 4 71 0 0 1 1 1 3 3 2 1 455 0 0 0 1 0 0 0 1 1 0 0 0 0 1 0 0 0 1 0 1 19 1 3 3 3 3 5 7 21 7 5 .1 8 0 1 0 0 2 0 1 0 3 93 0 2 8 3 3 45 143 12 17 ! 25 47 12 25 3 2 39 ' 27 60 62 10 45 28 72 8 20 11 27 16 18 30 91 0 1 1 2 6 3 9 10 8 2 26 21 13 11 10 4 4 8 366 674 2,561 1,214 7 67 2 10 15 2 0 23 10 9 0 4 1 97 0 7 78 44 24 158 46 19 36 659 758 0 ENTRY DEPARTMENT ;.... .; ; 1 1,084 098 ' 134 SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mkh. 800 N. 2 Ave. 49707 (5i7) EL 4-3616 BALTIMORE, Md. 1216 E. Battlmore St. 21202 (301) £A 7-4900 BOSTON, Mitts. 215 Essex St. 02111 (617) 482-4716 BUFFALO. N.Y.... .290 FrankUn St. 14202 SIU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, RL. .9383 S. Ewing Ave. 60617 SIU (312) SA 1-0733 mu (312) ES 5-9570 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mkh. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 SL 55806 (218) RA 2-4110 FRANKFORT, Mich. P.O. Box 287 415 Main St 49635 (616) EL 7-2441 HOUSTON, Tex. ... .5804 Canal St 77011 (713) WA 8-3207 JACKSONVILLE, Fla.. 2608 Pearl St 32233 (984) EL 34)987 JERSEY crrv, NJ. STEWARD DEPARTMENT 0 36 7 7 7 3 26 25 12 23 9 8 6 54 0 3 0 0 0 5 0 0 0 227 PRESIDENT PaulHaU 99 MoniEomery St 07302 (201) HE 5-9424 MOBILE, Ala.. ....IS. Lawrence St 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St 23510 (804) 622-1892 PADUCAH, Ky. .;..... .225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St 19148 (215) DE 6-3818 PORT ARTHUR, Tex.... .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Callf.1321 Mission St 94103 (415) 626^793 SANTURCE, PJt.1313 Fenandez, Joncos, Stop 20 00908 (809)724-0267 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravob Ave. 63116 (314)752-6500 TAMPA, Ha. 312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio 935 Sununit St. 43604 (419)248-3691 WILMINGTON, CaUf. 510 N. Broad St 90744 (213) 549-4000 YOKOHAMA, .......P.O. Box 429 Yohohaioa Port P.O. 5-6NihonOhdori Naka-Ku 231-91 201-7935 Ext 281 sliow that shijpj^g^ in al! awai is excellent. During the period of. May 1-317 a U ^alls* 0nt.i>{lIiese, only 17084 were taken hy Class "A" .seniority full book nse.«. S32 pcrrdiienC jobs avaibible to Class "A** seniority f JH book ineo aol taken by them. There are plenty of ji^ dejpartmentS; and SIU members em fee! seoii^ that when they go to an SIU hiring hall, there will be jol ' Seafarers Log Page 22 , , *^. 1 • �For the Bienville, IFs a Far East Shuttle Run The ciMifainerslii^ Bienville (Seadocked briefly in flie port of Yokohama late last month to dlsIcharge and load cargo before headling back to the States. She was Ischeduled to arrire in flie port of loakland on June 14, sail the next •day andarrive back in Yokohama on I Jane 30. The 450-foot long vessel is a conI verted C-2 riiip. She was converted in Februaiy, 1958 at tihe Mobile Ship Repair Co. in Chickasaw, Ala. The \ Bienville was built in 1943 at the Gulf Shipbuilding Corp., also in Chickasaw. The BienvUle has a horsepower of 6,600, and a speed of 15 knots. The shqi has two cranes, and has a ca­ pacity to transport 226 containers, 60 of which can be temperaturecontrolled. The ship has a gross ton­ nage of 9,014. The vessel's normal run Is in the Far East feeder service. Besides Yokohama, she also stops at the ports of Naha and Inchon, among others. --i'is The Bienville at the docks in Yokohama. AB Charlie Nysler checks out lifeboat prior to drill. Deck hands prepare to tie-up ship as it docks in Yokohama. KnowYbw Rights UNANCIAL REPORIS. The constitution of the SIU Atlantic, Gulf, Lakes and InlMd Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which' are to 1» submittal to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the memtership, makes examination each quarter of the finances of the Union and reports fully their findmgs and recommendations. Members of this committee may. make dissenting reports, specific recom­ mendations and separate findings. TRUST FUNDS. All trust funds of the SIU AtlanUc, Gulf, Lakes and Inland Waters District are administered in accor^nce with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures Md disburse­ ments of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headqu^ers of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has bera My violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak, Ciuinuan, Seaftirera Appeals Board 275 - 20tfa Sfnet, Brooklyn, N. Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. "Diese contracts Specify the wages and conditions under which you work and live aboard ship. Know yo^ contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any Umc, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. June 1974 Bienviiie crew during lifeboat drill. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out'this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constituUon are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and fu^ering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are volimtaiy. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. • % .41 ' ^4|ll �nmm •• -Ir. Jfmal B^partt^ Joseph T. Vaughn, 48, passed away Jan. 12 aboard the 55 Monticello Victory (Victory Carriers). Bom in Straden, Ala., he was a resi­ dent of Montgomery, Ala. when he died. Brother Vaughn joined the SIU in 1948 in the port of New York sailing in the deck department as an AB. He had sailed for over 30 years. Surviving are his widow, Marjorie of South Houston, Tex.; two daughters, Delores and Constance, and his mother, Meta, all of Montgomery. v"^ - • SIU pensioner Samuel P. Druiy, 66, succumbed to emphysema Mar. 12 in the San Francisco USPHS hos­ pital. Bom in Mississippi, he was a resident of Solvang, Calif, at the time of his demise. Brother Dmry joined the Union in 1938 in the port of Mo­ bile sailing in the engine department as a chief electrician. He was a pre­ war Navy veteran. Surviving are a foster daughter, Mrs. Barbara Drake of New York City; a brother, Harry F. Drury of BroolAaven, Miss, and a sister, Mrs. Pearl V. Morris of Jackson, Miss. H -1' m , t- 1• SIU pensioner William P. DriscoU, 78, passed away Mar. 4. Bom in New York, he was ^ resident of Canoga Park, Calif, at the time of his death. Brother Driscoll joined the SIU in 1942 in the port of Phil­ adelphia sailing in the deck depart­ ment. He was a onetime resident of Sailors Snug Harbor, St. George, Staten Island, N.Y., and he was a Navy veteran. Surviving is his sister, Mrs. Ethel Gale of Santa Susaha, Calif. SIU pensioner Vernon L. Wilfiamson, 56, succumbed to a pulmo­ nary disorder in Orange Memorial Hospital, Orlando, Fla., Sept. 9. Bom in'Vidalia, Ga., he was a resi­ dent of St. Cloud, Fla. at the time of his death. Brother Williamson joined the SIU in the port of Baltimore in 1951 sailing in the engine depart­ ment. He was a pre-war veteran of the U.S. Marine Corps. Burial was in Williamson Chapel Cemetery, Toombs County, Ga. Surviving are four brothers, Marios of Jackson­ ville, Fla.; Collie T. of St. Cloud; Vernon of Los Angeles and A. G. Williamson of Kissimmee, Fla.^four sisters, Mrs. Lindsey Hurst of Miami Springs, Fla.; Mrs. M. C. Dickersbn of Lyons, Ga.; Mrs. Sue Hockaday of Hialc^, Fla. and Mrs. Felton Shuman of Vidalia; an aunt, Alice Williamson, and a niece, Nannette of Kissimmee. SIU pensioner Gilbert G. Ed­ wards, 75, passed away from arterio­ sclerosis Jan. 11. Bom in Jamaica, British West Indies, he was a resi­ dent of Roxbury, Mass. when he died. Brother Edwards joined the Union in the port of Boston in 1958 sailing in the steward department for 43 years. He was a veteran of the Army infantry in World War I. Bur­ ial was in Mt. Hope Cemetery, Bos­ ton. Surviving is his brother, Amold of Roxbury. 1.^ SIU pensioner Albert G. Yumul, 71, succumbed to pneiunonia Jan. 26. Bom in the Philippine Islands, he was a resident of Philadelphia at the time of his death. Brother Yumul joined the SIU in the port of New York in 1953 sailing in the steward department for 20 years. He was a pre-war Navy veteran and a natural­ ised U.S. citizen. Interment was in Holy Sepulchre Cemetery, Mont­ gomery County, Pa. Surviving are his widow, Kathryn and a cousin, Manuel Madarang of Philadelphia. Frauds T. Wonsor, 51, died of jaatuEaUcam!>s in the USPHS hospi­ tal, Staten Island, N.Y., on Sept. 21. Bom in The Bronx, N.Y., he was a resident of MoonacMe, N.J. when he died. Brother Wonsor joined the SIU in 1945 in the port of New York sail­ ing in the engine department. He at­ tended the HLSS in 1968 for upgrad­ ing to QMED and the joint SIUMEBA School of Marine Navigation and Engineering, Brooklyn, N.Y. In­ terment was in Pine Bush Cemetery, Kerhonkson, N.Y. Surviving are a sister, Mrs. Averine Kellogg of Ker­ honkson and a stepmother, Mrs. Edith Wonsor of Moonachie. - Raymond E. Vaughan, 53, died of heart- failure Jan. 3 in the New Orleans USPHS hospital. Bom in Massachusetts, he was a resident of New Orleans when he died. Brother Vaughan joined the SIU in 1947 in the port of Galveston sailing in^the deck department as an AB for Mfaritime Overseas and Waterman Steam­ ship Co. for 25 years. Interment was in St. Bemard Memorial Gardens, Chalmette, La. Surviving are two brothers, Frank N. Vaughan of New Bedford, Mass. and George F. Vaughan of Seattle. SIU pensioner Carl Wayne, 65, di^ of natural causes m Methodist Hospital, Brooklyn, N.Y., Dec. 23. Bom in Germany, he was a resident of Brooklyn when he died. Brother Wayne joined the SIU in 1943 in the port of Philadelphia sailing in the engine department. He had sailed for 25 years. He also walked the picket line in the 1961 N.Y. Harbor strike. Cremation took place in Middle Vil­ lage, L.I., N.Y. Surviving are a son, Donald of Queens Village, N.Y. and a niece, Mrs. Emestine Holbin of -Glen Oaks, Queens, N.Y. ' '' s ¥ ' "I ^ ^ -a. ^ ^ I ' ' ' .^y^' 1 '' ' ' f ^ Delayed Benefits The foUowing members have had their benefit payments held up because they failed to supply complete iuformatiou when filing their claims. Please con­ tact Tom Crauford at (212) 499-6600. — Name i': ! 1 •• • -y s" :i: r fS \• ;, •|( : • *, i' •'*v • * J. Renski J. A. Smith D. Burton A. Reed P. Austin * M.Murray R. C. Southard (Deceased) W. Young J. J. Modtelewski (Deceased) W. R. Merino E. S. Hernandez W. Davis E. Danner J.P.Knickles V.Bodden G. L. VoiuJoumis ,^ . O. Templeton 1; \ I. Martinez A. L. Mallory t ' Page 24 Social Security No. Union 161-09-4087 290-56-4580 298-50-3130 453-01-6530 118-42-0133 264-88-3708 382-20-7418 212-20-6272 171-18-6266 063-46-6783 581-70-8351 232-34-1509 160-16-9162 434-80-4297 263-60-2905 026-14-3318 214-26-8434 581-62-3897 261-46-8885 A&G UIW UIW mu - • y y -y.'--' UIW A&G A&G A&G A&G UIW UIW UIW A&G UIW IBU IBU A&G UIW A&G SCHEDULE Fort Date Ne^ York July 8. Philadelphia ... July 9. Baltimore. ..... July 10. Norfolk .July 11. Detroit July 12. July 15. Houston ....... July 15. New Orleans ...July 16. Mobile .July 17. San Francisco . . July 18. Columbus .... . July 20. Chicago ....... July 16. Port Arthur ...July 16. Buffalo ... July 17. St. Louis July 18. Cleveland July 18. Jersey City ..... July 15. Deep Sea IBU 2:30 p.m. .i 5:00 p.m. 2:30p.m 5:00p.m. 2:30p.m. ........ 5:00p.m. — 5:00 p.m. 2:30p.m. ........ — — 5:00 p.m. 2:30p.m. 5:0Op.m. 2:30 p.m 5:00 p.m. 2:30 p.m. 5:00 p.m. 2:30 p.m. — UIW 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. 1:00 p.m. 5:00 p.m. 5:00 p.m, 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. .A- yy;.' Seafarers Log �Jfmal Bepartumi Hendley J. Beaven, 47, died Jan. 16 of a liver ailment in New Orleans Charity Hospital. Brother Beavep was a resident of Denton, Md. when he passed away. He was a native of HUlsboro, Md. Brother Beaven joined the SIU in the port of Balti­ more in 1955 sailing in the deck de­ partment as an AB for Sea-Land and Delta Lines. Seafarer Beaven was a upgrader graduate of the Lundeberg School in Piney Point, Md. Burial was in Protestant Episcopal Ceme­ tery, Jamesboro, Md. Surviving is an uncle, Milton Beaven of Hillsboro. .•,t SIU pensioner Timothy R. Holt, 55, died of heart failure Feb. 18 in the New Orleans USPHS hospital. Born in New York City, he was a resident of New Orleans when he passed away. Brother Holt joined the Union in 1943 in the port of New York sailing in the deck department as an AB for Sea-Land Service. He had sailed for 30 years. Surviving are two sisters, Mrs. John A. Cummings of Miami and Mrs. Marion Larson of IsUp, L.I., N.Y. William R. Stone, 48, died in Mo­ bile General Hospital on Nov. 16. Bom in Mobile, he was a resident there at the time of his death. Brother Stone joined the SIU in 1942 in the port of Mobile sailing in the steward department as chief steward for Sea-Land Service and Hudson Waterways. Interment was in Pine Crest Cemetery, Mobile. Sur­ viving are his widow, Agnes; his mother, Frances, and three daugh­ ters, Mrs. Therese S. Kent, Sheila and Trina, all of Mobile. Earl F. Smith, 63, passed away on Oct. 28. Born in Augusta, Ga., he was a resident of Jacksonville, Fla. when he died. Brother Smith joined the SIU in the port of New York in 1956 sailing in the engine depart­ ment as a chief electrician. Surviving are his widow, Mary L. and a daugh­ ter, Mrs. Marallise Ray, both of Reading, Pa. SIU pensioner Celso Rodriguez, 63, died of heart disease on Dec. 3. Bom in Fajardo, Puerto Rico, he was a resident of Brooklyn, N.Y. when he passed away. Brother Rod­ riguez joined the Union in 1938 in the port of New York sailing in the engine department for Sea-Land Service. Interment was in Evergreen Cemetery, Brooklyn. Surviving is his widow, Marcella of Los Angeles. SIU pensioner Jaime Fernandez, 72, died of cardiac arrest in Coral Gables, Fla. Hospital Dec. 16. Born in Havana, Cuba, he was a resident of Tampa when he passed away. Brother Femandez joined the Union in 1948 in the port of Tampa sailing in the steward department. Inter­ ment was in Asturiano Viejo Ceme­ tery, Hillsborough County, Fla. Sur­ viving are his widow, Luisa; five sons, Jaime E of Tampa, Gabriel, Jorge, Carlos and Jose; a daughter, Mrs. Graciela Gonzalez of Miami and a granddaughter, Monica of Tampa. 'a:- June 1974 Robert M. Rutledge, 70, passed away Feb. 11. Born in Phil^elphia, he was a resident of New Orleans when he died. Brother Rutledge joined the SIU in 1941 in the port of Tampa sailing in the engine de­ partment for 35 years with Cities Service and the Mt. Vernon Tanker Corp. He was a veteran of the Army Artillery Corps. Interment was in Prospect Hill Cemetery. Surviving are his widow, Mary; a brother, Ed­ ward Reigle and a nephew, Donald Reigle, both of York, Pa. Fcliks Jarocinski, 64, passed away Mar. 6 in the New Orleans USPHS hospital. Born in Poland, he was a resident of New Orleans. Brother Jarocinski joined the SIU in 1946 in the port of New York sailing in the steward department as a chief cook for Delta Steamship Lines. He had sailed,for 28 years. Surviving is a sister, Mrs. Silvia Kucharska of Poland. Zoilo L. Oliveras, 62, died of can­ cer in Camino A1 University Hospi­ tal, Rio Piedras, Puerto Wco, on Sept. 26. Born in Guayanilla, Puerto 'ik Rico, he was a resident of Ponce, Puerto Rico at the time of his death. Brother Oliveras joined the SIU in 1945 in the port of New York sail­ ing in the engine department for SeaLand Service and Hudson Water­ ways for 34 years. Interment was in Guayanilla Municipal Cemetery. Surviving are his widow, Esther and a brother-in-law, Julio Delgado. Florentino L. Reyes, 46, drowned in a swift current of the Mediterran­ ean Sea while swimming off the tanker, SS National Defender (Na­ tional Transport) near the Essider Oil Terminal, Cyrenmca, Libya, on Oct. 1. Born in Waco, Tex., he was a resident of Houston when he died. Brother Reyes joined the SIU in the port of Houston in 1970 sailing in the engine department. He was an Army veteran. Burial was in Hous­ ton. Surviving are his widow, Estella and two daughters, Joan and Joett. SIU pensioner Michael J. Schalestock, 68, died of cardiac-respiratory arrest Jan. 24 in the Baltimore USPHS hospital. Bom in Rahway, N.J., he was a resident of Philadel­ phia at the time of his death. Brother Schdlestock joined the Union in the port of New York in 1955 sailing in the engine department for Marine Carriers. He attended a SIU Crews Conference in 1970 at the HLSS in Piney Point, Md. Interment was in St. Dominic's Cemetery, Philadel­ phia. Surviving is his widow, Jean. SIU pensioner WInslow S. Ship­ ley, 65, succumbed to a coronary thrombosis Jan. 28 on arrival at Mercy Hospital, Port Huron, Mich. Bom in Forrester, Mich., he was a resident of Port Huron when he died. Brother Shipley joined the Union in the port of Detroit in 1960 sailing in the deck department as a watchman for 31 years with Boland & Cornelius and the American Steamship Co. Burial was in For­ rester Cemetery, Sanilac County, Mich. Surviving are his widow, Elva and a son, Donald. Raymond Hannibal, Jr., 30, died of injuries suffered-in a fall Jan. 25 into a hold of the SS Thomas Jeffer­ son (Waterman Steampship) at Yamashita Pier, Yokohama, Japan. Bom in New Orleans, he was a resi­ dent there when he passed away. Brother Hannibal joined the SIU in the port of New Orleans in 1965 sailing in the engine department. He was a graduate of the New Orleans Andrew Furuseth Training School in 1964. Interment was in New Or­ leans. Surviving is his mother, Mrs. Louise Jackson of New Orleans. •m. i. •reff' Si- 2^ •/ 7 : James H. ^}elson, Jr., 54, suc­ cumbed to cardio-pulmonary col­ lapse Jan. 2 in the San Francisco General Hospital. Born in Savannah, Ga., he was a resident of San Fran­ cisco at the time of his death. Brother Nelson joined the SIU in 1939 in the port of Savannah sailing in the engine department as a QMED. Burial was in Bonaventure Cemetery, Savannah. Surviving is a sister, Mrs. Dorothy N. Smith of Savannah. Watson W. Stockman, 62, died May 9, 1973, in New Orleans. Bom in Upland, Pa., he was a resident of New Orleans when he passed away. Brother Stockman joined the SIU in 1947 in the port of New Orleans sail­ ing in the deck department as an AB for Sea-Land Service, Marine Trans­ port, Victory Carriers, Maritime Overseas, Penn Transport, Delta Lines, Hudson Waterways and the Waterman Steamship Co. He had sailed for 39 years. Interment was in St. Bemard Memorial Gardens, Chalmette, La. Surviving are his widow, Lillian and a granddaughter, Debbie Hastings of New Orleans. Francis S. Sturk, Jr., 37, died of diabetes in the New Orleans USPHS hospital on Apr. 3,1973. Born in Ft. Dodge, Iowa, he was a resident of New Orleans at the time of his death. Brother Stirk joined the SIU in the port of New Orleans in 1969 saUing in the engine department for Water­ man Steamship Co., Delta Steam­ ship Line, Sea-Land Service, Hud­ son Waterways and the Vantage Steamship Co. He was an Army vet­ eran and attended a SIU Crews Con­ ference in 1970 at the HLSS at Piney Point, Md. Interment was in Woodville Clemetery, Tenn. Surviv­ ing is his mother, Mrs. Cleopatra H. Bijou. Arvin B. Weeks, 45, passed away Mar. 5 in the New Orleans USPHS hospital. Bom in Geneva, Ala., he was a resident of Chunculla, Ala. at the time of his death. Brother Weeks joined the SIU in the port of Mobile in 1970 sailing in the engine depart­ ment. Surviving is a son, Rickey A. Weeks of Pensacola, Fla. Browning S. Wilamoski, 67, ex­ pired Feb. 27 in Calcutta, India. Born in Maryland, he was a resident of Baltimore when he died. Brother Wilamoski joined the SIU in the port of Baltimore in 1956 sailing in the engine department for Waterman Steamship Co. He was an Army veteran. Page 25 5.- -.St? �< •; Seafarer Wayne Champme, 34/Gefs High School Diploma Thirty four-year old Seafarer Wayne Champine just nailed down something that eluded him 18 years ago—a high school diploma. Ke achieved this educational goal through the Lundeberg School's GED High School Equivalency Program, which provides for our members the important opportunity to achieve a high school diploma after an average of only four to six weeks of study. In addition to his GED work, the Detroit-bom Seafarer is enrolled in the School's Steward Department Upgrad­ ing Program, working for his Assistant Cook's rating. To date, 21 out of 21 Seafarers who have completed the Lundeberg School's GED Program have passed their exams and gotten diplomas. It was this one hundred percent success which encouraged Brother Champine to sign up for the equivalency course. "In the May issue of the LOG," recalls Champine, "I read about Bill Bellinger who was 51 years old, and a • •J It \n n 'J "t- f IM % fi Seafarer Wayne Champine. 34, just recently achieved a high school diploma through the Lundeberg School's GED equivalency program. "You're never too old to learn," says Brother Champine. the other guys who got their diplomas age to the importance of education. I and I decided right then and there to had to learn the hard way." give the program a try." . "In most cases," continued the Los The nine-year SIU veteran advises Angeles, Calif, resident, "a solid voca­ that "people should wise up at an early tional and academic education will ipigriding Class Schedule lime 27 July 11 *uly22 25 July 29 August 8 meSn the difference between just any job and a good jo'j." Brother Champine is very impressed with the structure of the School's edu­ cational programs. "All classes are small which enables the teachers to give us a great deal of personal help in our work. The whole atmosphere of the School encourages study while at the same time making it a pleasure to work and leara." After completing the Assistant Cook's course, he hopes to catch a ship out of Ponce, Puerto Rico destined for the Far East. He prefers the Far East to other parts of the world because "life seems to move at a much slower pace there." He is particularly fond of the ports of Singapore, Pusan and Inchon. When asked what some of his plans for the future included, he quickly answered, "I plan to get my seatime requirements as fast as possible and work my way up to Chief Steward step by step." "You're never too old to learn," he concluded with a smile. SPAD—Investment In Future QMEO, Lifeboat, and all Steward Dept. Ratings ; —- QMED, Lifeboat, Qnartemiaster, Welding, and Steward Dept. Rndiig^ -~:FDW . 4-^ QMED, Lifebmat, all Ste^rd Dept Ratinp 4.^ Diesdl Engine Oourse ' ?>— QMED, Lifeboat, /^Idlii^,^^ A and High School Program Is Available to All Seafarers Twenty one Seafarers have already successtully completed studies at the SIU-IBU Academic Study Center in Piney Point, Md., and have achieved high school diplomas. The Lundeberg High School Pro­ gram in Piney Point offers all Seafarers —regardless of age—the opportunity to achieve a full high school diploma. The study period ranges from four to eight weeks. Classes are small, permit­ ting the teachers to concentrate on the individual student's progress. Any Seafarer who is interested in taking advantage of this opportunity to continue his education can apply in two ways: Go to an SIU office in any port and you will be given a GED PreTest. This test will cover five gen­ eral areas: English Grammar, and Lherature; Social Studies, Science i I I I I I I I I -iS *t i;- and Mathematics. The test will he sent to the Lundeberg School for grading and evaluation. Or write directly to the Harry Lundeberg School. A test booklet and an answer sheet will he mailed to your home or to your ship. Complete the tests and mail both the test booklet and the answer sheet to the Lundeberg School. (See application on this page.) During your stay at the school, you will receive room and board, study materials and laundry. Seafarers will provide their own transportation'to and from the school. Following are the requirements for eligibility for the Lundeberg High School Program: 1. One year's seatime. . 2. Initiation fees paid in fulL 3. All outstanding monetary obliga­ tions, such as dues and loans paid in full. I am interested in furthering my education, and 1 would like more information on the Lundeberg High School Program. Name . Address Last grade completed. (City or Town) Last year attended j Complete this form, and mail to: Margaret Nalen I . Director of Academic Education I Harry Lundeberg School I . X Piney Point, Maryland 20674 ; . '- /t. '-.u'. ;l'f''.'N'--'A' 1 •:•:• Page 26 "\v '• I. ' ••'4:'"vi"-' v* » 12^ SUftRERS POUtlCtl UTIVITY DONATION B 10001 Date . Contributor's Name Address (Zip) State. City. S.S. No. : • ',• • > .Book No.. (Street) Able-seaman Richard Bradford, SIU Deck Delegate on the Overseas Arctic, has a good reason to Invest In SPAD: "I donate to SPAD because I have a good job and I want to make sure that I will continue to have a job in this industry. It's an Investment In my future." SPAO IS a MfrMaled furod. Hs proceeds are used to rurt^er Hi pojects and purposes including, bul not limited to furlhenng ih0poiitii.at. social and economic Initrcsts ol Seafarer seamen the preservation and furtrtenng of ir>e American Merchant Marine with improved employment opportunities for teamen and the advancement of trade union concepts, in connection vriih such objects. SPAD supports and contributes to poiiticel candidates for ciecfhre office. All contributions are votuntary. No contribution may be solicited or received because of foKe. iob dtKriniination. financial reprisal, or threat of such conduct, or at a condition of memberthip In the Union (SiUNA ACLIWO) or of employment. If a contribution it made by reaton of the abpye improper conduct, notify the Seafarert Union or SPAD at the above Mdrett. certified man withiis tfliriy deyt of the contribution for investigation end appropriate action gnd refund. »f involuntary. Support SPAG to prnteci and further yuur economic, poiiticei end sociat Interests. American trade union concepts and Seafarer seamen (A copy Of our r»ort filed with the appropriate •wpervlsory officer is lor will be) available for ^n^haM ?rom the Superintendent of Documents, U;S. Government Printing Office, Washington. O.C. Slgndur* ol SoOcftor 1974 Port Seafarers Log rVift - 'T'-'L"-1'.,* /.'v'kfL. '' • �f Quartermaster 2. .24 months seatime in Steward Department, six months of which must be as Third Cook and Assistant Cook or, 3^ Six months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. 1. Must hold an endorsement as Able-Seaman—unlimited- -any waters. ChiefCook Deck Department Upgrading Able-Seaman 1. 12 months seatime asCook and Baker or; 2. Three years seatime in Steward Department, six months of which must be as Third Cook or Assistant Cook and six months as Cook and Baker or; 3. Six months seatime as Third Cook or Assistant Cook and six months seatime as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook and Second Cook and Baker's Training Course or; 4. Twelve months seatime as Third Cook or Assistant Cook and six months sea­ time as Cook and Baker and are holders of a "Certificate" of completion from the Cook and Baker Training Program. Able-Seaman—12 months—^any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/4()—20/20, and have normal color vision). 3. Have 12 months seatime as an Ordinary Seaman or 4. Be a graduate of HLS at Piney Point and have 8 months seatime as Ordinary Seaman. (Those who have less than the 12 months seatime will be required to take the four week course.) Able-Seaman—unlimited—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/4()—^20/20, and have normal color vision). 3. Have 36 months seatime as Ordinary Seaman or AB—12 months. Chief Steward 1. Three years seatime in ratings above that of Third C^ok and hold an •A" seniority in the union or; 2. Six months seatime as Third Cook or Assistant Cook, six months as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Cook and Baker and Chief Cook Training Courses at the Lundeberg School or; 3. Twelve months seatime as Third Cook or Assistant Cook, six months seatime as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training programs. 4. "Dvelve months seatime as Third Cook or Assistant Cook, twelve months sea­ time as Cook and Baker and six months seatime as Chief Cook and are holders of a "Clertificate" of satisfactory completion from the Chief Cook Training Program. Lifeboatman 1. Must have 90 days seatime in any department. Engine Upgrading FOWT—(who has only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and ^ve normal color vision). 2. Have six months seatime as wiper or be a graduate of HLS at Piney Point and have three months seatime as wiper. (Those who have less than the six months seatime will be required to take the four week course.) FOWT—(who holds an engine rating such as Electrician) 1. No requirements. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds only a wiper endorsement) 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30 and have normal color vision). Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Eng^eer, Machinist or Boilermaker-— (who holds an engine rating such as FOWT) ^ 1. No requirements. HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING APPLICATION I I -AgeName. (Middle) (First) I (Last) 1 Address. (Street) I I -Telephone I (City) (Area Code) (Zip) (State) —Seniority I Book Number. ! Port and Date Issued. JRatings Now Held. 1 Social Security #. I HLS Graduate: Yes • No • Lifeboat Endorsement: Yes • No • i Dates Available For Training. 11 Am Interested In: I DECK 1 n AB 12 Months • AB Unlimited • Quartermaster • Lifeboatman QMED—any rating 1. Must have rating (or successfully passed examinations for) FOWT, Electri­ cian Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, and Deck Engine Mechanic. 2. Must show evidence of seatime. of at least six months in any one or a combina­ tion of the following ratings: FOWT, Electrician, Refrigeration, Pumpm^, Deck Engineer, Junior Engineer, Machinist, Boilermaker, or Deck Engine Mechanic. Welding 1. Must hold endorsement as QMED—any rating. LNG/LPG Program 1. Engine personnel must be QMED—^Any Rating. All other (Deck and Steward) must hold a rating. Steward Upgrading Assistant Cook 1. 12 months seatime in any Steward Department Entry Rating. 2. Entry Ratings who have been accepted into the Harry Lundeberg School and ^ show a desire to advance in the Steward Department must have a minimum . of three months seatime. Cook and Baker 1. 12 months seatime as Third Cook or; .N>c I STEWARD ENGINE • QMED • Electrician • FWT • Dk.Eng. • Oiler • Jr. Eng. • Dk. Mech. • Pumpman • Reefer • _ Machinist • Boilermaker • Welder • LNG-LPG • Assistant Cook • Cook & Baker • ChiefCook Q Steward I { RECORD OF SEATIME — (Show only amount needed to upgrade in rating checked above or attach letter of service, whichever is appli(»ble.) I RATING DATE OF DATE OF I SHIP HFTD SHIPMENT DISCHARGE I I I I I I IPORT- _DATE. I ! SIGNATURE. RETURN COMPLETE APPLICATION TO: I LUNDEBERG UPGRADING CENTER, j PINEY POINT, MD. 20674 I^ ^ �! ' . '•. >/ v.*- ••, 'A J..I mmm •.v.%'vtv'^v-ri. •i'::' .\- . • I . . • ,, . .-Av; *- J. A.' s V< -. . LOG S^AIARERS June, 1974 OFFICIAL PUBLICATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-QO J iV/MK,! / . • 'i Vv. • • • '--'J //; •i A:%."S-1Jl, /v\.A »• - " \ •.; • / ^ *fc -f. v & ^ X" •'T-Ub.,-•/•• • i.-'" / / A;, V i V yi:i;g£y. 7 \ / • / / > wmz'... H % 0 /K I iK^, .if; V :X. V-- • 5K V; \ - A- •y>y' j.v y-\ F v>v/. / / X >'' 7 ' \ 7 -S:, 'tlijtltnma y /w ny ^T7 a I \- "V\ ' X\ Vw.X '' V •> ' [ ' V - •)•' _' '\ K. orever is a very definite word. It means for a llaiitless time . .. fmr ail . time ... never again! But fo>rever is fiie lengfii of time a Seafarer loses the right to his livelihood and future career in the maritime mdnstry if he is hosted on a drugs charge either while at sea or ashore. It's a tough rap — but that's exactly how it is. Your seaman's papers are gone forever, without appeal, if yon are convicted of possession of any . ^'' illegal drug—heroin, barbiturates, speed, nps, downs or marijuana. In 1971 akme there were 400,606 drug related arrests in the U.S. and even that staggering figure was topped in 1972. The shipboard user of mvcotics is not only i| menace to himself, Irat presents a very grave dbmger to the i^ety of hhi ship and shlpniates. Qni^ minds and reflexes are an ahsolnte necessity aboard ship at all times. A drug user becomes a thorn in the side of his rii^mates when they are reqpifaed to assume ttie shipboard responsibilities die user Is not capable of handling. Abo, a Seaforer hosted at sea leaves a permanent black mark on hb ship. The vmsel wfll thereafter be nnder enhstimt surveillance and die crew win be subjected to nnosually long and annoying searches by customs and narcotics agento In port. Iridy, forever b a long, long time—rsomething a drug user does nothave.^ Dont let drugs dcfliroy you or ymir Bvelfliood. Steer a clear course! 7/ V' vx ' Z'\yj^: f . 'i' , .1? ; Vvf'- liJhU'^ r V -s " ' , .. . ^ �SEAFARERS LOG OFFICIAL PUBLICATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO AFL-CIO President Meany Sets Up Ad Hoc Committee on Maritime Industry Problems I— AFL-CIO President George Meany recently established an Ad Hoc Committee on Maritime Industry Problems. The committee is composed of all principal maritime unions. This special supplement will provide Seafarers with the background leading to the formation of this committee together with the proposals submitted by the SlUNA at the first official meeting of the committee on May 20, 1974 in Washington, B.C. attended by representatives from all of the unions involved. (President Hall's letter of April 11 and President Meany's reply of April 23 are reprinted directly below.) President Meany called a meeting of AFL-CIO maritime organizations in April in Washington. At this meeting, preliminary discussions were held on the SIU's recommendation that meetings be held on a regular basis. President Meany called the first official meeting of the Ad Hoc Committee for May 20 at AFL-CIO headquarters. At this meeting, SIUNA President Hall and Executive Vice President Morris Weisberger presented the following proposals and recommendations which are of vital importance to the American senior. AMERICAN FEDERATION OF LABOR AND CONGRB^INDUSTRIAL ORGANIZATIONS OF NORTH AMERTCA • AFL-CIO 675 FOURTH AVENUE • BROOKLYN, N Y, 11257 • HYACINTH 9-6600 amomn MSANV t3%l nuL$om RF.SRO> a™- PAUL HALL fniidm Mr. George Meany, President April 11 1974 AFL-CIO f » 815 16th Street, N.W. Washington, D. C. 20Q06 . Re: T. W. Gleason letter to George Meany dated March 6, 1974 Dear Sir and Brother: The maritime industry is composed of a number of AFL-CIO afSliated unions. They are confronted with a multiplicity of problems. We can only resolve these problems through a. higher degree of under­ standing of those matters of concern to each of the unions involved. To bring about this kind of underistanding we are in need of a mechanism for the exchange of views and discussions which could lead to the resolution of these problems. To protect the workers in the maritime industry it is paramount that the maritime unions involved cooperate to the fullest degree. The Seafarers International Union, therefore, proposes the initiation of quarterly meetings, attended by representation from all maritime unions. We propose further that such meetings be chaired by such individual as is appointed by you, as President of the AFL-CIO. In submitting t^ proposal we wish to assure you of our desire to cooper­ ate in every way possible. Fraternally, Paul Hall President • ai8 SIXTCCNTH STKECT. N.W. WASHINGTON. O-C. 90009 laoti asT-sooo April 23, 1974 Mr. Paul Hall, President Seafarers International Union 675 Fourth Avenue Brooklyn, New York 11232 Dear Sir and Brother: As a result of the discussions which were held on April 11 with the four principal maritime unions, I have proposed that a special ad hoc Committee on Maritime Industry Problems be created. This special committee will provide an opportunity for all of the unions in the maritime industry to meet on a regular basis and discuss their mutual problems. There wiU be no special set of rules governing the functioning of this special committee except that each union is expected to be represented at all meetings. The special committee will meet at the call of the AFL-CIO. We will send notices to each of the interested unions and will provide a chairman for the meetings. It has been suggested that meetings of the committee should be held every two months and I am, therefore, scheduling the first meeting of this committee for May 20, 1974, at 10:30 a.m. in the Executive Council Room at AFL-CIO Headquarters. Invitations for this meeting are being sent to the following unions: International Longshoremen's Association Oil, Chemical and Atomic Workers International Union National Marine Engineers Beneficial Association National Maritime Union American Radio Association Seafarers International Union United Steelworkers of America Please advise me who will represent your organizations at this meeting and send along any suggestions you wish to make for the meeting's agenda. cerely and^^^ally, SIUNA Report to AFL-CIO Ad Hoc Committee on Maritime Industry Problems as Submitted by Paul Hdll, President and Morris Weisberger, Executive Vice President As we meet today for what will be­ come a . regular series of meetings in­ volving the major American maritime unions, it is essential that we not lost sight of the purpose for these meetings and what we hope to accomplish. As every member of the Ad Hoc Cdmmittee on Maritime Industry Prob­ lems realizes, we face a multiplicity of challenges, not only in improving our dealings with each other, but on a larger 'i <v -< 5 r t' r? ' ]'»• Get^e Meany President cc: To all AFL-CIO Maritime Unions Introductibii \ It scale, in our joint efforts to revitalize our industry. The regular meetings by the Ad Hoc Committee, called by President Meany under the auspices of the AFL-CIO, wiU provide us the forum to work toward the accomplishment of both these goals. More importantly, these regular meetings provide us with a rich oppor­ tunity to consider the broad needs of our industry, in terms of labor, manage­ ment, and government and to set our course for the future. In order to provide a partial frame­ work for our work in the coming months, we have assembled a brief doc­ ument that sets out some of the prob­ lems and challenges faced by our indus­ try and its labor organizations. While all of these problems do not affect every maritime union, they do reflect some of the major concerns of our industry. It is hoped that this material can serve as a starting point for a broader involve­ ment by the Ad Hoc Committee and all of its member unions in each of these areas. In so doing, we can create a frame­ work of cooperation and unity that will enable us to set the pace in the futme development of our industry. Industiy ChaUenges The U.S. maritime industry is a vital and important segment of our national economy. It is, however, an industry faced with unique problems which must be solved if the industry is to con­ tinue to grow. Continued on Next Page t *!> :v �i5 •.jit-aOBna ' ••'-% f '"i Continued from Preceding Page 1-,.. 7 •1 r ^ : I' , ' J II ; •r' •"^ "i r./ '1• :f: J TECHNOLOGY Containerization, sophisticated cargo handling systems, LASH and roll-on/roll-off vessels, and semi-auto­ mated ships are all part of an increas­ ingly modernized industry. Widespread technological change continues to make headway in the industry. How can maritime unions continue to coop­ erate in increasing productivity while at the same time protecting jobs, wages 'and working conditions? LABOR-MANAGEMENT RELATIONS The maritime industry has made major strides towards more stable labor-management relations. Already, this stability has resulted in a healthier shipping industry and has improved the dependability and effectiveness of the U.S. fleet. In the future, the U.S. mari­ time unions will have to seek new means to continue this progress, so that the gains we have made are not wiped out by labor-management disputes from which no segment Of the U.S. merchant marine benefits. Among the measures we need to consider are uniform expiration dates and better machinery to resolve jurisdictional disputes. CARGO DIVERSION The jobs of American longshoremen are threatened by cargo being diverted away from traditional work sites and ports. No national policy exists for port development and the systematic han­ dling of cargo. Competition for cargo is increasing between ports creating the twin problems of job security and em­ ployment. How can maritime labor resolve these issues and continue to improve port productivity? What steps should be taken for a national port de­ velopment and cargo handling policy? U.S. SHIPBUILDING The U.S. shipbuilding industry is a vital arm of our national security and economy. Over 75,000 American workers are employed in U.S. ship­ yards. Employment in the industry has been cyclical, causing the loss of job skills and producitivity. Expanding U.S. shipbuilding capacity requires coordination and planning with con­ tinued goverrunent support. How can maritime labor promote programs to strengthen the industry while at the same time increasing &e job security of. shipyard workers? How can mari­ time unions, especially the steelworkers, assist the shipbuilding industry in obtaining adequate supplies of steel to maintain peak production? > PROMOTING THE MARITIME INDUSTRY The National Maritime Council has become the catalyst for closer cooper­ ation and a unified effort by manage­ ment labor, and Government to achieve a strong U.S. flag merchant mmine. While the Council has laid the framework for the promotion of the use of U.S. flag vessds, America's labor unions need to review the new ways in vidiich they can contribute to the Coun­ cil and its promotional efforts on behalf of the U.S. fleet ENVIRONMENTAL STANDARDS U.S. environmental laws often re­ quire costly safety and pollution con­ trol devices not present on foreign flag vessels. When only U.S. flag vessels must meet these requirements, they place the U.S. fleet at a competitive dis­ advantage with foreign fleets, which operate under only the most minimal regulations. What can maritime unions ^iei:^S«ppleineirt do to see that the U.S. flag fleet is not put at a competitive disadvantage in terms of environmental standards im­ posed by U.S. laws?' THE GUAMJMTEED . .1 ANNUAL INCOME The Guaranteed Annual Income is experiencing funding and assessment problems. This program was set up to insure that American longshoremen were not adversely affected by changes in port and cargo handling product­ ivity. How can the Guaranteed Annual Income be p^erved? How does the G.A.I. affect other segments of the industry? Can the.maritime unions in' sure that the G.A.L doesn't lead to the use of ports outside the U.S.? RESEARCH AND DEVELOPMENT The National Science Foundation, the Coast Guard and tho Navy, the Maritime Administration, the National Academy of Science and a host of private and public institutions promote maritime research and development Coordination and long-term planning is needed. What can maritime labor do to work for a streamlining of efforts in this vital area? What research efforts should be undertaken on behalf of the needs of maritime iabor? L^jslative Concems One of the major problems facing the maritime industry is the constant barrage of attacks on the industry by various public and private groups and individuals. In spite of the industry's best efforts and successes in the past, we still face the problem of convincing Congress of the need to adopt a legis­ lative program that will strengthen the industry without weakening any of its segments. By presenting a common and united front, we can overcome the barriers to our legislative goals: Some examples of the legislative problems we face are: • The problem of overcoming the opposition and securing the passage of the Energy Transportation Secu­ rity Act of 1974 in the Senate. • The problem of continual fights to maintain and strengthen the Jones Act. The maritime unions must take the initiative in recognizing and solv­ ing the problems unique to the non­ contiguous areas which depend al­ most delusively on shipping for their trade if the Jones Act is to be preserved. • The problem of protecting the Jones Act frOm legislative waivers. Many times, such requests are merely ploys to allow the intrusion of foreign-flag vessels into our coastal trade. Similarly, we must Overcome the problem of opposition to includ­ ing the Virgin Islands under the pro­ visions of the Act so we can halt the flow of U.S. biased refineries to the Islands and provide shipping jobs for American workers. • The problem of overcoming theopposition of those who are blocking legislaticm to allow the construction and operation of deqiwater port fa­ cilities. Sudi facilities would encour­ age the construction of a fleet of U.S. supertankers which would provide the American people with an eco­ nomically sound and environmen­ tally safe means of carrying our oil imports. • The problem of defeating at­ tempts by the Military Sealift Com­ mand to win the passage of legisla­ tion authorizing its charter and build program. Such efforts by the Gov- (Hie warranting analysis ana recommen­ dations. 5. Duty of Fair Representation ' Law Suits. The substance d these matters con­ stitutes some union members alleging that their union failed to fairiy represent them. Such generic topic can include anything from enforcement of the union contractual provision to the most minor of grievances involving employment These matters generally manifest them­ selves throng class actions where sub­ stantia] legal fees are involved. The record of such suits involving unions over the past few years demonstrates increased activity. A study should be considered of this matter as it may affect maritime unions and suggestions made regarding remedies to be followed. Con­ current jurisdiction is equally possessed by the NLRB, however, resort thereto by the Board has been minimal, but nevertheless consideration may be given to a review of the impact of tl^ matter. As a positive step in the right direction, the AFL-CIO Maritime Trades Department asked for a special meeting of the Ad Hoc Committee on Maritime Industry Problems on May 28 to discuss a "joint union effort for passage of the Energy Transportation Security Act in the Senate, Here, MTD President Paul Hall addresses the meeting which was held at AFL-CIO headquarters in Washington, D.C. emment to build and operate its own fleet in competition with the prir vately-owned merchant marine de­ prive our commercial ships of the cargo they need for the maintenance of a viable industry. • The problem of defeating propos­ als to abolish the House Merchant Marine and Fisheries Comittee. • The problem of enacting environ­ mental legislation which will not be written or administered in such a way as to put U.S.-flag ships at a competitive disadvantage in the world shipping market • The problem of achieving legisla­ tion that encourages the construc­ tion and operation of vessels on our inland waterways. This transporta­ tion system must be maintained and kept free of restrictions and laws that lessen its competitive and cost ad­ vantages. • The problem of securing legisla­ tion to cover the operations of deep sea mining and ofibhore oil indus­ tries. The vessels used in these indus­ tries must be U.S. built and manned ships. • The problem of halting the flow of jobs out of this country. Americanowned, foreign based refineries, fac­ tories and mills, as well as the con­ struction and operation of foreign flag ships all deprive American workers of jobs. A Cobrdinated Goyemment Maritime Policy Despite the progress made in recent years through the passage of the 1970 Act, the growth and development of the U.S. merchant marine continues to be seriously ret^ded by the lack of an overall Government maritime politty for all segments of the industry. Because there is no coordinated pol­ icy each Government department. Commerce, Treasury, Defense, State, the Interstate Commerce Commission and others, adopt programs which fre­ quently conflict with those cff other agencies. In many instances. Government agencies have taken positions, ccmtrary to U.S. shipping policy, that have proven extremely harmful to the best interests of the U.S. merchant ma­ rine. some example: • The IMense Department opposed enactnient of H.R. 8193 [Energy Transportatior Security Act], despite the bill'sdear national security bene­ Legal Probleiiis fits. This subject is prefaced with the ob­ • The State Department's position servation that the following matters do in opposition to a 40-40-20 cargo not affect all maritime unions but, in­ sharing formula at the U.N. meeting variably, one or more of such subjects on a C^e of Conduct for Liner Con­ have a direct or indirect impact. ference effectively nullified U.S. in­ 1. The Landrum-Griffin Act. fluence at that conference. a. Its Title I—the so-called "free • The MUitaiy Sealift Command speech provision." Concern of impact continues to seek to build a large of Court's totally ignoring Congress' fleet through the extra-legal method proviso in the law's Section 101 (a)(2) of "charter and build," in direct com­ of unions' right "to adopt and enforce petition with the private American reasonable rules of every member to­ merchant fleet. ward the (Union) as an institution." • Finally, several Government agen- Such proviso is highly significant in des shipping Government financed I maritime, where employment is upon cargoes ^ve often alloted U.S. ves­ vessels on the high seas and uniform wd sels 50 percent or less of these car­ equally applicable disciplinary rules of goes, despite the laws requirement conduct are a frmdamental necessity. that at least 50 percent be carried on b. Its Title IV—^the election provi­ U.S. ships. , sions. The statutes provisions are pat­ ently directed to factual patterns of These examples iare indications of how the present fragmented Govern­ shore-side unions which are totally dis­ ment maritime policy leads to Gov­ similar than .in maritime; witness the ernment agencies working at cross pur­ fundamental transitory nature of em­ poses on vital maritime matters. The ployment, difficulties for timely com­ Maritime Administration is the only munication, substantial groups of Government agency that consistently membership unavailability and totally different histmiical developments. Sim­ supports policies designed to revitalize ilarly, the Department of Labor's ad­ the U.S. merchant marine. ministration of the law is correlated to This divisive U.S. maritime policy shore-side operations, creating in many and its disjointed implementation by a instances rules inapplicable, if, not host of Government agencies should not meaningless. Equally significant, re­ be. continued. There are a number of garding the Department's administra­ goals that must be sought to alter the tion, is its past zealous initiation and nation's present inadequate maritime conducting of procedures for re-run programs. These include: elections prraiised upon factual basis and theories unrealistic, with conse­ • The Congress should develop a quence of extensive union expenditure national program designed to set of money and time, with almost in­ forth the ways in which the U.S. mer­ variably no change in election results. chant marine can best serve the eco­ nomic, military and political needs of the United States. 2. The Taft-Hartley Act. a. Qrgania»tional t^ctivities, particu­ • %>edfic polides should be for­ larly among seamen of oil company mulated on the range of vital issues captive unions, is rendered most difficult facing America's merchant fleet, in­ by Board rules, preduding meaningful cluding promotion of cargo, the U.S. access to vessels in organizational cam­ domestic trades. Government inter­ paign and timely processing of electimi vention in private shipping. Great petitions, compounded by oil compa­ Lakes and Inland Wateiways, and nies' resort to dilatory tactics, permitted U.S. fisheries and other pressing by the Board. problems. b. Interprdatimis of secondary boy­ • To implement these polices, it is cott provisions, The Board in its inter­ essential that there be established an pretation as to the validity of union independent Government maritime conduct severely limits economic ac­ agency to act on behalf of the Amer­ tivity against parent or dominant ican merchant marine. corporation or (rf subsidiary or afiBliate notwithstanding they constitute allies. America's maritime unions will have Illustrations of this problem are ofi^hore to play the leading role in achieving these important goals. oil rig explorations, part of the oil com- plex, and formerly under,decisional law within the ally concept. 3. Court Interpretations of Statutes and Impact. a. Issue of third flag fleet and right to picket informationally now under an injunction. As a result of the Supreme Court's recent Windward decision, the pre-emption provisions of the Act with respect to picketing foreign vessels is highly, if not completely limited. An open issue is whether pre-emption exists in the third flag cases where control is fundamentally American. This is the issue presently sought to be litigated in various stages of development. Concomitantty, also being developed and now tmder judicial review is the issue of informational picketing of foreijgn-flag vessels and constitutional protection re­ garding such activities. b. The right-to-work laws. Concerted effort is under way by the oil companies to apply to maritime, right-to-wcurk laws various states. For example, there is now present before the U.S. Court of Appeals, 5th Circuit, Mobil Oil's action to make Texas right-to-work laws ap­ plicable to some maritime operations coming out of Texas. 4. Administration of Anti-discrimination Laws. a. Regarding this subject the provi­ sions may or may not have application to various maritime unions, depending upon factual patterns. However, the subject breaks down tatwo categories: 1. Actions by EEOC alleging race or ' sex discrimination. Generally, most race actions of import have been resolved. However, for bureaucratic purposes, the agency at­ tempts to magnify run-of-the mill issues. Such activities, if applicable to some maritime unions, may pose problems for appropriate resolution. Equally, the agency is pursuing actions of aU^ed sex discrimination. Fundamentally this may be a new issue to be studied and resolved among some of the maritime unions. 2. In addition to proceedings com­ menced by the EEOC similar pro­ ceedings are commenced by private litigants as part of a dass action. The agency proceeding does not pre­ empt a private law suit. Class actions in­ volving this subject are quite the vogue today, particularly where substantial legal fees are recoverable. Again, this may pose a problem for some maritime organizations and at the very least is Social and Psychoioglcai Problenis The rapid changes which have taken place in recent years in all facets of the maritime industry when combined with the broad economic and social change in America have created a new set of problenis and concerns involving both the on-the-job and off-the-job lives of maritime workers. Some of these changes and concerns follow: Extent and Impact of Changes The total maritime industry must face the problems which are being created by increased automation. Seamen and other maritime workers are wftnessing dianges in the job mar­ ket, job content, social conditions of work on board ship, leisure and rec­ reational activities at sea and ashore, work and social relationships, home and family life and numerous other social and psychological aspects. The direction that is to be taken to approach these complex problems must be determined soon. loh Security All workers ate concerned about job security and the stability within the maritime industry. The decline of the U.S. flag fleet combined with declining manning scales has created a fairly widespread feeling of job insecurity. Containerization and sophisticated cargo handling methods, with the re­ sulting increases in longshore produc­ tivity have had similar impacts on longshore workers. The (MHitent <rf the jobs is changing so that workers must have retraining and upgrading to qualify for the chang­ ing jobs. This heed for education creates some social and psychological adjustment among the workers. Environmental Elements The seafarer's environment includes the sh^ he is on as well as his shoreside living conditions. The following are crucial elements for consideration when' discussing the seafarer's sociological and psydiplogical concerns: The kind of ship he is on, type of vessel, size, degree of automatitm, and age; The voyage pattmms, length of voy­ age, destination, time in port, number of ports of call; The rating of the seaman and the type of work he is expected to do; The characteristics of the seaman, his age, marital status, family size, health, education, place of residence and length <M time he has worked at sea. Sociological and Environmental Aspects The workers in the maritime indus­ try are living in a rigidly dianging sodety with increasing changes taking place socially and technologically. Organizations and job structures are changing at sudi a rapid pace that un­ less immediate action is taken to make adaptations, environmental and social problems will have a significant adverse impact on seafarers and maritime workers. Changes in Society The dianges which are taking place in the seamen's social environment have created a growing concern on the part of the individual over his relation­ ship to work, its meaningfulness and its value. Individuals are seeking a meaningful and relevant relationship between thdr work and the social life around them. Maritime workers wish to achieve . sdf-actualization, self-expression, inde­ pendence and wdrthwhileness. They wish to be educated, socially compe-tent and an integral part d today's society. There was a time when a dock worker or seafarer was proud to be a loner but today he wants to be accepted as a worthy citizen of our modem society. He wants and should have a normal family life, a place in the community and an opportunity for social and emo­ tional adjustment. Technological Changes The changes which are occurring in the maritime industry are of such mag­ nitude that the displacement of men and skills by automation and comput­ erization is becomiqg commonplace. Automated technology is absorbing the routine activities into the machine. The worker becomes a respondent to the machine rather than a determiner of action according to his own judgment The human becomes important only when an "event" occurs which requires immediate action such as an engine failure, or an unpredictable need for an adjustment. Men, therefore, become trouble-shooters rather than totally committed individuals to any series of self-initiated tasks. These changes create new tensions and stresses never felt before in the maritime industry. The shoreside as well as deep sea workers are faced with responding to the problems created by increasing automation and technologi­ cal changes. Job Satisfaction There are certain behaviors which can be observed that are job-related and can be directly related to produc­ tivity and responsibility. Job perform­ ance, absences from work, accidents and human errors are just a few that indicate attitudes toward the job. The attitudes toward self and the job arc also created by the maritime work­ er's reaction to his wages/salaries, in­ terest in his work, feelings toward his fellow workers, working conditions, ability to qualify for promotions or en­ dorsements, job prestige, and his atti­ tude toward the industry and the union. The morale and job satisfaction of seamen is an area which must be con­ sidered very seriously. As technological advances are made, so must advances be made to improve the conditions of the worker. Socki Problems The social problems which seem to Continued on Next Page Spflciid Suppkumt 1 'v II- -Mt •fi -'.'b I '. . .. .. J f i t, "A Wf1- :• .' < • i. ' V. •r if- ' • :i) 'Ii ' •m U)i V:- •• •'i-ivil r • • 'M • .. -^1. "(f -1 �one warranting analysis ana reoommeudations. 5. Duty of Fair Representation ' Law Suits. The substance rff these matter's constituty some union members alleging that their union failed to fairly represent them. Such generic topic can include anything from enforcement of the union contractual provision to the most minor of grievancy involving employment Thye matters generally manifyt themselvy throng class actions where sub­ stantial legal fey are involved. Ibe record of such suits involving unions over the past few years demonstraty increas^ activity. A study should be considered of this matter as it may affect maritime unions and suggytions made regarding remediy to be followed. Con­ current jurisdiction is equally posseyed by the NLRB, however, ryort thereto by the Board has been minimal, but nevertheless consideration may be given to a review of the impact of this matter. lent asked for a special nneeting of the Ad Hoc Committee on Maritime Industry ransportation Security Act in the Senate. Here, MTD President Paul Hall addresses Legal Piobleiiis This subject is prefaced with the observation that the following matters do not affect all maritime unions but, in­ variably, one or more of such subjects have a direct or indirect impact. 1. The Landrum-Griffin Act. a. Its Title I—the so-called "free speech provision." Concern of impact of Court's totally ignoring Congress' proviso in the law's Section 101(a) (2) of unions' right "to adopt and enforce reasonable rules of every member to­ ward the (Union) as an institution." Such proviso is highly significant in I maritime, where employment is upon vessels on the high seas and uniform and equally applicable disciplinary rules of conduct are a ^damental necessity. b. Its Title IV—^the election provi­ sions. The statutes provisions are pat­ ently directed to factual patterns of shore-side unions which are totally dis­ similar than in maritime; witness the fundamental transitory nature of em­ ployment, difficultly for timely com­ munication, substantial groups of membership unavailability and totally different histtmcal developments. Sim­ ilarly, the Department of Labor's ad­ ministration of the law is correlated to shore-side operations, creating in many instances rules inapplicable, if. not meaningless. Equally significant, re­ garding the Department's administra­ tion, is its past zealous initiation and conducting of procedury for re-run elections premised upon factual basis and theoriy unrealistic, with conse­ quence of extensive union expenditure of money and time, with a^ost in­ variably no change in election ryults. 2. The Taft-Hartley Act. a. Organi^tipnal aptivitiy, particu­ larly waiong seatnen of oil company captive unions, is rendered most difficult by Board rules, preduding meaningful access to vessels in organizational cam­ paign and timely procysing of electitm petitions, compounded by oil companiy' resort to dilatory tactics, permitted by the Board. b. Interpretations of secondary boy­ cott provisions, The Board in its inter­ pretation as to the validity of union conduct severely limits economic ac­ tivity against parent or dominant corporation or of subsidiary or affiliate notwithstanding they constitute alliy. Illustrations of this problem are offshore oil rig explorations, part of the oil com­ plex, and formerly under,decisional law within the ally concept. 3. Coi4rt Interpretations of Statutes and Impact. a. Issue of third flag fleet and right to picket informationally now under an injunction. As a ryult of the Supreme Court's recent Windward decision, the pre-emption provisions of the Act with rypect to picketing foreign vessels is highly, if not completely limited. An open issue is whether pre-emption exists in the third flag easy where control is fundamentally American. This is the issue presently sought to be litigated in various sta^ of development. Concom­ itantly, also being developed and now under judicial review is fhe issue of informational picketing of foreign-flag vessels and constitutional protection re­ garding such activitiy. b. The right-to-work laws. Concerted effort is under way by the oil companiy to apply to maritime, right-to-wcnrk laws (ff various staty. For example, there is now present before the U.S. Court of Appeals, Sth Circuit, Mobil Oil's action to make Texas right-to-work laws ap­ plicable to some maritime operations coming out of Texas. 4, Adrmnistration of Anti-discrimination Laws. a. Regarding this subject the provi­ sions may or may not have application to various niaritime unions, depending upon factual patterns. However, the subject breaks down ta two categoriy; 1. Actions by EEOC; alleging race or sex discrimination. Generally, most race actions of import have been resolved. However, for bureaucratic purposy, the agency at­ tempts to magnify run-of-the mill issuy. Such activitiy, if applicable to some maritime unions, may pose problems for appropriate ryolution. Equally, the agency is pursuing actions of allied sex discrimination. Fundamentally this may be a new issue to be studied and resolved among some of the maritime unions. 2. In addition to proceedings com­ menced by the EEOC similar pro­ ceedings are commenced by private litigants as part of a dass action. The agency proceeding doy not pre­ empt a private law suit. Class actions in­ volving this subject are quite the vogue today, particularly where substantial legal fey are recoverable. Again, this may pose a problem for some maritime organizations and at the very least is Social and Psychoioglcai Problenis The nq)id changy which have taken place in recent years in all facets of the maritime industry when combined with the broad economic and social change in America have created a new set of problems and concerns involving both the on-the-job and off-the-job livy of maritime workers. Some of thye changy and concerns follow: Extent and Impact of Changes The total maritime industry must face the problenis which are being created by increased automation. Seamen and othy maritime workers are witnessing changy in the job mar­ ket, job content, social conditions (ff work on board ship, leisure and rec­ reational activitiy at sea and ashore, work and social relationships, home and family life and numerous othy social and psychological aspects. The direction that is to be taken to approach these complex problems must be determined soon. Job Security All workers are concerned about job security and the stability within the maritime industry. The decline of the U.S. flag fleet combined with declining manning scaly has created a fairly widypread feeling of job insecurity. Containerization and sophisticated cargo handling methods, with the re­ sulting increasy in longshore produc­ tivity have had similar impacts on longshore workers. The content ol the jobs is changing so that workers must have retraining and upgrading to qualify for the chang­ ing jobs. This need for education creaty some social and psychological adjustment among the workers. Environmental Elements The seafarer's environment includy the ship he is on as well as his shore^ side living conditions. The following are crucial elements for consideration when' discussing the seafarer's sociological and psycholo­ gical concerns: The kind of ship he is on, type of vessel, size, degree of automation, and The voyage patterns, length of voy­ age, dytination, time in port, number of ports of call; The rating of the seaman and the type of work he is expected to do; The characteristiy of the seaman, his age, marital status, family .size, health, education, place of residence and lengtn ot tune he has worked at sea. Sociological and Environmental Aspects The workers in the maritime indus­ try are living in a rapidly dianging sodety with increasing changy taking {dace socially and tedhnologically. Organizations and job structury are chai^g at sudi a rapid pace that un­ less immediate action is taken to make adaptations, environmental and sodal problems will have a significant adverse impact on seafarers and maritime workers. Changes in Society The changy which are taking place in the seamen's sodal environment have created a growing concern on the part of the individual over his relation­ ship to work, its meaningfulness and its value. Individuals are seeking a meaningful and relevant relationship between their work and the sodal life around them. Maritime workers wish to achieve self-actualization, self-expression, independyice and wdrthwMeness. They wish to be educated; socially compe­ tent and an integral part d today's sodety. There was a time when a dock worker or seafarer was proud to be a loner but today he wants to be accepted as a worthy dtizen of our modem sodety. He wants and should have a normal family life, a place in the community and an opportunity for social and emo­ tional adjustment. Technological Changes The changy which are occurring in the maritime industry are of such mag­ nitude that the displacement of men and skills by automation and comput­ erization is becomiqg commonplace. Automated technology is absorbing the routine activitiy into the machine. The worker becomy a respondent to the machine rather than a determiner of action according to his own judgment The human becomy important only when an "event" occurs which requiry immediate action such as an engine failure, or an unpredictable need for an adjustment. Men, therefore, become trouble-shooters rather than totally committed individuals to any seriy of self-initiated tasks. These changy create new tensions and stressy never felt before in the maritime industry. The shoreside as well as deep sea workers are faced with ryponding to the problems created by increasing automation and technologi­ cal changy. Job Satisfaction There are certain behaviors which can be observed that are job-related and can be directly related to produc­ tivity and ryponsibility. Job perform­ ance, absency from work, accidents and human errors are just a few that indicate attitudy toward the job. The attitudy toward self and the job are also created by the maritime work­ er's reaction to his wagy/salariy, interyt in his work, feelings toward his fellow workers, working conditions, ability to qualify for promotions or en­ dorsements, job prytige, Und his atti­ tude toward the industry and the union. The morale and job satisfaction of seamen hi an area which must be con­ sidered very seriouriy. As technological advancy are made, so must advancy be made to improve the conditions of the worker. Social Problems The social problems which seem to '-•••ill i-Vi•, •'...J Vi. i •. Continued on Next Page Spcdd SttpplcflMrt 'K'J I ..'A •i • 'fe ', lit: ui b V'% ;v 'J*,. I .•^1 • - if Ml i.r •)} ; . I- - 11 ^ 1• �SEAFARERS LOG OFFICIAL PUBUCATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO Continued from Preceding Page be most pressing today are alcoholism, drug abuse and mental illness. The maritime industry has barely scratched the surface in responding to this area of urgent need. The recurring requests by women to enter the maritime field are creating an entirely new set of concerns for ship­ board as well as rhoreside workers. Need For Research Several research projects have been completed and others are under way. The results from the research studies should provide statistical proof of areas of concern in the psychological and so­ ciological adjustment of seafarers and maritime workers. The Merchant Marine Officer Atti­ tude Survey has been completed by Dr. Martin J. Schwimmer, U.S. Merchant Marine Academy and The National Maritime Research Center. This study gives an interesting profile of the Amer­ ica merchant marine officer. An Occupational Analysis of the Seafarers completed by C. J. Bartlett and Irvin L. Goldstein, University of Maryland was done under the guidance of the H.L.S. in cooperation with the Seafarers International Union. The re­ sults of this study of the attitudes of un­ licensed seamen toward their job, fam­ ily, living conditions and union are available for review. A Personnel Study of the Unlicensed U.S. Merchant Seaman is presently under way at the National Maritime Re­ search Center, Kings Point, New York. This study is researching the personal attributes of seamen, job context and performance, non-sailing environment including the home and family, occupa­ tional environment and economic and technological trends within the total in­ dustry. Some concrete decisions should be made regarding the direction to be taken when Ae results of the surveys are available. Research is essential as the launch for action, but programs must be developed to respond to the needs. Aspects Needing Urgent Attention Recognizing the health needs, both mental and physical, of maritune workers, the U.S. Public Health Service Hospitals must be maintained and im­ proved. Alcoholism and drug abuse programs should be initiated. Mental health clinics should be available to all seafarers. The problems resulting from containerization must be solved at the dock as well as at sea. The large terminals and port facilities create additional problems for seamen and dock work­ ers. The quick turn around and short time in port are major problems. The new tankers also create some psychological concerns to seafarers be­ cause of the quick turn aroimds and the distances between ports of call. Maritime workers must be provided with opportunities for educational ad­ vancements. The changes in jobs and responsibilities necessitate the retrain­ ing and upgrading of the workers in order to qualify for the jobs. They also need to have available to them the op­ portunity for self-advancement and selffulfillment through edqcatipnal experi­ ences. Jurisdiction The SIU feels that Article XX [pro­ vision within AFL-CIO Constitution for resolving jurisdictional disputes] has been successful. Some of the maritime unions think that Article XX is not sufiSdent within itself to resolve all of the jurisdictional problems. In any event, on this subject any union is free to negotiate with any or all other maritime unions for the purpose of establishing procedures to resolve jurisdictional disputes as a substitute for or as a part of Article XX. Any imion that feels that Article XX is not sufficient should be encouraged tQ work with any or all other maritime unions to establish its own set of rules as is allowed for in the AFL-CIO Con­ stitution. Until and unless this is done by mutual agreement. Article XX should apply. The jurisdictional problems affecting the maritime industry are but a mani­ festation of tiie real illness that affects this industry. That illness is tiiat there are too many maritime unions with overlapping jurisdiction. It is our belief that the proper answer to the resolution of problems of juris­ diction, as well as the dnswer to most of the problems affecting the maritime industry and acting to the detriment of the workers, is the compelling need for the merger of a number of existing unions in the maritime industry in the following manner: • A merger of all unlicensed AFLCIO seamen's unions into one un­ licensed AFLXIIO seamen's union. • A merger of all licensed AFLCIO seamen's unions into one li­ censed AFL-CIO seamen's union. The above should be accomplished by the immediate formation of merger committees from each of the appropri­ ate maritime unions, with proper rep­ resentation, into an Unlicensed Merger Conunittee as well as a Licensed Merger Committee. There should be separate and paral­ lel action by these two groups on the basis of continui^. Subject to the constitutional provi­ sions and rights of all affected or­ ganizations and their memberships, as well as of the AFL-CIO Constitution, such merger committees should reach their conclusions as soon as possible! This, we submit, is tiie true answer to most of our problems. Maritime unions must deal with the social and psychological consequences presented by the fast turnaround ships of ' containership, the Sea-Land GaWoway, shown here. • -r-y- Stroctiire of the Ad Hoc Committee Clearly the work we will undertake to fully consider the many challenges facing the inaritime industry and its unions demands that this effort be con­ tinued on a day to day ba.sis. In addition, the many problems within each area of concern, such as legal or legislative, requires that sepa­ rate groups be established in each area of involvement. To carry out this task and to ensure the daily coordination and study these problems require, the following organ­ izational structure is suggested: • There should be a full-time Execu­ tive Director of the Ad Hoc Com­ mittee. He should be selected by Presi­ dent Meany and should be a qualified neutral. The Executive Director would provide the coordination for the meet­ ings, the studies^ and paperwork result­ ing from the committee's work. The salaries, and expenses of the office of Executive Director would be borne by the participating unions. • There should be established a number of subcommittees to conrider and make recommendations on each of the major areas of concern of the Ad Hoc Committee. • The chief delegate of each union or his designees should serve on the subcommittees. Each union should be represented on every subcommittee. These subcommittees would draw up detailed proposals for.dealing with each maritime industry problem for submis­ sion to the full committee, where they would be considered and adopt^ the policy of the Ad Hoc Committee. In this manner, the work of the Ad Hoc Committee could be an on­ going process that would be a focal point of the maritime unions' efforts to solve their problems in a constructive and harmonious manner. such as the ultra-modern SL-7 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource June 1974 Description An account of the resource Headlines: AFL-CIO UNIONS PLEDGE SUPPORT ON OIL BENEFIT LET US CONSIDER THE HUMAN BEING HALL CITES NEED FOR ENERGY TRANSPORTATION ACT COMMENTS OF SENATE SUBCOMMITTEE MEMBERS MEMBERSHIP MEETINGS - THE DEMOCRATIC PROCESS UNION OFFICIAL GETS HIGH SCHOOL DIPLOMA AT HLSS HALL STATES NEED FOR MARITIME COOPERATION GOLDEN DOLPHIN TO CREW-UP IN JULY GIVING A BETTER INSIGHT CONSTRUCTION WORK STARTS ON TRANS-ALASKA PIPELINE LONGSHORE WORK REQUIRED NEW YORK CLINIC CELEBRATES 17TH ANNIVERSARY SEAFARER GARNER BELIEVES IN TRAINING AND UPGRADING THE WALTER RICE CREW PLAYS TWO BENEFIT GAMES CITIES SERVICE, INTERSTATE MAY MERGE TRAINING AND UPGRADING TO MEET THE NEEDS OF THE FUTURE UNITY FOR A STRONG U.S. FLEET FUMES FELL CHIEF OFFICER ABOARD THE FALCON LADY GEORGE WALTON DOCKS IN BROOKLYN FOR THE BIENVILLE, IT'S A FAR EAST SHUTTLE RUN SEAFARER WAYNE CHAMPINE, 34, GETS HIGH SCHOOL DIPLOMA HIGH SCHOOL PROGRAM IS AVAILABLE TO ALL SEAFARERS AFL-CIO PRESIDENT MEANY SETS UP AD HOC COMMITTEE ON MARITIME INDUSTRY PROBLEMS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 6/1/1974 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVI, No. 6 1974 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/e3e47d06ad5874f605d4412dc30b9ef8.PDF 6ec4b94ff76c1292a0a0953e1e0dcfc1 PDF Text Text �• ',•'•'• . •• , • .-'i! r •:" '"'••y.. J •' ^ Oil Import Bill Passed by House of Representatives WASHINGTON — The House of Representatives passed legislation by a vote of 266 to 136 —H.R. 8193 — which provides for the carriage of up to 30 percent of oil imports in Americanflag tankers. The bill was adopted on May 8, 1974, after debate. The legislation, which is entitled the Energ)' Transportation Security Act of 1974, would immediately require 20 percent of petroleum imports to come in on U.S.-flag vessels. TTie percentage would be increased to 25 percent on July 1, 1975 and to 30 percent on July 1,1977. In the event that sufficient U.S. tonnage is not available to handle the cargo at "fair and reasonable" rates the Secretary of Commerce could waiver the requirement. The fight to secure passage of H.R. 8193 was led by Congresswoman Leonor K. Sullivan (D.-Mo.), Chairman of the House Merchant Marine and Fish­ eries Committee. In calling for support of the bill. Representative Sullivan out­ lined the benefits that would "flow from the enactment of this bill." Passage, she said, • is essential to United States secu­ rity to maintain tanker capability to inove our petroleum require­ ments; • provides substantial balance of payments benefits to the United States; • would provide many jobs for American workers otherwise lost to foreign labor; • will result in a cost monitoring system for the first time for petro­ leum ocean transportation costs; • will provide "additional badly need'^d protection for our marine environment;" • will probably not increase con­ sumer costs, or if there is an in­ crease, "it will be negligible." Representative Sullivan said the "C reason for supporting this bill is to reduce our dependence on foreignflag petroleum transportation. She said that presently our national energy pol­ icy has been "pegged to follow the na­ Paul HaU h. • V,' •f • •••• .. ;• I• , , the formation of the Arab Maritime Petroleum Transportation Company "for the express purpose of assembling a substantial tanker fleet capable of lift­ ing a percentage, of exports from their own oil fields." She said that it is "perfectly obvious from the trend in th^^ world today that the worn-out retaliation argument is groundless." 'Too long has the United States sat back helping everybody in the world and doing nothing to help itself," Rep­ resentative Sullivan said. Represenative James Grover (RN.Y.), ranking minority member of the Continued on Page 12 Seafarers to Receive Wage Boost SIU members will receive a five per­ cent pay increase effective June 16 under terms of the three-year freightship and tanker agreements negotiated and signed in 1972 between the Union and its contracted companies. There will also be a boost in premium overtime pay rates for work done on weekends and holidays. In the first year of the contracts. Sea­ farers received an approximate 11 per­ cent wage increase. Last year Union members received a five percent pay hike, and that, coupled with this year's increase makes a total wage raise of 21 the PRESIDENT'S REPORT: O tional oil companies to wherever they can find the greatest profits." The Missouri congresswoman slapped at the multinational oil com­ panies and governmental agencies for arguing against the bill because of pos­ sible retaliation by other trading na­ tions. Representative Sullivan said that this argument is without "substance or ac­ curacy." In fact, she stated, other na­ tions have "seized the initiative and are busily engaged in putting together their own vessel capability in order to carry substantial shares of bilateral trade in their own vessels." Representative Sullivan pointed to percent over the three-year period of the contracts which expire in June of 1975. Some average highlights of the new monthly base wage and premium rate increases include: • In the deck department, freightship bosuns will get a pay raise of $38.33 a month plus 33 cents more an hour for premium overtime. The SIU tanker bosun (aboard vessels of 25,000 dwt or over) will get a pay raise of $40.88 and 38 cents an hour for pre­ mium overtime. Freightship able seamen will get a $29.18 pay hike and 25 cents an hour more in premium pay. Ordinary seamen will receive $22.81 more a month and 20 cents more an hour for premium pay. Tanker able seamen will receive $29.53 more a month plus 26 cents more an hour in premium pay. Ordinary seamen will get a $23.41 monthly raise and 21 cents more an hour in premium wages. • In the engine department, aboard freightships, chief electricians will re­ ceive a wage increase of $45.09 and a wage premium overtime increase of 39 cents an hour. QMED's get a $43.34 monthly hike and 37 cents an hour in Continued on Page 12 . But Do We Really Listen? UR UNION is now locked in a will use their "flag of convenience" to struggle with the giant oil and grain frustrate the peace-seeking foreign policy industries which could determine — not objectives of the United States. only the continued security of our mem­ The impact of a defeat on the oil im­ bership—^but the economic well-being of port quota bill and watering down the the nation and the hundreds of thousands Jones Act would not only be destructive of workers in maritime and related in­ in terms of our national interest but dustries.^ I' would be a serious blow to the job secuThis month, after a long and deter­ 7 rity of American seamen. The loss of job mined campaign, we were successful in opportunities for American sailors — getting approval in the House of Repre­ coming at a time when we have just sentatives for a bill which would require crossed the threshold of a revitalization that at least 20 percent of the nation's of the U.S.-flag merchant fleet—^would petroleum imports be carried on Ameri­ be ironic. But the oil giants, who last year can bottoms, and this quota to be in­ racked up unconcionable profits at the creased to 30 percent in 1977. Our expense of Amers;an consumers and are Union led the fight for this bill and— presently engaged in a morally bankrupt largely because of the understanding and propaganda'blit^ aimed at blurring the participation of the majority of our mem­ truth about J their manipulation of oil bership—we won the vote in the House prices, have little concern over the jobs by a margin of 266 to 136. The bill now and security of American seamen. goes to the Senate, and the oil giants have So, the fight is ours. It is a fight for the already geared up for an all-out fight to job security of our membership, and the block it at any cost. job security of all American seamen, as At the same time, these oil giants that well as a fight for the economic and polit­ directly control a majority of the foreignical integrity of our nation. We are in the flag tankers carrying petroleum into tliis forefront of this battle^as we have been country are engaged in a concerted at­ in so many battles before—to secure the tack on the Jones Act which would, if . rights of the American seaman. they are successful, effectively destroy Our strength today is, as it always has the domestic shipping of American-flag been, in the understanding and unity of vessels. More than this, any encroach­ our membership. And at no time has this ment on the Jones Act would further in­ understanding and unity been more ur­ crease this country's dependence on gent than now. Understanding comes unreliable third-flag nations which have through listening to what we hear and already demonstrated that they can and comprehending what we read. Ai Whit- mer said it at our membership meeting after completing the Bosuns Recertification Program. He told the members: "A lot of us hear the reports on the fights we have in Washington—bj4t how many of us really listen?" This is the key: listening and under­ standing. Because if we can understand our problems we can work together to solve them. If we can understand that picket lines are no longer on the water­ front but in the Halls of Congress, and if we understand that our antagonists are the giant oil-grain-farm lobbies whose economic self-interest would destroy American-flag shipping, then we can understand the necessity for working to­ gether to preserve our job security and advance the interest of our nation's wellbeing. Our weapons are an informed and united membership, and an effective po­ litical organization. It was this combina­ tion of unity, understanding and political action that resulted in our successful efforts to secure passage of the Merchant Marine Act of 1970 which generated the growth of the American-flag merchant fleet. It will be this same combination that will spur an increase in cargo for our nation's merchantmen through a reason­ able petroleum import quota program and the continued jwotection of our do­ mestic shipping. An informed and unified membership is our political strength— and SPAD is our political muscle. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, New York 11232. Published monthly. Second 01?.?':^ postage paid at Brooklyn, N. Y. Vol. XXXYI, No. 5. May 1974. Page 2 S^farersLog �In 21St Year of Existence SlU Scholarship Program Gives-Five $JOfOOO Grants The SIU's Scholarship Program, rec­ ognized by.fine colleges and universities throughout the U.S. as one of the best "no strings attached" programs in the country, this month awarded five more $10,000 scholarship grants—one going to a full book SlU member and the other four to chUdren of Seafarers. This brings to 107 the number of grants awarded by, the SIU's Scholar­ ship Program since its inception in 1953. Of these, 27 were awarded to Seafarers and 80 to dependents of Seafarers. This year's winners are: Seafarer Paul Rittiner, Jr., 26 of New Orleans; WUliam McDonald, Jr., 18, son of Seafarer and Mrs. William McDonald of Abilene, Tex.; Janice Lynn Parker, 17, of Tuckasagee, N.C., daughter of the late Seafarer Samuel Parker; and Pearl and Judy Yao, 18-year old identical twin daughters of Seafarer and Mrs. Fang Wing Yao of San Francisco, Calif. Two alternates were also chosen, and will receive the grants in the event one INDEX Legislative News House Passes Energy Transportation Security Act (Oil Import Quota Bill) . .Page 2 Legislative Report column.. Page 9 President's Report .......Page 2 Union News Seafarers to get wage boost Page 2 Rubber Workers local on strike ....;... .Page 5 Five $10,000 SlU scholarships awarded ..Page 3 Shipping ' Dispatchers' Report Page 26 Seatrain sells Hawaii, Guam service Page 5 Hiring Hall at Piney Point ..Page 4 Overseas Arctic returns from Africa Page 13 Transhawaii pays off ... .Page 21 Ships' digests ... -. Page 20 Ships' committees Page 10 Trairiing and Upgrading Tenth class of recertified bosuns graduates ... Pages 6-7 Five more "A" seniority upgraders graduate ... Page 22 In all departments, upgrading is a necessity Page 30 Upgrading class schedule, requirements and application Pages 30-31 GEO program at Lundeberg School and application . . Page 9 Headquarters' Notes column Pages Membership News New SlU pensioners .....Page 23 Final Departures .... Page 27 Brother Bellinger becomes 19th Seafarer to receive high school equivalency diploma at Lundeberg School .....Page 9 Recertified bosun buys a "gold mine'-' Page 14 General Feature Mark Twain's Mississippi River Pages 28-29 Mayl^4 or more of the winners is hot able to accept the award. The alternates are: John Chermesino, Jr., 18, son of Seafarer and Mrs. John Chermesino of Boston, Mass.; and Anne Marie McGreal, 17, daughter of Seafarer and Mrs. Thomas McGreal of New York, N.Y. The winners were chosen from among 24 applicants by a Scholarship Selection Committee, made up of an Seafarer William McDonald, Sr. Father of William McDonald, Jr. impartial panel of educators from around the country which met at the Lundeberg School on Apr. 26. The Committee's selections were based on the applicants' scholastic abil­ ity, determined by high school grades and scores achieved on the College Boards or the American College Test, and the individuals' character and lead­ ership qualities based on extracurricu­ lar activities and letters of recommen­ dation. This year's Selection Committee members were: Dr. Charles Lyons, President of Fayetteville State Univer­ sity, Fayetteville, N.C.; Miss Edna Newby, Asst. Dean of Douglass Col­ lege, New Brunswick, N.J.; Charles D. O'Connell, Director of Admissions, University of Chicago; Dr. Bernard Ire­ land, an ofi&cial of the College Entrance Examination Board; Dr. Elwood C. Kastner, Dean of Registration of New York University, and Prof. R. M. Keefe, of Lewis and Clark Community Col­ lege, Godfrey, 111. Each of the five winners will receive his or her $10,000 scholarship grant over a four-year period, and may pur­ sue any course of study at any accred­ ited college or university in the United States or its territories. Praises SltPs Education Prograins New Orleans-bom Seafarer Paul Rit­ tiner, introduced at the May member­ ship meeting at Headquarters, praised the SIU for its keen interest in educa­ tion for its members and their depen­ dents. He stated that the Scholarship Pro* gram provided a "great opportunity" for Seafarers and their dependents to receive a fine education "they might otherwise not be able to afford." He also pointed out that the SIU's GED High School Equivalency Pro­ gram, and other vocational and aca­ demic programs offered at the Lunde­ berg School in Piney Point are "fine example."! of the SIU's dedication to education." Seafarer Rittiner, a graduate of Mar­ tin Berhman High in New Orleans, al­ ready has some college experience under his belt. He attended Louisiana State Univer­ sity at Baton Rouge for two semesters and accumulated 36 credits, but was forced to abandon his college studies due to "lack of funds." Rittiner began sailing with the SIU in 1965 after attending the Andrew Furuseth Training School in New Or­ leans. He received his AB ticket in 1968, and his full book in 1971 after completing the SIU's "A" Seniority Upgrading Program. He plans to pick up where he left off at LSU, with a major in Education and minors in American Government and Economics. His plans for the future include work­ ing toward a Master Degree in Educa­ tion and then a career in teaching. Bro­ ther Rittiner also plans to maintain his full book with the SIU, and someday renew his career on the sea. A Career in Medicine William McDonald, Jr. will this month be graduating from Cooper High School in Abilene, Tex. Born in Has­ kell, Tex. in 1956, the young scholar will use his $10,000 grant to pursue a career in medicine at Baylor University in Waco, Tex. He recalls that he always wanted to be a physician, and that his choice for this career "stems from the fact that my grandfather is a doctor, and he has probably been the biggest inspiration in my life." During his high school years, William was an outstanding scholar and athlete. He played with his school's football Seafarer Fang Wing Yao Father of Judy and Fear! Yao team, and belonged to the Fellowship of Christian Athletes, the Math Club, the Drama'Club, and the Classical Film Society. William's high school Principal J. M. Anthony writes that "this young man has exhibited qualities of leadership far superior to the average student in our present senior class. He is of high moral character, very dependable, and pos­ sesses excellent academic qualities." William says he is looking toward the future "with enthusiasm." His father. Seafarer William Jackson McDonald, Sr., has been sailing with the SIU for 28 years. He joined the Union in the port of New Orleans and sails with the rating of Cook and Baker. Brother McDonald has accumulated r; i •'' 1. . r' The late Seafarer Samuel Parker Father of Janice Parker nearly 7,000 days seatime in his sailing career. Will Study Law Graduating this month from Cullowhee High School second in her class with an overall four-year grade average of 95 is scholarship winner Janice Lynn Parker. She will use her $10,000 grant to pur­ sue a career in law at Carson-Newman College in Jefferson City, Tenn. A life-long resident of Tuckasagee, N.C. in the Southern section of the Ap­ palachian Mountains, the young schol­ ar realizes the importance of study and education, and explains that "a career in law will present a continuing chalContinued on Page 8 _ Ia • - i| •h:] i'' ^ i- - V * fi ''h virf The six-member SIU Scholarship Selection Committee study scholastic and extracurricular records of those who applied for the five $10,000 grants. Mr. Charles Logan, center, served as a consultant to the committee. Selection Committee members are, clockwise from the left: Dr. Charles Lyons, presi­ dent, Fayetteville State University; Prof. R. M. Keefe, Lewis and Clark Com­ munity College;. Charles D. O'Connell, director of admissions. University.of Chicago; Consultant Logan; Dr. Elwood Kastner, dean of registration. New York University; Dr. Bernard Ireland, representing the College Entrace Exam­ ination Board, and Miss Edna Newby, assistant dean, Douglass College. Page 3 i �Lundeberg School Entry-Rating Training, Shipping Guarantees Job Security For All Seafarers ; - Graduates check the registration board as they wait for a job opening. "I was very impressed with the training programs at Piney Point, especially the training of the young fellows who will be my replacement aboard ship when I retire. They will be the insurance of my pension. I know it will be in good hands because these young men are learning the his­ tory of our Union and the importance of keeping our Union strong." These words were spoken by Sea- farer William O'Connor who has been sailing with the SIU for 21 years and who—^hke all of the bosuns at­ tending the Bosuns Recertification Program—^got a first-hand look at the training programs and shipping procedures of the trainees at the Harry Lundeberg School- in Piney Point. The entry-rating training program at Piney Point is providing skilled and Trainee graduates register at hiring hall in port of Piney Point.., Graduate is all smiles as he gets his "B" book and shipping card from Port, Agent Gerry Brown. their jobs on a seniority basis. When they have selected their jobs, the graduate trainees are flown to the port where the ship is located. They are met at the airport on their arrival by an official of the SIU who takes them aboard ship and introduces them to their department delegate and their shipmates. The training and shipping of young men to continue the tradition of the SIU is unique in this nation's mari­ time industry. And it is because of the development of this program that shipowners look to the SIU for quali­ fied and reliable young seanien to continue the outstanding perform­ ance of SIU members. The training of these young men is the guarantee of continued job secur­ ity for all of our members as well as the promise of continued security of our pension program. Our members should encourage their sons and other young men to take advantage of the opportuniti^ offered at Piney Point, not only for their future, but for the continued growth of the SIU and the security of our membership. motivated young men—who have an understanding of our Union and the problems we face—to replace the veteran Seafarers who have passed on, retired or left the industry. This training program is the SIU's insur­ ance that this Union wiU remain strong and that the programs and pol­ icies adopted by our membership today will continue in the future, and ihkt the rights of our pensioners will remain secure. The shipping procedures of train­ ees from Piney Point are regulated by Section 4(E) of the SIU Shipping Rules which provide that ". . . if the first call of a vacant Group III or 3rd cook job does not produce a qualified seaman possessing Class A or Class B seniority, tne job shall be referred to the hiring hall at Piney Point, Mary­ land, where the job shall then be of­ fered at a job call. If after the first call of such job, the job remains open, it shall be referred to the port from which it was originally offered . . ." Jobs that are referred to the port of Piney Point are posted on the Rotary Shipping Board. Graduate trainees register with the port agent and select Veteran Seafarers help the newcomers who are the future of the SIU. Page4 • Seafarers Log 'I-,'- 7'.I'-'i J J". - (i'-sa 'if: �BoycoftBegun I I ^ vlfl^ '-f%t # •• Local 621 of URW Continues 14-Month Strike in Coltf; For the past 14 months, nearly 300 men and women, members of Local 621 of the United Rubber, Cork, Linoleum and Plastic Workers of America, have determinedly held the picket line against their employer, R & G Sloane Co. of Sun Valley, Calif, The company, which manufactures President Nixon has proclaimed May 22 National Maritime Day to com­ memorate the vital role of the American merchant marine in war and peace. In his anntml proclamation the President urged all "ships sailing under the American flag" to observe "dress ship" custom^ and requested all Americans to honor the merchant marine by displaying the flag at their homes on this day. The first National Maritime Day was marked by Congress in 1933 in com­ memoration of the first transatlantic steamship voyage of the USS Savannah to Liverpool, England in 18J9. ^ following is the text of the President's proelamqtiop: THE WHITE HOUSE NATIONAL MARITIME DAY, 1974 ' r-:": V ' ' - BY THE PRESIDENT OF THE UNITED STATES OF AMERICA A PROCLAMATION Since the beginning of our Nation, maritiraie enterprise has helped to fege the spirit of America and shape its destiny. In our early years, our merchant marine was a major force in fostennjg^dur economic growth and defending our freedom. Down through the years, the American merchant marine continued to serve our economic aspirations and to assist our military forces in times of emergency. Today, when the United States is the world leader in trade and military power, the dual roles of our merchant marine remain vital to the national interests. Under the Merchant Marine Act of 1970, new generations of highly advanced and efficient ships are being introduced into our merchant fleet to reinforce America's preseiice in the world's shipping lanes and to insure tiiat our Maritime capacities remain equal to their challenges. ^ To piomote puMb awareness of o^ hentage, die Congress in 19^3 (48 Stat. 73) designated the anniversary of the first transatlantic voyage by a steamship, the Savannah on May 22, 1819, as National Maritime Day, and requested the President to issue a proclamation annually in observance of that day, NOW, THEREFORE, I, RICHARD NIXON, President of the Upited^ S^^^ of America, do hereby urge the people of the United States to honor our American merchant marine on May 22, 1974 by displaying the flag of the United States at their homes and other suitable places, and I request that all ships sailing under the American flag dress ship on that day. IN WITNESS WHEREOF, I have hereunto set my hand this third day of April, in the year of our Lord nineteen hundred seventy-four, and of the ; Independence of the United States of America the one hundred ninety-eighth. ^, RICHARD NIXON ^ plastic piping and pipe fittings, has continually refused to bargain in good faith with the Union's officials. Instead, the company has intention­ ally prolonged the strike by reducing its contract offers to a point that would lower the plantwide average wage by up to 60 cents an hour. These workers, who have valiantly endured a great deal of personal sacri­ fice throughout the strike which began Mar. 11, 1973, cannot and will not accept such a settlement. In addition, the company has contin­ ued to operate the plant during the strike by hiring illegal aliens and by paying bounties for the recruitment of other strikebreakers. The company's intent in this matter Seatrain Discontinues Hawaii, Guam Service SlU-contracted Seatrain Lines of California is discontinuing its West Coast services to Hawaii and Guam and will sell or transfer leases to some of the vessels, equipment and facilities to Matson Navigation Company. Howard M. Pack, president of Sea­ train L4nes, Inc., parent company of Seatrain Lines, California, cited con­ tinued losses aggravated by the rising costs and uncertainties of the energy crisis as the reason for Seatrain's deci­ sion to withdraw from the Hawaiian trade, effective immediately. R. J. Pfeiffer, president of Matson said his company has agreed in prin­ ciple to acquire the Seatrain assets in order to avoid disruption or curtailment of ocean freight services in both the Hawaiian and Guam trades. ballot a new three-year collective bar­ gaining agreement with Seatrain Ship­ building Corp. UIW officials described the new con- Benjamin Schwartz Passes Away Benjamin "Little Benny" Schwartz died of af heart attack 'oti Apr. 10 after he had collapsed in the mess- May 1974 hall of the SS Ogden Champion (Ogden Marine) in New Orleans. He was 63. Born in Poland, Brother Schwartz joined the SIU in 1949 in the port of New York and sailed as an oiler. In 1965 he participated in the Dis­ trict Council 37 beef, and was active in all Union affairs. He was a U.S. Air Force veteran. Surviving are his niece, Mrs. Han­ nah Rozen of Brooklyn, N.Y., and a nephew, Harry Byofsky of Bellerose, L.I., N Y. Interment was in Baron de Hirsch Cemetery, iStaten Island,. N.Y. on Apr. 15. 3,400 27-foot cargo containers and 1,500 27-foot chassis from Seatrain. Matson will also assume the leases on Seatrain's terminal at Sand Island, Honolulu. Purchase price of the assets for Matson will be in excess of $14,500,000. Seatrain had been in the Hawaii service since 1969, and began the Guam service in 1970. Bosun ^8111/ Burke Is Dead At Age 49 a. .) i • /' 'M 'aH •J J Matson will take over charters on three Seatrain containerships now serv­ ing the Pacific. The ships are the SS Transchamplain, SS Transontario and the SS Transoneida, all converted T-2 tankers. In addition, Matson will purchase Lf/W Members Ratify Contract With Seatrain Members of the SlU-aflfiliated United Industrial Workers of North America employed at the former Brooklyn Navy Yard, early this month ratified by mail is clear. It is attempting to break the Union. The American labor movement can­ not allow the company to achieve this goal, for such a tragedy would create a serious threat to all trade unionism in this country. In support of the strike, the AFLCIO Executive Council has issued a strong statement, calling for a national boycott by American consumers and contracting companies of all R & G Sloane Co. products. The SIU has expressed its full sup­ port for the URW local and, if the need arises, SIU members, as in the Wall Street Strike of 1949 and on many other occasions, will morally and physically support these workers on the picket lines. tract "as one of the best in the ship­ building indnshry." After five weeks of intensive bargain­ ing with the company, the 16-man UIW negotiating committee in late April imanimously approved the proposed terms of the new contract. Summaries of the major proposals in the new agreement along with referen­ dum ballots were immediately mailed to the membership and returned within ten days. The Union negotiating committee counted the returned ballots. The new contract provides for a sub­ stantial money package increase spread over two-and-a-half years; a hike in fringe benefits; a yearly cost of living raise; establishment of a third work shift with premium pay; changes in overtimci and seniority language; pre­ mium pay for Certain cl^sifications, and adoption of upgrading and training programs. Bosun William D. "BiUy" Burke, 49, former SIU Headquarters main­ tenance chief, died Apr. 24 of a heart attack at his home in Brook­ lyn, N.Y. A native of New York City, Brother Burke joined the SIU in the port of New York. In the early 1940s be sailed for the Isthmian Line. In 1961 he walked the picket line in the Greater New York Harbor strike. After recovering from a serious accident in 1968, he ran for the Union's Bosuns Recertification Pro­ gram Committee in 1972. At the time of his death, he was on the SeaLand shore gang and had applied to enter the Bosuns Recertification Pro­ gram at the Harry Lundeberg School of Seamanship in Piney Point, Md. Surviving are his widow, Inger; three sons. Glen, Patrick and Mi­ chael; two daughters. Colleen and Sharon, and a brother. Funeral services wer^ held on Apr. 27 in Brooklyn. Brother Burke's ashes were buried at sea off a Sea-Land SL 7 containership. Pages ::-(l ll tl �r- John Eddins Seafarer John Eddins has been sailing with the SIU since he joined the Union in New York in 1948. He now ships out of Baltimore where he lives with his wife and son. He has been scaling as bosun since 1958. During this program I had an oppor­ tunity to iattend a meeting of the Na­ tional Maritime Council. I learned that the shipowner, too, is cooperating in the fight for legislation to protect and advance American-flag shipping. All of this costs money, time and labor, and all of us should invest through SPAD for laws which will give us ships, cargo and job security. Think about it. Either we all participate in this fight or we all find ourselves vacating our berths to the foreign-flag operators. luated its tenth class of SeaiCarers this month brmging to 94 the total nnmher of SIU bosims who have had an opportunity to team more ahoiit their Union, ! die industry and the programs we have devdoped to insure a strong ^ American>flag merchant fleet. The knowledge they have gained will enable them to better perform tlmir roles aboard ship as representatives of our Union at sea. Because they have a better understanding of our constant fight for more ships, more cargo and more job security these bosuns wiltbe able to provide all of our niembership with a better understanding of these programs by discussing fliem at the weekly membership meetings aboard ship. On Uiis page, the latest graduates of the recertification program com­ ment briefly (aai fiheir iniiiri^imis of what it has meant to them. more cargo for American-flag shipping. But the basic fact is that ships and cargo mean job security for all of us. We led the fight for the Merchant Marine Act of 1970 which has revitalized the Amer­ ican merchant marine and has provided all of us with better job security. We won this fight only because of the par­ ticipation of our membership. The fight now is for cargo—and I for one under­ stand fully that it will only be through full membership participation that we will be successful in this effort. vulnerable to attack from all sides by those who would sink the American merchant marine by legislative "action. The Jones Act is under constant attack by powerful interests who want to gain a foothold in our domestic shipping. The Oil Import Quota Bill [Energy Transportation Security Act], now pending in Congress, is a logical second step—after the Merchant Marine Act of 1970—in rebuilding the U.S.-flag fleet. The major oil giants are violently opposed to this bill and are spending untold sums of money to fight it. There­ fore, we must fight fire with fire—and we can do this only through our support of SPAD. -rj . Andrew Boney Seafarer Andrew Boney has been a member of the SIU since 1945 and has sailed as bosun for the past J5 years. BorA and raised in Virginia, Seafarer Boney ships out of the port of Norfolk. The Bosuns Recertification Program is one of the best things that could have happened to me. I didn't support SPAD too much before, but now I understand how much I have to lose in terms of job security and retirement unless we ail support our Union on .the legislative front by donating to SPAD. We should be glad that we have responsible leader­ ship that understands the problems and knows how to cope with them. We should all be more responsible Union members, ourselves, and help secure the future of our Union. Alan Whitmer Seafarer Alan "Honest Al" Whitmer joined the SIU in 1943 and has been sailing as bosun since 1950. Seafarer Whitmer lives in Maine wfthihis wife Carol and daughter Mary, and ships out of New York. There are many of us who go to the Union hall when we want to ship out. We make a trip, reap the benefits, but few of us ever ask ourselves—How is this possible? Why am I able to have job security second to none? What can I do to preserve what we have? How ^ can I help? We are now engaged in Washington in some of the most impor­ tant struggles of our economic lifer-the survival of the American merchant ma­ rine and all that goes with it. How can we help? By investing in SPAD. This is an investment in our collective and indi­ vidual future. It's job security for all of us. These arc some of the things I have learned. Ernest Bryan Seafarer Ernest Bryan joined the SIU in Houston in 1947. He has been ship­ ping as bosun for six years-. Seafarer Bryan ships out of the port of Houston where he lives with his wife and three children. I wish I could describe Piney Point like it really is, but I believe a person would have to see this place first hand and then he would go away, like I did, feeling really proud. I just hope it is possible for each of you to come and visit, or to take advantage of the courses offered at the Lundeberg School, and meet the dedicated people who are teaching and working with the trainees =the men who will man the ships of tomorrow. » / ' - "" , T '4 Peter Drewes Seafarer Pete Drewes joined the SIU in Charleston, S.C. in 1944 and began sailing as bosun in 1954. He served as elected SIU patrolman from 1969 through 1972. Seafarer Drewes now ships out of the port of New York. Perhaps the most important part of this program came during my visit to Washington where I received an indepth briefing on our legislative efforts in Congress. Many of our members dn not realize the importance of federal legislation in securing more ships and . r.- : : 4 H'-: iSs. I. Floyd Selix Seafarer Floyd Selix joined the SIU 22 years ago and now sails out of the port of San Francisco. He has been shipping as bosun for the past eight years. We are not immune from the prob­ lems of the maritime industry. We are Barney Swearingen Seafarer Barney Swearingen joined the SIU in September, 1939. His sea­ faring career was interrupted when he served with the U.S. Army from 1941 to 1947. He returned to the sea and has been sailing as bosun since 1955. Sea­ farer Swearingen ships out of Jackson­ Page 6 ville where he lives with his wife Leona. The Bosuns Recertification Program is one of the best and most important of our training and educational pro­ grams. I've been an active member of the SIU for 34 years, but the program has certainly shown me things I never knew before. I have asked, and heard more questions asked by other bosuns, concerning every phase and operation of our Union and everyone was an­ swered to the individual's satisfaction. I also feel that I now have a better under­ standing about this Union as well as the maritime industry. I realized before at­ tending the program what our SPAD donations were being used for, but now that I have seen the operation we have in Washington and how well it works my outlook and attitude has changed about the program and I support it fully. Arthur McGinnis Seafarer Arthur McGinnis has been a member of the SIU since 1951 and has shipped as bosun for the past 13 years. A native of Connecticut, Seafarer McGinnis, now ships out of the port of New Orleans. One of the most impressive things I saw during this program was how we are getting our membership ready for the new ships that are being built. Our training programs at Piney Point are the best thing we have done because it means that we will get the new ships which means the job security of all of us. I know I learned a great deal about the LASH barge carriers, the LNG's and LPG's, and the SL-7's. Another thing that hit home was the importance of having a voice in the halls of Con­ gress. If we don't make ourselves heard in Congress we will soon lose all of the things we fought so hard to obtain over the years. Lester Smith Seafarer Lester Smith has been ship­ ping as bosun since 1949. He joined the SIU in 1946 and now ships out of the port of Norfolk where he makes his home with his wife Loys. I have learned more about our Union in the last two months than I did in the 28 years I have been a member of the SIU. I used to wonder why we were involved in a school for seamen in Piney Point and why our money was being spent on it. But now that I have been there to see for myself, I under­ stand why this school is so important to the future of our Union and to our continued job security. This program has meant a great deal to me^because I have a better understanding now of what it's all about, and I think anyone who gets the chance should take advan­ tage of the many programs offered by our Union for education and training. Seafarers Log X'.Ji,' .^1 �Wflliam O'Connor Seafarer William O'Connor joined the SW in Norfolk in 1943 and now ships out of the port of Seattle where he lives with his wife Shirley. He has been sailing as bosun since 1949. I was very impressed with the train­ ing programs at Piney Point, especially the training of the young fellows who will be my replacement aboard ship when I retire. They will be the insurance of my pension and I know it will be in good hands because those young men are learning the history of our Union and the importance of keeping our Union strong. 1 was also impressed with the upgrading programs and ±e dedi­ cation of the teachers who work with young and old alike to make sure that all will be able to pass the Coast Guard examinations. This school, and pro­ grams like the recertification program —are the future of our Union. Lancelot Born in British Guiana, Seafarer Lancelot Rodrigues has been going to sea since 1945. He joined the SIU in 1964 and has been sailing as bosun since 1970. He lives with his wife Wallis and three children in Ponce, P.R., and sails out of San Juan. When I first read about this program I said to myself: "What can I leam that I haven't already learned aboard ship?" Let me tell you, I learned a lot about our Union and this industry that I never knew. While I was in Piney Point I was surprised at the quality of the training programs for the young men who are the future of the SIU, and who will keep Ais Union going when we are gone. Another surprise was during my trip to Washington and the Transportation Institute. It showed me where the real fight is to build ships and get cargo which means job security for our mem-* bership. This is where all of us can help through our support of SPAD. We have a hard fight ahead of us, so we must work together to keep our Union strong. Seafarers attending the Bosuns Recertification Program at Union Headquarters and Piney Point, and two Upgraders, got a first-hand look at the SlU's legisla­ tive operation during a one-day trip to Washington. Among their stops was the Capitol building where they saw the U.S. Congress at work. First row, from left, are Lundeburg School Vice President Mike Sacco, and Bosuns Manuel Landron, Jim Garner and Harold Weaver. Second row, from left, are Piney Point Port Agent Gerry Brown and Bosuns Raymond Ferreira, John Cisiecki, Albert Wrinquette and Verner Poulsen. Third row, from left, are Bosuns Bob Gillain, Ravaughn Johnson, James Thompson and Roberto Zaragaza. Fourth row, from left, are UpgraderE. C. Gardner, Bosun Robert Schwarz, Upgrader Oscar Johnson, and Bosuns Arthur McGinnis and Reidus Lambert. Reidus Lambert Seafarer Reidus Lambert has been a member of the SIU for 20 years and has shipped as bosun for the past five years. He now lives in Kenner, La. with his wife Jean, and ships out of the port of New Orleans. I have had an opportunity to spend time at Union Headquarters and at Piney Point, and believe me I have seen a lot that has opened my eyes. I know that I will be a better Union member when I go back aboard ship. One very important thing I learned is that SPAD ii the future of this Union. Everyone knows that big business is going to fight us every step of the way, and we are going.to have to fight like hell to protect, our jobs and to get more ships and more cargo. This can only be done through SPAD—and ihy isupport is 100 percent. Telling It Like It Is "Many of us hear—but how many of us really listen?" This was the ques­ tion posed by Seafarer Al Whitmef as he received his Bosuns Recertifica­ tion Certificate at the Headquarters membership meeting this month. Bosun Whitmer said: "If we listen we will understand our problems—and if SIU Bosuns m Washington we can understand the problems we can do something to solve them." Brother Whitmer made his remarks after reports on the Union's activities in Washington were read which de­ tailed the progress of the oil import quota bill and the SlU's efforts to block attacks on the Jones Act. Bosun's Recertification WoUawing are: the names and home ports of the 94 Seafarers who have successfully completed the SW Bosuns Recertification Program: Aljbed Edgar Andeipon, New York G^rgeAm^ tlawM Aikmtskiii, EIinerB Jiaun^Baud^ Norman Beaver^ Ne^ IMbunon ]|^MM:taiii^, Honston Ddvid Bi^er, Norfolk :' r Jan Beye, New Yoric Stanley Bojko, San Francisco Andrew Boney, Norfolk George Burch, New Orleans George Bnike, New Yfwk Walter Botterton, Norfolk Hufiuoii Butts, Houston RRhard ChrtstenberiyvSa^ V^Uiam^^C Fred Cooper, Mobile Chairtes Rkhard DandSle, Houston Julio De^do, New Yorik l^id IHcklnsqn, Mp^^ JamesBfaEpn, MobjOte Peter Drewes, Naw York joha Eddins, BaMmore Eugene Flowers, New York Donato Giangiordano, Philadelphia James Gorman, New Yoric Perry Greenwo^, Seattle Burt Hanback, New York Karl Hellman, Seattle Domdd Hicks, New Yorfr Raymond Hodges, Mobile Raymond W. Ho^es, Baltimore Elbert Ho^e, Baltimore Stephen Homka, New Yoric Calvain James, New York Stanley Jandora, New York ili? Sven Jansson, New York Morton Kemgood, Baltimore Perty Konis, New Yorik lAo Koa»,^fimore Reidus Lsucnbert, New OrieanS f Robert Lasim,;Pii)»tb Rfco;-'-v?:; m Raymond Layonie,Bjdtiniore ; Hans Lee, Seatfle JT^ob Levin, Biddmore Joseph Leyal, ndtedrtphig fGeorge Libby, New Orleans, Robert Macl»rt, Bal^ ~ < H»iis:Manninfc SeatBe Ardior McGhuns, New Orteaumr William Meehan. Norfolk Clji^ MQleiv Seattle Rdward Morris, Jr^ Mobile Ervin Moyd, Mobile Ys#i Niefeen, New York VQlliam fPConnor, Settle Frtid^p^ AJlNert 6rottimksr» San Francisco JafoesWiri^^ Wallace Perry, Jr., San Francisco Yieklto PoUaaen, NewOrleans tfonaild Prt^fy, New York Francisco James Pullfom, Tony Radich, New Orleans Ewing Rihn, New Orieans Wpif^ Alfonso Rivera, Puerto RicpL^; y ^ Lancelot Rodr^[u<^, Puerto ^R^ Ovidio Rodi%#^New Y^ Thomas Self, Baltimore Ffoyd Sells:, San Francisco Peter Sheldirake, Houston ' Lester Smith, Norfolk Sven Stockmarr, New Yoric Baniey Svrearingen^ Jiiclisrnil^ Frank Teti, New York Ward Wallace, JacksonviDe Richard Wardlaw, Houston Alan Whitmer, New York Malcolm Woods, San Francisco . Page? �fe i ^ I Boggs-Outstanding Citizen Headquarters Notes :¥ § S by SIU Vice President Frank Drozak § ::i SSftW?S?Sft^%W5S!!fSS!Sg5!SS!^^ SEAFARERS WELFARE PLAN I want to stress again the importance of taking the time to make certain that all claim forms for benefits under the Seafarers Welfare Plan are filled out completely and that all necessary receipts, bills, discharges or other documents are attached to the claim forms when they are sent to the SIU Welfare Plan for payment. The SIU Welfare Department makes every eflfort to get the claims pipcessed as quickly as possible, but many times the forms have to be returned to the member or his dependent because information is lacking. This creates a hardship which could be avoided if the member would take the time to make certain that his claim form is complete with all necessary information. Members should also leave a claim form with their dependent when they go to sea. The first page of the form should be filled out completely and signed by the member. Discharges showing that the basic seatime requirement has been fulfilled should also be left at home. By taking this precaution, our members will not have to worry should their wives or children need medical care while they are at sea. BOSUNS RECERTIFICATION PROGRAM With the graduation this month of 12 more bosuns from the Bosuns Recertification Program, we now have 94 bosuns who have completed the two-month training and upgrading program, and I want to congratulate our latest graduates on their efforts to make themselves more effective aboard ship. These brothers — and all of our members who have completed the program — have a better understanding of this Union, the industry and the problems we must tackle to insure our continued job security. Bosun A1 Whitmer said it all at the membership meeting in New York this month when he conunented: "A lot of us hear the reports read at mem­ bership meetings and hear the reports from our officials at payoffs — but how many of us really listen?" That's the key: listening and understanding. Because if we really listen and try to understand what our problems are, then we will be able to tackle those problems and solve them. Our recertified bosuns, together with our "A" Seniority upgraders are making a valuable contribution to bringing our membership a better under­ standing of the problems confronting this Union. They have had the oppor­ tunity to see first-hand every operation of the SIU — at Headquarters, in Washington and at our training center in Piney Point. They asked questions, and they listened. These bosuns will now be more effective representatives of our Union both at sea and ashore. I want to congratulate these brothers on their participation in this program and their concern for the continued job security of this membership — Andy Boney, Ernie Bryan, Pete Drewes, John Eddins, Reidus Lambert, Art McGinnis, Bill O'Connor, Lancelot Rodrigues, Floyd Selix, Barney Swearingen, Lester Smith and "Honest Al" Whitmer. "A" SENIORITY UPGRADING Five more of our members completed the "A" Seniority Upgrading Program this month and I would like to congratulate Jon Humason, Arthur Lehmann, Phillip Painter, Pierangelo Poletti and Bert Reamey. It is important that we encourage more of our members to participate in this program because fhe strength and future of this Union rests on the shoulders of our full "A" seniority members. We have today in this Union about one and one-half jobs for every full book member, and the number of members who are leaving the industry, because of death or retirement, exceeds the number of members who are achieving full "A" seniority through our upgrading program. TRAINING AND UPGRADING One of the most Impoitant keys to the success of this Union in securing new ships and new companies — deep sea, on the Lakes and in the rivers — has been the success of our training programs in Piney Point. Training and upgrading to meet the challenges of advancing technology in the maritime industry is the key to the future of this Union and the job security of our membership. We have been successful — more than any other Union — in getting new ships and more job opportunities. We have been successful in this effort because we have shown that we can provide trained and highly-qualified crews for the new ships, tugs and towboats of our growing American-flag fleet. The QMED training, while it is by no means the only important upgrading program at the Harry Lundeberg School, has proven valuable in providing qualified men for the SL-7's, VLCC's, LNG's, LASH and OBO carriers which represent the continued job security and pension security of this membership. Page 8 The Greater New Orleans AFL-CIO this year presented its 12th annual Out­ standing Citizen Award to Congresswoman Lindy Boggs (second from right) who is the wife of the late Rep. Hale Boggs of Louisiana. SIU Vice President Lindsey Williams, also president of the Greater New Orleans AFL-CIO is standing left, along with Mrs. C. J. Stephens, wife of N.O. Port Agent Buck Stephens, and Pat Stoddard, president emeritus of the New Orleans organization. SIU Scholarship Grants Continued from Page 3 lenge to me to keep up-to-date, through reading and concentration, on new l^al issues. This will keep my mind active, because I have discovered that the mind will quickly grow stale if allowed." Actively involved in her .school'.s ex­ tracurricular programs, Janice belonged to the French Club, the Math Club and the Poetry and Drama Club. She also worked on the school newspaper and was co-editor of the 1974 school yearbook. Janice was written up for two consec­ utive years in "Who's Who Among American Students," and was awarded membership in the Society of Outstand­ ing American High School Students, and the National Honor Society. Cullowhee High School Principal Charles Stallings writes, "Janice is an excellent student in every way. Her high academic grades and participation in many of the school's extracurricular ac­ tivities are an indication of her value and worth as a student and school citi­ zen. She is a human being who will make contributions to society as long as she lives." Her father, the late Seafarer Samuel Parker, died from injuries sustained in a shipboard accident in Okinawa in June of 1972. Brother Parker sailed as electrician, and was a member of the SIU for 2^years prior to his death. ^' Medicine and Marine Biology Identical twin sisters. Pearl and Judy Yao, graduated from George Washing­ ton High School in San Francisco last December, both being in the top 20 students of 220 graduates. As v/ell as being identical twins, the two are also very close friends. They are planning to attend the same college, the Univenlty of California at San Diego; however Judy will study marine biology and Pearl, has chosen a career in medicine, Judy believes that "education leads to success" and that a college education "will enable me to achieve my personal goals in life." Judy has a great respect and concern for nature, and feels that as a marine biologist she will be able to "help solve some of the problems we face, such as pollution and over population." After completing her undergraduate work, Judy plans to attend Scripps In­ stitute of Oceanography in Claremont, Calif, to finish her education. Like her sister. Pearl values educa­ tion very highly, and recalls that "I've always dreamt of going to college ever since I was a little girl." Pearl chose a medical career simply because "I want to help people, and the best way I know of doing this is by be­ coming a doctor." Both girls were very active in their school's extracurricular programs, par­ ticipating in the Drama Club, th6 Girls Athletic Association and other Clubs and Committees. Their Principal, Saul Madges, writes that the girls "are more than worthy re­ cipients of a scholarship award, and they will bring credit to your organiza­ tion and the school which they will attend." The girls' father. Seafarer Fang Wing Yao, has been a member of the SIU since 1955. Bom in Shanghai, China, the veteran Seafarer sails in the engine department with an FOWT rating. The SIU extends congratulations and sincere good wishes to the five scholar­ ship winners in their college careers. Marine Firemen's President Retires \ Harry Jorgensen, president of the Marine Firemen's Union,and a vice pres­ ident of the SIUNA, retired last month because of ill health. According to the Marine Firemen's Union, Jorgensen's health had been de­ teriorating over a period of time, and made it difficult for him "to put in the amount of time required as President of the Union." Henry "Whitey" Disley, vice presi­ dent of the union's Pacific District affi­ liate was named acting president until a special election to fill the vacancy is held. Disley has also been designated to fill the position of vice president in the SIUNA. Nominations for the office of presi­ dent took place last month at union meetings, and the election was sched­ uled to take place sometime this month. Seafarers Log �Two More Seafarers Achieve Educational Goals ITie educational programs of the SIU are aimed, not only at advancing the professional skills of Seafarers, but also toward providing them wtih academic opportunities that had been denied them. This month, two more Seafarers achieved their educational goals. Able Seaman Paul Rittiner, Jr., who has been sailing with the SIU since 1965, was accepted by the Union . College Scholarship Committee for a four-year grant worth $10,000, and Seafarer Wil­ liam Bellinger became the 19th SIU member to achieve a high school diploma through the Union's academic enrichment program at the Harry Lundeberg School in Piney Point. (For the story on Seafarer Rettiner and the SIU College Scholarship awards, see page 3.) •'V 'yjL- H' J. ' ' Seafarer Bellinger Seafarer Bill Bellinger's career re­ minds one of the old nursery rhyme— "... a butcher a baker a candlestick maker .. .". During his lifetime he has been employed as a construction worker, a truck driver, bus driver, cab driver, short order cook, police ofiScer and served with the military during two wars. Recently, the 51-year old SIU mem­ ber took on yet another role—GED student at the Harry Lundeberg School of Seamanship. Seafarer Rittiner Bellinger said he "formally finished the 8th grade, but actually started to quit in the fifth grade." By the 6th and 7th grade he had declared himself a non-student and teachers were just passing him on to get "rid" of him. "In the past, there have been many, many cases when having the high school diploma would have helped me con­ siderably and not having it hindered me considerably," commented the Houston, Tex. resident. "It was difficult," he continued. "I felt comfortable in some content areas, and uncomfortable in others—particu­ larly in mathematics—I'm completely bafBed by it." "But, I picked up quite a bit, par­ ticularly in English-Grammar," said Bellinger. "I can read writing, but in High School Program Is Available to All Seafarers Nineteen Seafarers have already successfully completed studies at the SIU-IBU Academic Study Center in Piney Point, Md., and have achieved high school diplomas. The Lundeberg High School Pro­ gram in Piney Point offers all Seafarers —regardless of age—the opportunity to achieve a full high school diploma. The study period ranges from four to eight weeks. Classes are small, permit­ ting the teachers to concentrate on the individual student's progress. Any Seafarer who is interested in taking advantage of this opportunity to continue his education can apply in two ways: Go to an SIU office In any port and you will be given a GED PieTest. This test will cover five gen­ eral areas: English Grammar, and literature; Social Studies, Science I I I 1 I I I I I and Mathematics. The test will he sent to the Lundeberg School for grading and evaluation. Or write directly to the Harry Lundeberg School. A test booklet and an answer sheet will be mailed to yoiu- home or to your ship. Complete the tests and mail both the test booklet and the answer sheet to the Lundeberg School. (See application on this page.) During your stay at the school, you wiU receive room and board, study materials and laundry. Seafarers will provide their own transportation to and from the school. Following are the requirements 'for eligibility for the Lundeberg High School Program: 1. One year's seatime. 2. Initiation fees paid in full. 3. All outstanding monetary obliga­ tions, such as dues and loans paid in folL the past have not been able to write reading." "I have a desire to write," he said. "I could never write, though, without having learned what I've learned here about punctuation, clarification, sen­ tence structure and paragraphing." Bellinger has been sailing with the SIU since 1967 and is currently ship­ ping as chief cook or baker. He's no stranger to Piney Point, either. In Oc­ tober 1972 he dame to HLS for his Lifeboat ticket, and in March of this year he came back for seniority up­ grading and received his full 'A' book last month. "I would encourage other Seafarers to get their high school diplomas," said Bellinger. "Because they're going to find a high school education is almost a must—and becoming more and more so every day." By B. Rocker Pending Bills Action is still pending on three bills which have major importance to Sea­ farers. Progress has been reported and content discussed at length over the last several months on the following: • Energy Transportation Security Act: H.R. 8193, a bill to guarantee a minimum of oil imports for our U.S.-flag ships, has been reported out of the House Merchant Marine and Fisheries Committee, and is awaiting a rule from the House Rules Committee. The rule sets the time limit for general debate and governs the amending process—including "closed rule," which means no amendments are allowed, or "open rule," which permits amendments from the floor. In some cases, only members of the committee reporting the bill can add amendments. SIU has urged passage of H.R. 8193 in the interest of the maritime indus­ try, the national economy, and national security. • Pension Plan Regulation: A conference committee has been appointed (members from the House and the Senate), but because Congress has been in recess, members have been away, visiting their districts and meeting with constituents. In their absence, their staff members have worked together on H.R. 2, and H.R. 4200 to achieve a compromise bill to regulate pension plans and protect workers' pension rights. • Select Committee on Committees: The proposal to reorganize the House committee structure, H.R. 988, is scheduled to go before the Democratic caucus. SIU has strongly opposed H.R. 988, because, among its deficiencies, the resolution would weaken the Merchant Marine and Fisheries Committee. Minimiim Wage On Apr. 8, the President signed into law new amendments to the Fair Labor Standards Act which will raise the minimum wage to $2 an hour, effective May 1 and increasing to $2.30 by 1976. Coverage will now be extended to five million workers who previously did not come under minimum wage—^federal, state and local government em­ ployees and domestics. More than 1.6 million federal employees and nearly 3.4 million state and local government workers will now be protected. And for the first time, firemen and policemen will be paid overtime after 60 hours. The increase is the first in six years. The Consumer Price Index shows that in that time, the cost of living has increased 39 percent. The House Education and Labor Committee said in its report of the bill that under the existing minimum wage of $1.60, an employee working 40 hours a week for 50 weeks would gross $3,200 or $1,000 below the figure defined by the Bureau of Labor Statistics as "poverty level." Mr. Nixon had vetoed a bill in September which would have raised the minimum to $2.20, because he felt it would be inflationary. However, he be­ lieves the increase is "now a matter of justice that can no longer be fairly delayed." I am interested in furthering my education, and I would like more information j on the Ltmdeberg High School Program. .Book No.. Name— f' •;! Address. Last grade completed (Street) (City or Town) (Zip) Last year attended— I Complete this form, and mail to: Margaret Nalen I Director of Academic Education I Harry Lundeberg School I Piney Point, Maryland 20674 I May 1974 Seafarers are ui^ed to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. • \• Pages �ipw" Lyman ^ '-ii Houston Committee Third Cook Mohammed Hussien, far left, stands in with the ship's committee for a photo aboard the containership Houston at a recent payoff at the SeaLand docks in Port Elizabeth, N.J. Committee members are from the left: Julio Figueroa, steward delegate; John Barcroft, deck delegate; Stanley Zielewski, educational director: Frank Rodriguez, ship's chairman, and Thomas Williams, secretary-reporter. The 504-foot containership runs coastwise. The SlU-manned freightship Lyman Hall paid off on Apr. 8 In Port Newark, N.J. The Lyman Hall was purchased a year ago by Waterman from Pacific Far East Lines. She took on her first SlU crew la.st July. Committee members, from the left, are: Rosco Rainwater, steward delegate: Ed Wallace, ship's chairman; Felix Diaz, educational director, and Jim Martin, secretary-reporter. The Lyman Hall is on the Far East run. Charleston Committee Elizabethport Committee Recertified Bosun Vagn Teddy Nielsen is on his first ship, the Elizabethport, since recently completing the SlU's two-month Bosun Recertification Program. The Sea-Land operated containership paid off in Port Elizabeth, N.J. on Apr. 28. Ship's committee members, from the left, are: Nielsen, ship's chairman: N. W. Jorgensen, engine delegate; J. Morales, educational director; George W. Gibbons, secretary-reporter; Bill Sierr, steward delegate; and T. Williams, deck delegate. Usual run for the Elizabethport is the Mediterranean. ;. >• The 497-foot Jong containership. Char/esfbn, operated by Sea-Land, paid off late last month after completion of a coastwise run. Committee members are, standing left; l^uis Cepeda, educational director, and Bob Hutchins, secre­ tary-reporter. Standing right is Victor Silva, steward delegate; and seated clockwise from the left, are: Tom Wolfe, deck delegate; John McCollum, ship's chairman; crewmember William Smith, and John Tobin, engine delegate Transidaho Committee San Juan Committee ••'A,.' m- • After completion of a Mediterranean voyage, the SlU-contracted containership San Juan paid off at Port Elizabeth on Mar. 18. Her ship's committee members are, from the left: S. Piatak, secretary-reporter; H. Murranka, ship's chairman; L. Nieves, engine delegate, and Y, Swartz, deck delegate. Brothers Piatak and Swartz were incorrectly identified in the April LOG. Page 10 Recertified Bosun Elbert Hogge, a member of the September class of the Bosun Recertification Program, is now serving as ship's chairman on the committee of the Transidaho. Other committee members, from the left, are: Dimas Mendoza, deck delegate; Juan Ruiz, steward delegate, and Abraham Aragones, secretary-reporter. The Transidaho, operated by Hudson Water­ ways paid off late last month in the port of New York. She is on a coastwise run.' Seafarers Log �aBR5ng?«mmKiPrr-:^j^^^ " an, the Sugar Islander Delivers Her Cargo The 28,000 dwt bulk carrier Su­ gar Islander (Pyramid Sugar Trans­ port, lnc.)» one of the lai^est of her type ever buflt m a U.S. shipyard, stopped off at the port of Kawasaki, Japan recently to discharge cargo. The SlU-contracted Sugar Islander spent two days In port nnloadlng over 24,000 tons of gram. The 641-foot long vessel's normal run Is to the Far East. She usually picks up grain on the U.S. Gulf Coast, discharges It m Far East ports, and then picks up sugar In the Hawai­ ian Islands before returning to the Gulf or West Coast. The ship was hullt by Lockheed Shipbuilding and Construction. She was dedicated on Aug. 24,1973, and has a speed of 15.75 knots. The ves­ sel has six cargo holds with a capacity of 1,195,986 cubic feet. She Is under long term charter to the California and Hawaiian Sngar Co. for the ^ j-k" The Sugar Islander in port at Kawasaki, Japan where she recently spent two days unloading over 24.00Q long tons of grain carried from New Orleans. The 28.000-dwt bulk carrier is one of the largest of her type ever built in theU.S. Four Seafarers on board enjoy a hot meal in the ship's modern crew's mess. From left are; Bosun. William Parker, AB Dewey Penton, AB Percy Kennedy and QMED Robert Vance. Know Your Rigiits St,';:. transport of raw sugar from Hawaii to the mainland. One of the many modem features aboard the Sugar Islander Is the galley, which has three ovens (one of which Is a combination microwaveconventional), a push-button potato peeling machine, a meat slicing ma­ chine, ice cube machine and other equipment which makes the steward's job easier. The galley also has cafe­ teria-style serving which Includes hot steam tables. On this recent run to the Far East the ship also discharged cargo at Kobe before arriving m the Philip­ pines, where It loaded 27,000 long tons of bulk sugar for deposit at the C & H Refinery In Crockett, Calif. The vessel arrived back m New Or­ leans m late April to load up a full cargo of soybean, and It was sched­ uled to head back for the Far East earlier this monfli. Wiper William Feyer enjoys a cup of coffee in the Sugar Islander's cafeteriastyle galley. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officef or member. Tt has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out"this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and reconunendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findinp. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various triist fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disburse­ ments of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquartersof the various trust funds. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts whicb the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the\stoowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: . Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N. Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship; Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. May 1974 SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement' of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntap'. No contribution may be solicited of received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of member­ ship in the Union or .of employment., If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade imion concepts and Seafarer seamen. If at any time a Seafarer feels that any of the ahove rights have heen violated, or that he has heen denied his constitutional right of access to Union records or information, he should immediately notify SIU Pfesident Paul Hall at headquartersJby certifib.' mail, return receipt requested. • Page 11 �/• ri J K-' i' , •*5 Oil Import Bill Passed by House of Representatives Continued from Page 2 oil industry impoets.their petroleum on Houss. Merchant Marine aed Bisherws- ..ships Suing the Liberiar..flag42.pc^?ent of the time; some eight percent is car­ Committee, in his speech on the floor ried on U.S.-flags mostly from Carib­ during the debate, urged "my col­ bean countries and a variety of foreign leagues on both sides of the aisle" to ships carry the balance." support passage of the bill in the inter­ Representative Grover lashed at the est of national security and as a "corol­ so-called effective controlled fleet lary to project independence." He which he said cannot be relied upon. He pointed to the increasing seapower of said "it is appalling that the State De­ the Soviet Union and the fact that "vir­ partment and even the Department of tually all petroleum imported from the Defense continue to pay lip service to Middle East moves on ships which owe the discredited effective-control no allegiance to the United States." theory." The New York Republican said that "according to their own lobbyist, the Many other Congressmen, from both political parties, rose to speak in sup­ port of H.R. 8193. Congressman Frank Clark of (D.Pa.), chairman of the Merchant Marine Committee, and a staunch advocate of the legislation, noted that "the real op­ Members are advised that there ponents of this vital legislation are the have been problems concerning multinational oil companies." Congress­ launch service to and from vessels man Clark said that the committee's ac­ in transit through the Panama tion on the Energy Transportation Secu­ Canal. The Panama Canal Au­ rity Act was the first step in Congress' thority which operates the launch goal of "formulating an energy policy service has advised that there will tliat is not dominated by the oil com­ panies." he no guarantee of transportation Congressman Joel Pritchard, a (R.either to or from the ship. Wash.), added that "we can no longer The SIU is looking into the mat­ afford to leave U.S. oil policy at the ter and will report the progress of discretion of the oil companies." its investigation in the LOG. In the Anothef member of the Merchant meantime, memhere are advised Marine Committee, Congressman Peter not to rely on launch service while Kyros said it is doubtful "if the 1970 their ships are in the Canal zone Act would ever be successful as long as area. the multinational oil companies control the transportation of the vast prepon- Subcommittee of the Senate Commerce derance of these oil imports." ^ CojjirpiUre', ^haire<l,tj^^^en. Congressman Thomas Djuiinvng Long (D.-La.), are expected to take Va.), a long time supporter of a strong place within the next few weeks. Many U.S. merchant marine, also spoke in supporters, including SIU President support of the Energy Transportation Paul Hall, will testify at the Committee Security Act. "There is no question" he hearings. said "that the proposed legislation is needed and ne^ed now." He added, "the bill would provide many additional jobs for American workers that would otherwise be lost to foreign labor." Robert Leggett (R.-Calif.), stated that the legislation, by requiring the in­ creased use of U.S.-flag vessels, will re­ An arbitration session was held sult in "a larger portion of the tankers last month to determine whether the operating near our shore to come under Military Sealift Command is required American environmental regulations re­ to reimburse steamship companies garding release of polluting oil into the for payment of Vietnam war bonuses water." after the date of July 1,1973. A final Another supporter of a strong U.S. decision is still pending. merchant marine and a sponsor of the The MSC's position is that mer­ Energy Transportation Security Act, Jo­ chant seamen no longer had the legal seph Addabbo (D.-N.Y.), stated that right to war bonuses with termination by the passage of H.R. 8193, "the na­ of the Selective Service Act on July tion's consumers will save at least a 1, stating that these payments are penny per gallon on imported oil while only awarded "during an induction we at the same time provide thousands period." of jobs for American workers." However, many steamship com­ Many other Congressmen, from all panies, at great cost, continued the sections of the nation, rose to speak in payments without reimbursement favor of the legislation, including Con­ and now stand to lose these monies. gressman John Murphy of New York, The American Maritime Associ­ Joe Waggonner of Louisiana, Fred ation will represent the majority of Rooney of Pennsylvania, Lawrence HoSlU-contracted companies in this gan of Maryland, Bob Eckhardt of matter. Final decision on the arbitra­ Texas, Teno Roncalio of Wyoming, and tion will be published in an upcom­ William Ketchum of California. ing issue of the LOG. Hearings before the Merchant Marine 5 Percent Wage Boost On Board Delta Mar Panama Canal Launch Service Continued from Page 2 premium wages. Oilers and firemenwatertenders get a $29.18 increase and 25 cents an hour for premium overtime. Wipers get $27.11 and 24 cents an hour in premium wages. Tanker QMED's get an increase of $45.09 and 39 cents in premium over­ time. Chief pumpmen get $41.25 and 36 cents in premium overtime. Oilers and firemen-watertenders will receive $29.53 extra a month and 26 cents extra an hour in premium overtime. Wipers get $27.11 more a month and 24 cents an hour in premium pay. • In the steward department, freightship chief stewards will receive $38.33 more a month and 33 cents more an hour in premium overtime. Cooks and bakers get $33.21 more and 29 cents an hoiu- in overtime pay. Messmen will re­ ceive an increase of $22.63 a month and 20 cents more an hour in premium overtime. Tanker steward-cooks wiUf et $41.80 a month extra and 36 cenfs an horn: extra in overtime premium pay. Cooks and bakers will receive $34.63 a month and 29 cents extra an hour in overtime pay. Messmen will get $22.63 more a month and 20 cents an hour in prem­ ium overtime pay. Bosuns, Chief Electricians and Chief Stewards on SL-7, SL-18 and LASH ships who receive higher monthly base salaries than men with these ratings on other freightships, will receive the same pay increase. However their increase in overtime premium pay will be slightly higher. War Bonus Arbitration Wiper Jacob Oterba, (center) and Bosun Joe Collins (right) bring their books up-to-date with New Orleans Patrolman Jimmy Martin when their ship, the Delia Mar, first LASH containership-barge carrier built in the United States, paid off in the Guif port recently. Brothers Oterba and Collins were incorrectly identified in the April LOG. In Iberville's Galley SCHEDULE Port I • ' J". Three members of the Iberville's steward department at work in the ship's galley during visit in Port of New Orleans. Third cook John R. Holiday (left) and Cook and Baker Eddy A. Bowers (center) look on as Chief Steward Harvey M. Lee prepares food. Brothers Bowers and Lee were incorrectly identified In the April issue of the LOG. Page 12 Date New York ... ..June 3... Philadelphia. . . .June 4... Baltimore ... ..June 5... Norfolk ..... ..June 6... Detroit ..June 7... June 10... Houston ..... . .June 10.., New Orleans . ..June 11... Mobile ...... ..June 12... San Francisco ..June 13... Columbus ... ..June 15. .. Chicago ..June 11... Port Arthur . ..June 11... Buffalo 12... St. Louis . ... :.June 13... Cleveland ... ..June 13... Jersey City . . . 10... Deep Sea IBU 2:30 p.m 2:30p.m. 2:30p.m. — 2:30p.m. «• • ' UIW 5:00 p.m. ....,.. . 7:00 p.m. ......... 5:00 p.m. .... .... 7:00 p.m. .... 5:00 p;m. \ ... .... 7:00 p.m. .... 5:00 p.m. .. .\ .... '7:00 p.m. , ...., , , , , '• •• 5:00 p.m. .... 2:30p.m. .... .... 5:00 p.m .... 7:00 p.m. 2:30p.m. .... .... 5:00 p.m 2:30p.m. .... .... 5:00 p.m. ....' 2:30p.m. — .... . .. .1:00 p.m. .... 5:00 p.m. .... — .... 5:00 p.m — ••• • « • • • .... 5:00 p.m • • • •, — .... 5:00 p.m. ..,. • • '• • *. m • I • • •d" • . • 1 • • — »• Seafarers Log �T HE OVERSEAS ARCTIC ar­ '"C"'- , '.' . - > '• 'S?"-'tv ' "t"' ' - • ' Able-seaman Howard Knox stretches a guy as the 65,000ton tanker lies at the Stapleton anchorage off Staten island. rived at the port of New York this month after a voyage to Nigeria. The 65,000-ton tanker anchored off Stapleton, Staten Island while she waited for clearance to move into her dock to discharge cargo. While she was at anchorage, the crew held a good shipboard meeting and dis­ cussed many of the critical issues be­ ing debated in Washington which af­ fect their job security—including the ''oil import quota" bill and the con­ tinuing attacks on the Jones Act. Participation in SPAD was very good because, as Able-seaman Rich­ ard Bradford said: "I donate to SPAD because I have a job and I want to make sure that I will con­ tinue to have a job in this industry. I look at SPAD as an investment in my future." The Overseas Arctic is now on a run to the Mediterranean. Recerti­ fied Bosun Luther Pate said: "We have a good crew aboard, and the young fellows from the Harry Lundeberg School are doing an outstand­ Chief Pumpman John O'Rawe checks oil levels in the tanks ing job." as the Overseas Arcf/c makes ready to discharge. 'I Mfiliiiij *••• iljiiii.. iS iiSS ir V'r li :r 'li/i Stores come aboard the Overseas Arctic as the ship lies at anchor off Staten Island in the New York harbor waiting to discharge her cargo of crude oil after a trip from Nigeria. Seafarer William Niel, who sails as baker, mixes baiter for one of his culinary specialties. Brother Niel is a veteran Seafarer and a long-time member of the SlU. Bosun Luther Pate is a strong supporter of SPAD and he invests in his future by investing in SPAD at nearly every payoff. Seafarer Pate, who has been a member of the SlU for 28 years said: "SPAD is job security. We have to have strong representation in Washington. We have to all get behind SPAD because -by being united we can keep duj security. Lundeberg School graduates Cheyenne Morris, left, and Daniel Dellosa are both sailing as ordinary seamen—and received praise from their shipmates for their enthusiasm over their wdrk and their willingness to learn. Both of the young Seafarers invested in their future by investing in SPAD at the payoff. Page 13 May 1974 �Seafarer Perry Sees Gold ASHORE LSfc'. •' New Orleans SlU-contracted Delta Line marked its 55th birthday recently. The firm's name, which originally was Mississippi Shipping Co., was changed to the Delta Steamship Co. in 1962. San Anfonio, Tex. One of the main speakers recently at the Unity Dinner of the National Mari­ time Council's Central Region Action Group here was O. William Moody, administrator, AFL-CIO Maritime Trades Department. Moody related how labor views the American merchant marine and its future, He urged importers and exporters to increase their use of Americanflag vessels. Stressing the importance of global trade, the unity dinners have been held in cities throughout the United States. They show American shippers how labor, management and government are united in an effort to develop a strong, com­ petitive, modem, American-built, privately owned and operated U.S.-flag mer­ chant marine. I i' New York The port of New York leads the list of busy ports in 1973 with 9,093 ships calling. Two other busy ports were Philadelphia with 5,128 ships calling and Los Angeles with 5,019 ships. For the California port, a jump of 301 ships over the 1972 figure was reported. Boston Chief pumpman Thomas O'Connor of this port remained in a cpma late last month in the U.S. Public Health Service hospital here following surgery to remove a blood clot. That operation was performed in the Massachusetts Gen­ eral Hospital. Also in the PHS hospital convalescing ^ter an operation for ulcers is Sea­ farer Augustus "Roger" Hickey. St. Louis "I'm still alive and kicking," says Port Agent Leroy Jones back on the job late last month after recovering from injuries sustained Nov. 16 when a car crashed through the front window of the Union hall here. "I'm getting stronger every day," he noted while using a cane to get about the hall. Brother Jones said his doctor in the hospital laid his recovery on his fine physical condition." He spent two months in the hospital recovering from severe internal injuries. Jones summed it up with, "I'm coming along fine. I'm just a lucky country boy." Also hurt in the crash were Mrs. Ronald Hicks and Union members Ronald Hicks and Max Shinault. All are all right except for Hicks who is still recovering up in Illinois. * * * Former SIU representative in Paducah, Ky. and Chicago, Frank "Scotty" Aubusson, has been assigned here as an IBU represeintative. • * • The UlW-manned Delta Queen sailing out of New Orleans made her first stop of the new season here on April 25. Seafarer Wallace Perry shows his federal claim permit to Joseph-Leyal while they were both attending the Bosuns Recertification Program this year. Back in the 1880's gold was discov­ pan," he said, "I picked up a lot of ered in Washington Creek in northern books on the subject and I talked to California—and the rush was on. To­ many old-timers in the area. I learned day, nearly 100 years later, there are a lot I didn't know about gold mining." still those hardy optimists who pan in Although he only worked his claim the creek and dig in the soil hoping to for two months since he got his permit. hit the "mother lode." Seafarer Perry has already dug a tunnel Among those who live in tents and 14 feet into an outcropping of gravel. make-shift huts along the banks of "The tiinnel is drifting into hard Washington Creek a; they patiently rock," he said, "arid what I'm looking search for riches is Seafarer Wallace for-is a mother lode in the bed rock Perry who recently completed the SIU's under the outcropping." He said he also Bosuns Recertification Program. expects to find a "placer pocket" which Seafarer Perry is no newcomer to is a pocket of gold which has settled as panning and digging for gold. Before •sediment in the bottom of a water-cov­ he got his present federal claim permit ered hole in the gravel bottom. in July 1973, he had already prospected "The only thing you have to do to for five years in various areas of Cali­ keep your claim is to show that yOu fornia and had also prospected in worked your mine every year," he ex­ Alaska in the 1950's. plained. The land, which is in Nevada Seafarer Perry's federal permit — County, Calif., is regulated by two fed­ which cost him $10—gives him the tight eral agencies—the Forestry Department to prospect on a 20 acre tract along the and the Bureau of Land Management. creek. There's another 20 acres next to Seafarer Perry, who has been a mem­ his claim and he plans to get a permit ber of the SIU for 21 years and ships fortius land, too. out of the port of San Francisco, says "While I was in Alaska," he said, "I that he plans to sail for seven to eight used to follow the hydraulic dredges and months each year and work his mine pan the gravel pilings left behind by the the rest of the time. dredge." He did all right, he said, but "I've barely made expenses so far by when he went to California to try his panning the creek," he said. "But who luck he did some homework first. knows, maybe this year I'll hit that "Before I got my sluice box and gold mother lode." Long Beach, Calif. Sea-Land Service, Inc.- completed construction of a sixth new cran&at this port and brought to a close its two-year program of building new cranes and modifying existing ones at docks where the new SL-7 containerships are expected to call. Entrance to the tunnel being dug by Seafarer Perry in his search for a mother lode of gold in bedrock under the gravel outcropping. Seventy-one cents of every dollar spent in shipping on American-l^g vessels ; remains in this country, making a very snhstantiai contribution to the national I balance of payments and to the nation's Economy. • UseU.S.-f 7; IT, the AmMI^shipper; and Amerka. •• y Page 14 �Movie The Seafarers^ —Direcfecf by Kubrick Although many Union members have seen the SlU-produced motion picture The Seafarers at Union halls through­ out the country and at the Harry Lundeberg School, few have noticed the open­ ing credits which state that the film was photographed and directed by Stanley Kubrick, now internationally known for his direction of such important movies as 2001: A Space Odyssey, A Clock­ work Orange, Dr. Strangelove, Lolita, Spartacus, and Paths of Glory. In 1953, Kubrick had displayed con­ siderable talent in the documentary film field. When the SIU, through the LOG, decided to make a motion picture which told the proud story of the Union, young Stanley Kubrick was given the job. Recently, the Motion Picture Divi­ sion of the Library of Congress in Washington, D.C, requested a print of The Seafarers so that it could be added to their permanent collection of impor­ tant films. There, it will be available for viewing by the general public. Written by Will Chasan and narrated by newscaster Don Hollenbeck, The Seafarers tells the story of the day-to­ day operations of the SIU in very hu­ man terms. The film outlines the Union's pension and welfare plans, ma­ ternity benefits, scholarship fund, edu­ cational programs, LOG activities, and the operations of Headquarters. In addition, the theory and practice of the SIU hiring hall are depicted, with particular stress on the importance of the hiring hall concept to Seafarers. • The movie is not merely a presenta­ tion of facts and statistics about the SIU. It tells the story of our members in very personal, human terms. An SIU representative is shown making his weekly visit to hospitalized Seafarers, paying them their cash benefits, filling personal requests, and exchanging scut­ tlebutt with hospitalized brothers. Members are seen relaxing and so­ cializing at headquarters, examining works of art creat^ by Seafarers, and throwing in for jobs. The film is not content to stay ashore; the camera goes on board ship to cover a payoff and to show the process of ironing out griev­ ances. Kubrick, a landlubber himself, glorifies the labor of the Seafarers in strikingly beautiful compositions set against the sea and sky. Most SIU members appreciate the democratic nature of the Union, but this film is a good introduction to that aspect of the organization for men just com­ ing into the industry, and for the general public as well. The secret ballot for Union elections, the majority rule con­ cept used at meetings, and Ae right of every member to nominate himself for office are explained in detail. The film ends with a Seafarer pre­ paring to make way for a voyage to a foreign port. As he mounts the gang­ way, the narrator sums up the story of the SIU and the seaman's way of life. "Any man," he says, "no matter how independent, is a member of a family, a community ... a crew." He stresses that cooperation and unity have brought all of the gains that the SIU has achieved throughout the years. So, although the film is an historical account and does not show the recent progress of the SIU since 1953, the basic strategy of the Union is stressed: Strength in Unity. Get Passports All Seafarers are advised that they should have United States passport books and should carry them with them at all times. Seafarers have encountered problems in some areas of the world because they did not have passports, and the problem seems to be increasing. in addition, many Seafarers have not teen able to make flyout jobs to foreign countries be­ cause they lacked passports., A U.S. passport can be secured in any major city in the country. If you need assistance in getting a passport, contact your SIU port agent. Transhawaii Committee I AT SEA SS Walter Rice In a letter to the ship's engine department delegate. Seafarer Nathan Adams, Chief Engineer Jefferson P. Shobe and First Engineer Gay C. Glover expressed their appreciation to the SIU members in the black gang "... for the outstand­ ing job" the engine department did on a voyage in the Gulf to Corpus Christi, Tex., late in March. Especially cited in the letter by name were: Firemen-watertenders Nathan Adams, Bernard R. Hireen and Guadalupe Banda; Oilers Melvin C. Eickmeier, Edwin D. Imhoff and Waller S. Murphy; Wiper Trinidad Garcia, Jr. and Deck Engineer George E. Connell. "In addition to maintaining alert engine room watches, you have contributed greatly to our routine maintenance, repairs and quadra-annual U.S. Coast Guard inspection," the letter said. The top engineers concluded with: "We extend our personal thanks to each man and hope that you will all be able to make the next trip with us." 55 Delta Norte This vessel and the Delta Sud (Delta Line) are taking part in a U.S. Gov­ ernment research project by collecting marine data from the world's oceans. The Cooperative Expendable Bathythermograph Program was first carried out in mid-1970 on the Delta Argentina and the Delta Brazil for the National Marine Fisheries -Service and MARAD. Midshipmen of the Kings Point Maritime Academy, L.I., N.Y., aboard these SlU-contracted ships with the bathythermograph probe, take underwater tem­ perature readings. The readings pinpoint seasonal and year-to-year temperature variations in the Yucatan and Florida Straits, Antilles, Equatorial and Guiana Currents. With this valuable information, the National Oceanographic Data Center makes up nautical charts, showing the temperature and sal,t cjontent of the cur­ rents, so important to mariners and meterologists in their work.' "" ^ USNS Maumee Messmari Charles Thrope was left in hospital in Wellington, N.Z., following scald bums in shipboard mishap recently. The Meteor Now a museum ship, the Meteor, last surviving vessel of a 44 whaleback tanker fleet built in the twin Great Lakes ports of Duluth, Minn., and Superior, Wise, during the 1880s-1890s, was presented to the city of Superior recently by her owner after 74 years of service. Restored to its original condition, the ship was visited by 20,000 persons during the first few weeks of exhibition at her mooring on Barkers Island. 55 Citrus Packer Departed Union Brother Browning S. Wilamoski, 67, formerly on the SS Alex Siephans (Waterman Steamship), was buried at sea after midday on Sunday, April 14, in the Bay of Bengal. Seafarer Wilamoski died Mar. 13 in the port of Calcutta, India. Prior to the sea burial. Father D. Souz of the Stella Maris R.C. Church of Calcutta said a funeral service aboard ship Apr. 12 in the harbor. At sea, ship's Capt. Emmanuel Patronas read prayers written by the priest for our departed brother with the officers and crew assembled. The SIU crew, the master, captain and crew of the Alex Stephans, repre­ sentatives of Waterman Steamship Co. and Angus Co. Ltd., presented wreaths of flowers at the ceremony. The ship's committee of Bosun William C. Jordan, Secretary-Reporter John C. Reed and Deck Delegate J. Milage Skinner handled funeral arrangements. 55 Transpanama A collection of $205 was taken up for Able Seaman Hobart R. Kirkwood of this ship who died of a heart attack on the morning of Apr. 2 while the vessel was docking at Baton Rouge, La. The money was sent to his survivors, his mother and three children in Jack­ sonville, Fla. The SlU-contracted containership Transhawaii, operated by Seatrain, paid off recently in Weehawken, N.J. Ship's committee members, from the left, are: E. Rodriguez, deck delegate; H. C. McCurdy, secretary-reporter; Victor Carbone, ship's chairman; D. Rios, steward delegate, and W. Cachola, engine delegate. The Transhawaii is on a coastwise run. May 1974 55 Delta Sud In a letter of congratulation to the crew of the SlU-contracted Delta Sud, ship's Capt. John D. Kourian wrote recently "... I would like to take this oppor­ tunity ... to thank all of the personnel for a job well done. "Those involved in the operation and maintenance of the cargo cranes de­ serve special praise, for it is their effort that has made the LASH concept a successful operation . . . The important fact is that we have all kept the vessel moving when it was required, and under all conditions ... It was you that made it possible, and you can well be proud of your achievement. "Management, as well as union leadership, can make many claims for their contribution to the success of LASH—and justly so, but they are not in the arena . . . The final test is in the' arena. The credit belongs to the men in the arena... You are the men in the arena. "Many thanks for your fine efforts." Ship's Chief Steward Michael J. I)unn, the vessel's secretary-reporter, on reading the commendation replied ". . . We are very proud to be members of this crew." Page 15 �isBrotherhood of the Sea: f!i "Rsmw Members of the Gallon Club; SlU Blood Bank Serves i SIU Blood Bank Honor Roll Membors and FgiTiii'ies Listed below are members of the Gallon Qub — members who have donated a g^on or more of blood to the SIU Blood Bank. The understanding and unselfishness of these members — and all SIU members who have donated to the Blood Bank are maldng it possible to insure that blood wiU be available to all of our members and their dependents in time of need. Their partidpation in the SIU Blood Bank is in the best tradition of the "Brother­ hood of the Sea." B ROTHEIfflOpD OF THE SEA means that Seafarers are concerned about the se^ty and well-being of their brothers who go to sea —and this is exemplified by our members' unselfish support of the SIU Blood Bank. Since its beginning in 1959, Seafarers have donated more than 10,000 pints of blood to make sure that their brothers wUl have an ample supply in times of need. But, because the need for blood by Seafarers and their dependents is always present — the need for donors has to be one of our prime concerns. program is an important part of our overall health program," said Dr. Joseph Li^e, SIU medical director. "With the cost of blood in hospitals at an aU-time high, it is especiaUy important today that we maintain an adequate reserve m our blood bank to supply the needs of this membership." It only takes a few minutes to give a pint of blood — and it's safe and painless. The rewa^ — in knowing that your blood will help a brother Seafarer will r^^ with you forever. And the demonstration of your concern is in the best tradition id Brotherhood of the Sea. I Seafarer Arthur Sankovidt received a special Certificate of Honor from SIU Medical Director Dr. Joseph Logue in recognition of his donating a total of thmo gallons of blood to the SIU Blood Bank. Seafarer Clifford Emanuel receives his '•Gallon Donor" pin from Dr. Logue. Alvic Carpenter Peter Dolan Arthur Elliott Clifford Emanuel PhiUpErck Edward Goii^ Charles Johnston Noral Jorgensen Bernard Krogman Torsten Lundkvist Alfred Pelton Andrea P^ce Dominick Venezia Donald Wagner Arthur Sankovidt (3 gallons) .i. ^ P' ' ' I' fftitMi;, . V'Y' "t i' lr tills w' •I I;':, IM fj k A '• •L\': % •' ••• '• giSfe A ^4 , Seafarer Ernest Bryan registers at SIU Clinic in New York to donate blood Chief Steward Alvin Carpenter has donated eleven pints. Seafarer William Bellinger was among a number of "A" Seniority Upgraders who donated blood at the SIU Clinic in New York while they were taking part in the upgrading program. ira M""' • xiit:: M -" >.r.^ w Dr. Maurice Rivkin checks Seafarer Bryan's blood pressure. ' Lab Technician Fred Howard takes a blood sample for analysis. •si'Sl mm Bosun David Atkinson donated a pint of blood at the New York SIU Clinic while ^ he was participating in the recertification program. Recertified Bosun Floyd Selix said it didn't hurt a bit. G.^eat Lakes Seafarer Bemard Krogman is congratulated by Dr. Logue. V,;; " . V - C; }• iJisi -i.'S :'Tii lifgs N. j V'. I'A' JI - ^ ->i ...iz I - J I: -'' '-r ' f > . /• mm:: - 1(1, " . 'Seafarer Bryan relaxes as Nurse Sheryl Edel takes a pint of blood •' Ft ^ Seafarer Bryan proudly displays blood for the SIU Blood Bank. • J ^ "\ SIU Medical Director Dr. Joseph Logue talks with Bryan about Blood Bank. Seafarers' blood donations are taken to lab for typing, processing and storage. Page 17 E'Slf'v'- If; Vcj.''!;.;, . . . ...".v.. • • ' M- ''.i ...,_ 'u- ' "•'.' •'lii" •! ' f;'_i. -mm: �m- Q • Stumbling Block •' , j/ ;,. .-f-' •>* M r!' mmsmB wm -01- m W. N. m '.4' , 'Ar. iUsRe, i 'i •iiSS 'ISsi '•• HISTORIC PRESERVATION a lii Sii Sfii 65 A Sound Investment The next few months leading up to this year's elections will be an extremely crit­ ical time for the American maritime industry. This November, each of the 435 seats in the U.S. House of Representatives is up for election as well as nearly one third of the Senate seats. Presently, the SlU and the maritime industry have many staunch supporters in both houses of Congress who over the past-few years have consistently pushed and voted for legislation that has signifi­ cantly helped revitalize the U.S. merchant marine. On the other hand, though, there are a number of Congressmen and Senators — many of them oil lobby puppets — who have just as consistently opposed legislation which would spur growth in our industry. Despite this continuous opposition, through our legislative activities in Wash­ ington, D.C. and with the aid of our supporters in Congress, the SIU has spearheaded in the last few years the pas­ sage of many important bills vital to the maritime industry. I W' f'- J' The signing of the Merchant Marine Act of 1970 marked the enactment of the most significant piece of maritime legislation in nearly 40 years. It is vital to the growth of the maritime industry that we continue to work — and work hard — for the reelection of our supporters in Congress, while at the same time working for the defeat of those who would allow the industry to flounder and die. At the same time, though, our major political enemies, such as th& big oil lobbies, will be exeftmg aU of their re­ sources in exactly the opposite direction. Our only weapon in overcoming this well-financed opposition is the SPAD dollar. The staunch support of SPAD by our members in the past has enabled us to beat the opposition at their own game. Yet in the next few months, we must increase our support of SPAD to insure continued success in Washington and the preservation of what we have already won. Give to SPAD — it is an investment in your livelihood. writing this on the eve of my departure for the land f my birth, Sweden. 1 am now almost blind and partially ( but outside of that my health is excellent, f'' 1 wish to express nty humble thanks and appreciation for the number of years I have had the advantages and pleasure ' •of beinji a small cog in the finest Union in the U.S.A. ; 1% w Brothers, only we, the real oldtimers realize and appreciate j , the almost unbelievable advances that have taken place in the teaman's life of today as compared to yesteryear. Only through the strength of our Unions has a seaman achieved the respect­ ability in society that was denied him in my early days. Sixty-five years ago when I first started out on Scandinavian . lips the only strength and respectability you had wa.s in your Fffffists and if you knew how to use them. , Here are just a few examples: . How would our young sailors of today like to sleep and cat in the same room — that is deck in one and black gang in One? You had to buy your own utensils — if you had any money left over to buy them with, and if not, any old cans had to do. : You had to buy your own bed clothes, mattress and blankets , '— and of course sheets were an unheard of luxury. How often did you have money for such luxuries? Not ?ften — generally a few burlap bags had to sufiieeJ . If was -A seveii-ditv work week with no overtime. If you got sea-sick or otherwise Xelt ill, you could not, as you do today, lay up —• you stayed on your watch or got logged. That was; the g orious life I had dreamed of before first starting out -rbut the dream soon disappeared into stark reality. , Brothers, just one suggestion from an olditmer. While you • • , -are on a ship it is your home — treat it as such. You have not been shanghied as in the old days — you have signed up on your own free will. You have a duty to perform — live up to it. Because you are representing your Union, your peiionnance on the ship can make or break your Union. Now my humblest appreciation and thanks for the pleasure •w . • 1 - • - Frateraally, - Emil G. Pearson I may 1?74 fc:--' f;; Firefiglitmg for Your Safety One of the most potentially dangerous occurrences which constitutes a serious shipboard emergency is a fire at sea. ft- If not immediately and effectively con­ trolled, a small fire can rapidly spread causing disastrous and tragic effects. To avoid such a situation, each seaman manning a vessel must be well acquainted with the various causes and ways of fight­ ing a fire. To provide all American seafarers with this vital knowledge, the Maritime Administration sponsors a Firefightmg f: f-" i'f '• |;i '"ft of®'' it., •«;. 'f' Page 18 School at the Army Base in Bayonne. The course is only one day in length, and includes both classroom instruction and practical firefighting training in the field. This course is a must for all Seafarers, to insure the personal safety of the crew and the vessel. If you have not already done so, sign up and take this Important course as soon as possible—for your own good and the good of your ship and shipmates. The next firefighting class is scheduled for May 31. - VViuTn« AAXVr, Hoi p Onicitfi ruuiiuaiion of Tfi^ Seararenj mwirnaftondi union ot North America, Atlantic^ Gulf,. Lakes and fntand Waters District, AFL-CtO Sii I ExwuUve Board Paul Mall. PrsEliient ,; I Cat Tannsf, Eyecuiive Vhe-Pwsiiient Earl Shepard. Vice-Pt6s(dent Joe DiGiorgio, Sdoretaty'TreastJwr Uindssy Williams, VIce-Piesmnt ipfank Drozak. Vic^-Prestdent Paul Droiaii, V/C8-P^SsWePf I I Piihtished monthly by Soafarers iniurnatlonai Union, AUantio, • Gulf, Lahos ami Ir.lend Waleis Daalricl, AFL-CIO S75 Fcmnh Avenue, Brooklyn, NX 11233. Teti 4994600. Second class postage paid at Brooklyn, NX. te' ^rjiTTgi I Seafarers Log V. �Scholarship winner, Seafarer Paul Rittiner, thanks the membership for the "opportunity" to receive a college education. Membership Meeting,N,Y, At fliis month's general membership meeting at Headquarters, 12 more SIU Bosuns received their Certificates after completing the Union's twomonth Bosun Recertification Program. The comments of the bosuns to the membership concerning the program and the many importapt issues facing the Union, showed that this tenth class of bosuns was one of the best informed to complete the course. In addition, five more Seafarers received their full "A" books, bringing to 88 the number of SIU members who have achieved their full books since "A" Seniority Upgrader Pierangelo Poletti notes the importance of SPAD to the future of the SlU and the mari­ time industry. In his report to the membership meeting, Secretary-Treasurer Joe DiGiorgio also read the names of this year's five SIU Scholarship winners, and introduced 26-year old Seafarer Paul Rittiner, the 27th SIU member to win the $10,000 grant since the program was initiated in 1953. HY iY Y\' Recertified Bosun Andrew Boney points out the importance of "getting invoived" in the issues con­ fronting the Union. SIU Representative George McCartney, right, con­ gratulates "A" Seniority Upgrader Bert Reamey for achieving his full book. Recertified Bosuns, seated front from the left, Fioyd Selix, Ernest Bryan, Andrew Boney and Lester Smith in attendance at the Headquarters meeting. May 1974 •- . 1 Recertified Bosun Ernest Bryan encourages all SIU members to take advantage of the many opportuni­ ties available at the Lundeberg School. SIU members, listen cioseiy to proceedings at the May 6 meeting. Page 19 �m i . Jlisiesl-i^LilMlJI liiyaol ill OHi A f ' i GALVESTON (Sea-Land Service), March 24—Chairman Recertified Bo­ sun Denis Manning; Secretary Gus Skendelas; Educational Director Mau­ rice D. Stover; Engine Delegate John A. Sullivan; Steward Delegate Oscar Swenson. $26.65 in ship's fund. No dis­ puted OT. A vote of thanks to John A. Sullivan who spent much time on ar­ rival pools and raised enough money for a Cinemascope lens. The cost of the lens was $195. Next port Anchor­ age. TRANSHAWAII (Seatrain), March 3—Chairman Victor Carbone; Secre­ tary H. C. McCurdy; Engine Delegate Willie Cochola; Steward Delegate Dario Rios. The entire ship's company, of­ ficers and crew sent a card of sympathy to the family of Joseph Sojak, Assist­ ant Engineer who was killed on duty on the Transidaho. A get well card was sent to Carmelo Bonefont, oiler who was on watch and injured at the same time. No disputed OT. Next port Weeliawken. Observed one minute of silence in memory of our departed brothers. ALBANY (Ogden Marine), March 24—Chairman Recertified Bosun R. E. Darville; Secretary. J. Williams; Educa­ tional Director Stanley Rothman. Some disputed OT in deck department. Brother R. E. Darville reported he had just completed the Bosuns Recertification Program at Piney Point. He stressed the upgrading and other fea­ tures open to both the old and new members of the Union. Everything run­ ning smoothly. TRANSroAHO (Seatrain), March 4—Chairman Recertified Bosun El­ bert Hogge; Secretary D. Vola; Educa­ tional Director Robert E. LaOasse, No disputed OT. Bosun suggested that all members donate to §PAD. Everything running smoothly. A Vote of thanks to the steward department for a job well done. SAUGATUCK (Hudson Water­ ways), March 26^—Chairman L. Para­ dise; Secretary A. Papadimatis; Educa­ tional Director D. Keller. Some disputed OT in deck department. Everything running smoothly. Next port Houston. •ii > 1:^ J 'F r I - }, •;• ii" BRADFORD ISLAND (Steuart Tankers Co.), March 3—Chairman P. Semyk; Secretary J. L. Hodges; Educa­ tional Director Allen Batchelor. $38 in ship's fund. No disputed OT. Every­ thing running smoothly. Observed one minute of silence in memory of our de­ parted brothers. AFOUNDRIA (Sea-Land Service), March 17—Chairman C. J. Clark; Sec­ retary E. C. Martin; Educational Direc­ tor A. Lane; Engine Delegate C. A. Morrison. Some disputed OT in deck department. A vote of thanks to the steward department for a job well done. Observed one minute of silence in mem­ ory of our departed brothers. Next port Elizabeth, N. J. MERRIMAC (Ogden Marine Inc.), March 31—Chairman John C. Green; Secretary W. T. Rose; Deck Delegate Bryan P. Kaline, Jr.; Engine Delegate John Malinowski; Steward Delegate Edward F. Costin. No disputed OT. Everything running smoothly. NEW YORKER (Sea-Land Service), March 24—Chairman J. R. Wilson; Secretary Edward M. Collins; Educa­ tional Director R. Borlase; Steward Delegate Jerry E. Wood. Some books are needed to complete the library. Some disputed OT in deck department. Observed one minute of silence in mem­ ory of our departed brothers. Next port Norfolk, Va. SEATRAIN WASHINGTON (Sea­ train Lines), March 24 — Chairman J. S. Lewis; Secretary Willie Slater; Educational Director J. A. Thompson; Deck Delegate Marc Marcus; Engine Delegate Robert Bunch; Steward Dele­ gate Philip Pimperton. Some disputed OT in steward department. Vote of thanks to the steward department for a job well done. Next port Oakland. DELTA PARAGUAY (Delta Steam­ ship), March 10—Chairman Recerti­ fied- Bosun D. L. Dickinson; Secretary W. J. Miles; Educational Director Frank Chavers; Engine Delegate Max L. Sewart; Steward Delegate James Perrymon. $9.03 in ship's fund. No dis­ puted OT. Observed one minute of silence in memory of our departed brothers. Next port Takaradi, Ghana. Sea-Land Finance '! i .1^ ^ - .'Af ••.' ' •H', Recently Recertified Bosun Jim Pulliam, seated second from right, attends Union meeting aboard the SL-7 containership Sea-Land Finance at her most recent payoff in the Port of Oakland. Also pictured, seated clockwise from the left, are; Mike Worley, SlU patrolman, and committee members Ali Mahamad, steward delegate: Clifford Hall, engine delegate; Tony Ferrara, ;deck delegate: -ship's, chairman Pulliam and John T, Shields; secretary-^ reporter. Standing right is Sadak Wala, educational director. Bethtex Committee The SlU-contracted bulk carrier Bethtex, operated by Bethlehem Steel, paid off in the port of Baltimore on Mar. 30. The ship's committee gathered, in the vessel's recreation room for a photo. They are, from the left: Carl Merritt, educational director; Harry Jones, steward delegate; E. J. Jaks, engine delegate; Gene Paschall, deck delegate; William Baker, ship's chair­ man, and Thomas Jackson, secretary-reporter. The Bethtex runs coastwise. MAUMEE (Hudson Waterways), March 10—Chairman Carl Thomson; Secretary Vasser Szymanski; Educa­ tional Director Allen Spell. Crew messman Charles Thrope was injured and taken to a hospital in Welliri^on, New Zealand. Some disputed OT in deck and engine departments. Everything running smoothly. Next port Houston. PORTLAND (Sea-Land), March 24 —Chairman Recertified Bosun Frank Teti; Secretary Juan Cruz. Chairman requested all members at payoff to re­ member SPAD and to lend their sup­ port as it is to their advantage. No disputed OT. Vote of thanks to the steward department for a job well done. Observed one minute of silence in mem­ ory of our departed brothers. Next port, Elizabeth. BROOKLYN (Westchester Shii^ ping), March 10-^hairman Recerti­ fied Bosun Alfonso A. Armada; Secre­ tary Jimmie Bartlett; Educational Director Eddie Corley. No disputed OT. A vote of thanks to the steward department for a job well done. The steward gave a vote of thanks to the deck department for helping keep the pantry and messhalls clean. Observed one minute of silence in memory of our departed brothers. Next port in Canary Islands. MARYMAR (Calmar Shipping), March 10—Chairman Tom Karkatzas; Secretary B. J. McNally; Educational Director B. Wilhehsen; Deck Delegate Tom Butefakos; Engine Delegate Joe Tagleiferri; Steward Delegate Louis Williams. Had a discussion on safety and suggested that all crewmembers read the books put out by the SIU on the subject of safety. No disputed OT. Everything running smoothly. JEFFERSON DAVIS (Waterman Steamship), March 31—Chairman L. Arena; Secretary E. Cooper; Educa­ tional Director G. Craig; Engine Dele­ gate Earl Willis; Steward Delegate Kenny Mobley. Crewmembers were asked to observe all safety rules for their own benefit. No disputed OT. Vote of thanks to the steward depart­ ment for a job well done. Next port Durban. OVERSEAS ANCHORAGE (Mari­ time Overseas), March 10—Chairman F. A. Pehler; Secretary George A. O'Berry; Educational Director Herman Wilkerson, No disputed OT. A vote of thanks to the steward department for a job well done. Next port Istanbul. TAMARA GUILDEN (Transport Comm. Corp.), March 24—-Chairman M. Duet; Secretary S. Hawkins; Edu­ cational Director Poulakis. Chairman supplied movies the cost of which will be equally divided among the crewmembers and the oflBcers. $5 in ship's fund. No disputed OT. Everything run­ ning smoothly. Next port Rotterdam. OVERSEAS ULLA (Maritime Over­ seas Corp.), March 24 — Chairman Walter Colley; Secretary John S. Burke, Sr.; Educational Director Franklin Miller; Deck Delegate M. C. Cooper; Engine Delegate Joseph Collis; Steward Delegate Herbert Hollings. $7.75 in ship's fund. No disputed OT. A vote of thanks to the steward department for a job well done. Next port Trinidad. LONG BEACH (Sea-Land Service), March 31—Chairman C. L. Gonzalez; Secretary Ray Taylor; Educational Di­ rector Ramon Torres. No disputed OT. Everything running smoothly. MOBILE (Sea-Land Service), March 4—Chairman E- Mercereau; &cretary A. Williams; Educational Director K. Abarons. No disputed OT. Everything running smoothly. TRANSCHAMPLAIN (Hudson Wa­ terways), March 3—Chairman Recerti­ fied Bosun Thomas L. Self; Secretary A. Bodie; Educational Director Ray­ mond L. Bowman; Engine Delegate Frank M. Coe. Some disputed OT in engine department. Everything running smoothly. Next port Oaldand. pfiBcial ship's minutes were also re-, ceived from the following vessels: -.PORTMAR .> ^ ^-.PANAMA • WALTER RICE SEA.LAND RESOIMCE ROSTGN EE-CALMAR .^SEATTLE Seafarers Log " Page 20 |r;; tl 'I''• . < 'il' �'--fj .t ... •,.: •,-. - t': 1* : ;.,--;r;sc;;';'^::vs /, "••: ;• .'I*', ... • .sj'^v - ' . ji/ - SlU veteran H. C. McCurdy, who sails as chief stew­ ard, prepares lunch for Transhawaii crew. an -g.o M'l •••mm • .-"•V''' SlU-Contracfed Transhawaii Pays Off In Weehawken The SlU-manned containership Trans­ hawaii paid off at the Seatrain docks in the port of Weehawken, N.J. on Apr. 26. Originally built in 1944, the Transhawaii was acquired by Seatrain Lines in 1968 and converted for container carriage in 1970 to help meet the growing needs of the U.S. container­ ized trade. Formerly known as the General James H. McRae, she saw action as a troop carrier in the last year of World War II. The Transhawaii is capable of carrying 480 forty-foot long mixed cai^o containers. The containership is presently on the coast­ wise run. At the payoff, department representatives agreed the ship had an excellent crew that worked well together, and said they were look­ ing forward to the next trip. im Seafarer Pcic N. Vasquez, sailing as ordinary sea­ man, wcrks tcpside in pert cf Weehawken, N.J. ifj- r-'- H'/ 11- ". j ./•4 ' , -y Itr ' r#" • ^ y Fireman W. Cachcia, aisc serving as department delegate, tends tc duties in ship's engine rccm. May 1974 The Transhawaii is cappble cf carrying 480 fcrtyfcct Icng mixed cargc ccntainers. Chief Electrician K. Katsalis applies his prcfessicnal skiils in the ccntainership's engine rccm. Page 21 �» i: ,V-- T—f New A Book Members •• ¥!• ,$ert Btve idoie Seafarers achieved fuli Reamey I •:!)••]• - Hi: , 1. (•" :1f 1 iJf t ' bo<^ throngh die SRPS SeDHNtity Progi^ and took die oath of obl%at^ at the general membership meetpgJn New York this mondi. The addifioB of these Ji^ hipgs to 8S the japdmr of anembem who have attalnu^ full book status since this upgrading program was initiated last year. The five are: Bert Reamey, nifllip Pahtteiv Ardmr Seafarer Bert Reamey obtained a QMED rating from the Harry Lundeberg School in 1973. Seafarer Reamey ; joined the SIU in 1966. The 50-year ; old native of Oklahoma is a World War i II veteran who saw action in the Pacific. He now lives in Kent, Wash, with his r Lehmann, Pierangelo Poletd and Jon wife, Olga, and their two children. Brother Reamey sails out of the port of i Humason..,.; Seattle. Seafarer now lives in Richmond, Va. The Harry Lundeberg School at with his wife Pauline and their three Piney Point is geared to the needs of the boys. Brother Painter ships out of the shipping industry. A new seaman can port of New York. get a good, basic understanding of all Having attended the engine depart­ the-shipboard departments. The "old ment upgrading and "A" Seniority Pro­ timer" can advance as far and as rapidly grams at Piney Point in recent months, as he wants. The only limitations are I find the training programs, facilities, those put there by the seaman himself. instructors and staff excellent in all During my visit to SIU Headquarters respects. The knowledge that I have I was impressed with the sincere desire gained there has better equipped me to shown by the Union officials that each hanffie my job and duties aboard ship. seaman in our program understood the While at Headquarters I was able to inner workings of every department of visit the various departments and learn our Union. If we wanted more informa­ first-hand how each one functions. I tion all we had to do was ask. found the personnel eager to assist, able The SIU leadership is totally involved and very efficient in their duties. The . in getting more and better ships for us discussions at the daily meetings were to man, in providing the trained crews very informative. for this new merchant marine fleet and It is pleasing to know that the Union making sure that there is cargo to be is well abreast of the affairs that affect moved. Seafarers. And, we insure our future by sup^ porting SPAD. '7 Jon Phillip The Seniority Upgrading Program was established in order to maintain the SllPs tradition of providhig wi^tralned mid highly qualified Seaiaicili for aQ its contracted ships. Its main objective is to prepare our members for file ininovafions in the new rii%s b^g bniif, and to ipve all Seahuers a better understanding of file problems we face and how to deal with them in the future^ On this page the five new book ihembers tell in their own words what New York I have gained a better in­ sight into how my Union operates. I was amazed at the size and the people involved in such an operation. As an "A" Seniority Upgrader my time at both places was spent learning more about my Union. This is an opportunity few labor unions give their membership; Few labor unions believe in a member­ ship that is informed and educated as to what's happening in all phases of its industry. The SIU does. And even fewer give you a chance to go to school and upgrade yourself. The SIU does. The Union is the best friend I have. No one else ever made anything like this possible. As far as I know there is no other union that makes these things possible at no cost or in such a short period of time. Without the help of the SIU, I would still be on the street, a dead end street at that. The best way to finish this iS' to say what a brother said to me, and there is so much truth in it. "To join the SIU and go to sea is the chance of a lifetime." I'm just prOud and happy that I had the chance. Ilninason Painter Pierangelo Seafarer Phillip Painter has been a member of the SIU since 1966. He re­ ceived a QMED rating from the Harry Lundeberg School in Jan. 1974. A na­ tive of West Virginia the 44-year old Seafarer Jon Humason graduated from the Harry Lundeberg School in 1971. A 21-year old native of Virginia, Brother Humason makes his home in Portsmouth. He sails out of the port of Norfolk as an AB. During my stays at Piney Point and Poletti Seafarer Pierangelo Poletti received a Quartermaster rating at the Harry wmmi at Following are the Homes and ^departments,of 88 Seafarers who have completed the "4" Seniority Upgrading Prograt^ f ;P.J.Andreponf,Engine I hlott Arnold, Deck I Alan Baxter, Engine |P, Bean^ Dedk I ArihuriBeanverd, Engine ^ William Bellinger, Steward I Rich^d Blacklok, Engine ; Tftnoiny Boien, Deck lEeeitoy Burke, Engine |Tbwpthy Burke, Dec^ i Garb^£laric, Deric^^^ ^ Kevin Conklin, Engine ^ Wadswbrih Daniel, En^ne Pafritk Graham, Deck Richard Makarawicz, Engine Ronald Shaw, Engine M. R. Grimes, Deck Henry Manning, Steward liMieph Simpnet^ Steward ! Ray Hart, Deck M. A. Marrss, Deck Spurgeon Ssnpson, Engine Pattii^ Martin McAndiew, Enj^e :n^e Keith Sisk, Deck Blake Haynes, En^e />. JcbnMcCabe, B D. B. Smith, Steward Carroll Heick, Deck T. J. McCabe, Engine Gary Spell, Engine Jon Humason, Deck R. G. Minix, Jr.. Engine Joseph Spell, Deck James ifmmmerick, Jr., Steward John Miranda, Engine H. D. Spencer, Engine D. E. Ivey, Engine C M. Moore, Deck David Steater, Engine M. Johnsp -George Moore, Deck Kvetoslav Svoboda, Enj William Moore, Deck , Robert Thomas, En^he IbomasKcgney, Engine Phillip Painter, Engine Timothy Tbonus, Deck -John^Uey, Deck Jason Parker^ Deck Robert Trainor, Deck Wiiltetti Hayis, Deck PaulKj^i^^ jMerangelo poletti, Deck Larry Utterback, Deck CfaaBeisKb^ Bert Reamey, Engine Thomas Vain, Deck WiOiam Deskins, Steward L. Q. Kittleson, Deck John Restaino, En^e George Vukmir, Deck Maximo Dising, Engine Johnnie Konetes, Deck William Ripley, Deck Marvin Walker, Enipne Eany Ewing, Steward Lawrence Kunc, Deck James Roback, Deck ' Albert Wambach, Deck Marion Fila, Deck Joseph Kundrat, Stewar# Charles Rodriguez, Engine Marie Wllhelm, Engine Arthui^Lehmaun, Deck Caldwell Sabb, Jr., Ettginp Richard WUson, S ^ ipli|am,Stew^ Robert Lentsch, Deck Robert .Salley, Jr., Engine , John Wolfe, Deck n,Deck, Alfred Sanger, Dedk ; > t , Ashton Page 22 V' ^ • Lundeberg Stkool in Dec., 1972: A tive of Savona, Italy, the 32-year old Seafarer has been a member of the SIU since 1968. He sails as AB out of the port of New Orleans, where he now makes his home. I have been at Piney Point twice. Once in Dec., 1972 for the Quarter­ master upgrading and the second time in April, 1974 for the Seniority up­ grading. Seems to me that the conditions as well as everything concerned with the Harry Lundeberg School are im­ proving each time that I come back. I would like to make just a little point about SPAD. I have been on ships and at payoff time I heard some "A" book members telling a "B" book member that they (the "A" books) do not have to donate to SPAD because they were "A" books. How wrong! An "A" book has invested a good part of his life in the welfare of this Union. Who has more to lose than the "A"book with15-20 years in the Union. Without political donations, this Union, can lose ships and jobs in 24 hours just because the wrong legislatioh was passed. So I urge any member of this Union—donate to SPAD because it is like buying insurance. It is for your job protection. Arthur Lehmann Seafarer Arthur Lehmann joined the* SIU in 1967. A 33-year old native of Michigan, Brother Lehmann sails out of the port of Wilmington as an AB. He. now makes his home in San Francisco:* Our experiences both at Piney Point and New York have opened our eyes about just what our Union is doing. In Piney Point, we were able to see all of the various programs, all the way from the basic departmental training that each trainee receives to the technical programs for QMED and LNG. All of these upgrading programs are available to us as members of the SIU. We were also given a background of unionism with a great emphasis on mari-' time unions and the SIU. We were shown just what our SPAD contribu­ tions are used for, and why we must continue to be "ever vigilant." Many of us, while aboard ship, have not been able to fully grasp the many important roles we must assume in Washington. In New York we have been shown just how intricate an operation we have. We were shown our welfare, pension and vacation plans, our basic financial structure, our basic operation in the hiring halls and our payoffs with a patrolman. We even visited our UIW brothers at the Seatrain shipyard. Seafarers Log v.;,. ... V, �New SIU Pensioners -I a'i'auiww.iu. Luis G. Figueroa, 58, joined the SIU in 1941 in the port of Boston sailing as a bosun. Brother Figueroa was on the picket line in the N.Y. Harbor strike in 1961 and the Robin Line strike in 1962. A native of Puerto Rico, he is now a resident there in Catano with his wife, Jose­ phine. Rudolph Klrscheumann, 52, joined the SIU in the port of New Orleans in 1966 sailing in the en­ gine department. Brother Kirschenmann was born in McLaughlin, S.D., and is now a resident of Bay St. Louis, Miss. George H. Lament, 65, joined the Union in the port of Frankfort, Mich, in 1953 sailing as an AB. Brother Lamont is a native of Manistee County, Mich., and now resides in Arcadia, Mich, with his wife, Paula. William J. Donald, 54, joined the SIU in 1944 in the port of Norfolk sailing as an AB. Brother Donald is a native of Lansing, Mich., and is now a resident of Norfolk with his wife, Betty Jane. Hugh J. Maclnnls, 68, joined the SlU-affiliated Inland Boatmen's Union in the port of Detroit in 1961 sailing in the engine department for the Dunbar and Sullivan Dredging Co. from 1950-8, Merritt and Chap­ man Co. in 1958 and the Great Lakes Tug and Dredge Co. from 1959 to this year. Bora in Canada, Brother Maclnnis now resides in Highland Park, Mich, with his wife, Mary. Jake Cobb, 62, joined the SIU in 1943 in the port of New York sailing as a chief steward. Brother Cobb was born in Chipley, Fla., and is now a resident of New Orleans! i Buren D. Elliott, 69, joined the Union in 1945 in the port of Nor­ folk sailing as chief electrician in the engine department. Brother Elliott at the age of 67 was a 1972 upgrad­ ing program graduate at the Harry Lundeberg School of Seamanship in Piney Point, Md. He has been a union man since 1923. Bom in South Carolina, he is now a resident of Chesapeake, Va. with his wife, Amanda. Frank J. Foley, 72, joined the Union in the port of Mobile in 1956 sailing in the steward department. Brother Foley sailed for 27 years. Bora in Kentucky, he is now a resi­ dent of New Orleans. James B. Llpplncott, 51, joined the SIU in 1944 in the port of Mobile ' sailing in the engine department. Brother Lippincott is a U.S. Navy veteran of World War II. Bora in Wyoming, he is now a resident of St. Ignatius, Mont, with his wife. Lawton J. "Hoss" Beale, 66, joined the SIU in 1948 in the port of New York sailing as a chief stew­ ard. Brother Beale walked the picket line in the 1961 N.Y. Harbor strike. A native of Florida, he is a resident there in Dunnellon with his wife, Janie. Alexander MacLean, 65, joined the SIU in 1948 in the port of Conneaut, Ohio. He sailed as an AB for the Becker Towing Co. from 1959 to 1974 out of the port of Detroit. Brother MacLean is a native of Scot­ land and now resides in Wyandotte, Mich, with his wife, Kate. Charles £. Ludwick, 45, joined the Union in the port of New York in 1952 sailing in the steward de­ partment. Brother Ludwick was bora in New York and is now a resi­ dent of Houston with his wife, Dorothy Lee. Deposit In the SIU Blood BankIt's Your Life 11 Seafarers Welfare, Pension, and Vacation Plans 11 Cash Benefits Paid •Mar. 28-A|;r. 24,1974 SEAFARERS WELFARE PLAN-,.--: ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical Special Equipment PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses .. Blood Transfusions Special Equipment Meal Books Dental Supplemental Medicare Premiums ........ SCHOLARSHIP PROGRAM , TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan ........... Total Seafarers Welfare, Pension & Vacation. .. . .. . : Amduiht Number MONTH TO DAIR 10 415 663 21 3 7,297 5 237 15 YEAR TO DATE 53 3,830 1,661 71 13 31,329 9 913 122 $ 1 MONTH TO DATE YEAR TODATE 22,745.00 415.00 1,989.00 2,746.15 384.00 58.376.00 1,586.35 5,500.47 403.70 $ 147,623.00 3,830.00' 4,983.00 11,381.46 1,724.00 250,632.00 2,561.40 20,898.08 5,293.40 95,046.39 2,629.07 17,741.10 6,140.00 358.40 3,505.19 — . 34 *,080.52 8,124.72 63,620.15 25,690.00 1,091.15 13,364.79 — 3 5,429 34,000.00 19,126.53 4,320.84 1,629.00 1,325.04 95.75 — — 195.34 12,140.40 141,050.70 107,048.92 17,563.21 7,862.75 4,869.87 245.75 3,470.18 — 578.54 36,746.80 14 42 4,158.25 14,968.65 11,692 2,204 932 14,828 48,084 6,591 4,598 59,273 296,556.97 529,056.60 503,879.19 $1,329,492.76 1,241,303.04 1,594,420.50 2,563,092.89 $5,398,816.43 480 87 133 23 3 155 — 1,700 278 501 98 14 620 — 12 141 101 11 38 1 48 611 476 55 194 3 —• — ' 1 1,826 Jerry L. Broaddus Please contact either your mother or sister as soon as possible in Lock Springs, Mo. 64654. Leonard A. Wright Please contact your^ mother, Mrs. Helen Wright, as soon as possible at the Baptist Home, 1801 Chestnut Hills, Cleveland, Ohio 44106. ' AlbertV.LQo Please contact Ms. Sally Brooks as soon as possible at Sylvania House, 13 Locust St., Philadelphia, Pa. Antonio Escoto Please contact your brother, Salva­ dor, as soon as possible at 225 Douglas Dr., Harahan, La. or call 504-7370910. Don Gflbo Mr. Louis I. Scheer wishes that you contact him as soon as possible at 4803 N.E. 101 Ave., Portland, Ore. 97220. John Admn Kaczmarowski Please contact your sister-in-law, Jeanne Boyle as soon as possible. All Seafarers Anyone that may have been friends with the late Seafarer Joseph Henry White, it is requested that you get in touch with his brother, William LeBlanc, who had not seen him for many years. Address correspondence to J. W. LeBlanc, 65 Dorchester St., Charlottetown, Prince Edward Island, Canada. lanPIdreiing Please contact Ms. G. Pickering as soon as possible at 89 Buxton Rd., Weymouth, Dorset, England. Page 23 May 1974 • • f �n ANNUAL REPORT ^ For the fiscal year ended September 30,1973 HA]^¥ LUNDEBERG SCHOOL OF SEiUifANS]^ (Name of Welfare Fond) RECONCILEMENT OF FUND BALANCE 17. Fund Balance (Reserve for Future Benefits at Beginning of Year) $7,114,502.93 18. Total Additions During Year Otem 7) $8,242,883.78 19. Total Deductions During Year (Item 16) 5,523,288.95 20—Net L::r:iC3 .-rfr :-.-.- .'w . • •• ^——••x;rl9;S'>4TO321. Fund Balance (Reserve for Future Benefits) at end of Year (Item 14, Statement of Assets and Liabilities) $9,834,097.76 275 20th Street, Brooklyn, New York 11215 STATEMENT OF ASSETS AND LIABILITIES (Address of Fund) ASSETS* Eadof Reporting Year toflfie SUPERINTENDENT OF INSURANCE t , of the STATE OF NEW YORK NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 has been filed in, lieu of pages 7 to 14 of the New York Annual Statement, Part IV—Section A of Form p-2 may be substituted for Page 3 herein. (2) The Annual Report is required to be filed, in duplicate, not later than five months after end of fiscal year. Address replies to New York State Insurance Department, 55 John Street, New York, New York 10038. (3) The data contained herein is for the purpose of providing general information as to the condition and .affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment, refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Inswance Department, 55 John Street, New York, New York 10038. A STATEMENT OF CHANGES IN FUND BALANCE (RESERVE FOR FUTURE BENEFITS) ADDITIONS TO FUND BALANCE ^ ' Item 1. Contributions: (Exclude amounts entered in Item 2) (a) Employer (Schedule 1) $7,860,242.95 (b) Employee (c) Other (Specif) (d) Total Contributions $7,860,242.95 2. Dividends and Experience Rating Refunds from Insurance Companies 3. Investment Income: (a) Interest 23,148.31 (b) Dividends ;.... (c) Rents (d) Other (Specify) (e) Total Income from Investments 23,148.31 4. Profit on disposal of investments 223.19 5. Increase by adjustment in asset values of invest­ ments 6. Other Additions: Xltemize) (a) Adjustment to prioT years* employee benefits 348,178.00 (b) Interest on Delinquencies; Mftcellaneous .. 11,091.33 (c) Total Other Additions 359,269.33 7. Total Additions $8,242,883.78 DEDUCTIONS FROM FUND BALANCE 8. Insurance and Annuity Premiums to Insurance Carriers and to Service Organizations (In­ cluding Prepaid Medical Plans) 9. Benefits Provided Direcdy by the Trust or Sep­ arately Maintained Fund 10. Payments to an Organization Maintained by the Plan for the Purpose of Providing Benefits to Participants (Attach latest operating statement of the Organization showing detail of admin­ istrative expenses, supplies, fees, etc.) 11. Payments or Contract Fees Paid to Independent Organizations or Individuals Providing Plan Benefits (Clinics, Hospitals, Doctors, etc.) ... 12. Administrative Expenses: (a) Salaries (Schedule 2) (b) Allowances, Expenses, etc. (Schedule 2) ... (c) Taxes (d) Fees and Commissions (Schedule 3) "(e) l^ent ................................ ff). Insurance Premiums -. (g) Fidelity Bond Premiums (h) Other Administrative Expenses (Specify Tabulating, employee benefits, oflSce ex­ penses ........................... (i) Total Administrative Expenses 13. Loss on disposal of investments 14. Decrease by adjustment in asset values of in­ vestments ............................ 15. Other Deductions: (Itemize) (a) Provision for doubtful contributions receiv­ able; Miscellaneous (b) Mortgage and Loan Interest (c) Total Other Deductions — Page 24 Item 1. Cash 2. Receivables: (a) Contributions: (1) Employer (2) Other (Specify) (b) Dividends or Experience Rating Refunds '... (c) Other (Specify) Due from Subsidiary; Miscellaneous 3. Investments (Other than Real Estate): (a) Bank Deposits At Interest and Deposits or Shares in Savings and Loan Associations (b) Stocks: (1) Preferred (2) Common (c) Bonds and Debentures: (1) Government Obligations (a) Federal (b) State and Municipal (2) Foreign Government Obligations (3) Non-Government Obligations (d) Common Trusts: (1) Odentify) (2) (Identify) : (e) Subsidiary Organizations (Identify and Indicate Percentage of Ownership by this plan in the subsidiary) (1) See Schedule % (2) % 4. Real Estate Loans and Mortgages 5. Loans and Notes Receivable: (Other than Real Estate) (a) Secured (b) Unsecured 6. Real Estate: (a) Operated (b) Other Real Estate 7. Other Assets: (a) Accrued Income ' (b) Prepaid Expenses (c) Other (Specify) Fixed Assets—^Net; Security Deposits 8. Total Assets 5 83,306.05 1,828,328.24 223,539.29 1,211,637.56 6,686,173.24 297,845.75 "• 7,874.19 48,335.71 10,387,040.03 LIABILmES 9. 10. 11. 12. 13. 14. 15. Insurance and Annuity Premiums Payable Unpaid Claims (Not Covered by Insurance) Accounts Payable Accrued ExpensesOther Liabilities (Specify) Mortgages Payable Reserve for Future Benefits (Fund Balance) Total Liabilities and Reserves t '268,467.60 284,474.67 9,834,097.76 10,387,040.03 *Tbe assets listed in this statement must be valued on the basis regularly used in valuing in­ vestments held in the fund and reported to the U.S. Treasury Department, or shall be valued at their aggregate cost or present value, whichever is lower, if such a statement is not so required to be filed with the U.S. Treasury Department. ANNUAL REPORT OF THE HARRY LUNDEBERG SCHOOL OF SEAMANSHIP ^ STATE OF $ 503,593.41 SS. 3,386,271.26 •' -••K- y COUNTY OF. and $ Trustees of the Fund and affirm, under the penalties of perjury that the contents of this Annual Report are true and hereby subscribe thereto. 39,610.53 968.11 3,126.32 44,462.68 14,266.15 323.66 920.35 Employe] .-rf.-' 61.885.81 165,563.61 1,273,925.60 160,738.30 33,196.77 \ 'X-X 193,935.07 $5,523,288.95 Others (Indicate titles): Seafarers Log �einrarnfHWMiyiKeFniwi Overseas Arctic in New York Above, crewmembers on the Overseas Arctic (Maritime Overseas) take part in shipboard meeting during payoff at Stapieton Anchorage, Staten Island, N.Y. last month. The brothers and New York Patrolman Ted Babkowski (far right) discuss the latest developments on the oil import quota bill and other federal legislation affecting their job security. Ninety percent of the crew invested in their future by donating to SPAD. Below, members of the Overseas Arctic's ship's committee are on the deck. They are, from left: Earl Gay, secretary-reporter; Tony Nerosa, steward delegate; Richard Bradford, deck delegate; N. J. Wuchina, engine delegate; Joe Orsini, educational director, and Luther Pate, ship's chairman. DRUGS •inr»i SS Seattle Pays Off Above, crewmembers of the Seattle (Sea-Land) participate in shipboard meeting after vessel paid off in Port Elizabeth, N.J. earlier this month. New York Patrolman Carl Peth, left, discusses various issues including the Union's current legislative battles in Washington and the important role SPAD dona­ tions play in our legislative fights. Below, two members of the Bosuns' Recertification Program, Barney E. Swearingen (left) and Al Whitmer (third from left) pose with the Seattle's ship's committee. They are, from left to right: John Gianniotis, ship's chairman; Ralph Rumley, engine delegate; Gene Hall, deck delegate and John Fanoli, steward delegate. SEAMEN'S PAPERS F ^orever is a very definite word. It means for a limidess time ... for all time ... never again! But forever is the length of time a Seafarer Imes die ri^t to his livelihood and future career in the maritime industry if he is busted on a drugs cluu^e either vdiile at sea or ashore. Ifs a tou^ rap — but that's exacdy how it is. Your seaman's papers are gone forever, widiout appeal, if you are convicted of possession ol any fllegal drug—heroin, barbiturates, speed, ups, downs or marijuana. In 1971 alone there were 400,606 drug related arrests in the U.S. and even that staggering figure was tipped in 1972. llie shipboard user of narcotics is not only a menace to himself, but presents a v«ry grave dangor to die safety of his diip and sh^mates. Qukk minds and reflexes are an absolute necessity aboard ship at aU times. A drug user becmnes a diom in the idde 4^ his ^ipmates udi^ they are reqniied to assume the shipboard responsibilities the user is not capable of handling. Also, a Seafarer busted at sea leaves a permanent black mark on his ship. The vessd will thereafter be under constant surveillance and die crew win he subjected to unusually long and annoying searches by customs and narcotics agents in port ' ^T^nlyy forever is a long, long time — something a drug user does not have. Don't let drugs destroy you or your livelihood. Steer a clear course! May 1974 Page 25 �f^\- DISPATCHERS REPORT APRIL 1-30,1974 TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York . . .. Philadelphia . Baltimore ... Norfolk Tampa ...... Mobile New Orleans . Jacksonville .. San Francisco Wilmington .. Seattle Puerto Rico .. Houston .... Piney Point .. Yokohama ... Alpena Buffalo ..... Cleveland .... Detroit Duluth Frankfort .... Chicago Totals 7 91 14 42 12 5 35 56 37 72 12 27 11 80 0 6 9 5 45 54 9 20 9 653 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile . .. ; New Orleans Jacksonville San Francisco .... Wilmington ...... Seattle Puerto Rico Houston Piney Point ...... Yokohama-::^;;'; /C.. Alpena ...... •. Buffalo Cleveland Detroit Duluth Frankfort ..... i., Chicago .. Totals 2 76 9 31 12 4 23 67 17 49 10 21 12 59 0 1 4 5 23 33 5 6 3 472 2 13 3 4 6 1 5 10 5 9 4 11 2 12 0 3 0 1 0 8 2 3 1 105 3 43 3 11 5 1 3 14 11 33 8 8 1 28 0 1 1 0 0 9 5 3 1 192 2 2 1 1 0 0 0 2 1 0 0 0 0 3 0 7 1 0 4 2 3 0 2 31 1 4 0 0 1 0 0 2 1 2 0 0 2 4 0 0 3 2 0 5 4 0 4 35 Port Boston . . . ....... New York . Philadelphia ..... Baltimore .... Norfolk .......... Tampa ...... ^ Mobile New Orleans ..;... Jacksonville San Francisco . . ..J. Wilmington Seattle .....:..... Puerto Rico ... ;;H. Houston . Piney Point Yokohama . Alpena ... Buffalo .. Cleveland . Detroit . .. Duluth . . . Frankfort . Chicago . . Totals ... 17 6 25 0 0 0 1 6 5 3 3 0 227 0 2 0 1 0 0 1 0 1 6 1 27 2 18 9 0 15 37 4 23 3 4 16 21 0 0 9 6 41 28 3 17 4 288 1,640 2 96 9 32 15 7 15 38 28 70 14 15 13 37 46 2 6 4 0 20 7 5 8 489 847 5 41 1 7 3 0 0 10 7 5 0 2 1 38 0 16 34 17 14 69 28 10 21 329 401 3 . • 'm ^ •'V 0 1 0 0 0 0 0 0 0 0 0 0 0 1 9 2 2 1 0 2 4 5 13 5 3 0 4 6 0 0 0 0 2 1 0 1 61 1 36 6 16 8 2 21 28 9 31 a Port REGISTERED ON BEACH All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 0 1 3 35 2 74 1 6 11 2 15 36 0 10 14 0 9 8 0 20 8 0 27 65 0 12 14 20 2 41 0 4 11 1 14 22 6 1 8 3 59 22 0 0 9 10 3 4 3 3 13 0 6 1 10 0 77 27 19 75 2 5 4 2 33 4 6 5 11 73 238 619 ENGINE DEPARTMENT 0 0 1 68 5 48 0 3 9 0 10 29 0 5 4 0 1 2 0 3 16 0 28 36 1 13 8 1 28 48 0 6 8 0 10 18 1 7 10 2 20 51 0 0 10 4 3 9 M r r' 2 0 1 50 30 8 10 42 1 8 1 1 1)J 11 2 3 3 41 245 379 jdJn STEWARD DEPARTMENT 0 0 0 16 39 42 0 3 5 7 1 23 ' .J b; 6 2 7 0 3 3 0 10 3 0 22 31 Mtyjii'f ,• 7 1 8 1 40 1 29 2 7 Q pr--; ^ 0 14 14 . 8 5 . i 9--r- •• 15 0 33 1- 1 5 1 0 1 4 0 3 0 0 20 1 I - 10 2 5 1 1 0 0 0 12 0 3 1 41 ; 259 215 12 145 20 56 30 10 70 124 33 104 32 44 13 165 0 3 11 6 8 - 28 14 2 10 950 6 25 3 6 13 1 5 9 4 28 18 22 1 22 0 1 1 2 1 5 5 2 0 180 4 8 0 1 0 0 0 10 1 0 1 1 0 8 0 1 4 0 2 4 4 0 2 51 5 118 12 51 19 9 45 107 29 68 16 30 17 109 0 0 5 5 5 24 13 2 2 691 6 62 5 13 11 3 12 42 19 25 8 14 1 43 0 1 1 0 0 9 5 0 2 282 1 7 0 2 1 1 0 7 2 3 0 0 0 14 0 0 2 3 2 4 4 1 2 56 3 61 13 31 23 3 52 67 22 56 13 18 11 54 . 0 0 1 1 1 6 4 2 1 463 3 17 3 3 1 0 4 6 7 20 9 4 0 8 0 0 0 0 0 0 1 0 3 89 0 1 0 0 0 0 0 1 2 0 0 0 0 1 0 3 0 1 0 1 0 0 1 11 4 131 19 53 32 4 43 69 35 71 25 23 23 88 1 1 5 8 0 24 8 5 6 678 1,229 10 69 2 10 14 2 0 25 10 10 2 4 2 92 0 9 66 31 16 143 31 16 24 588 706 ENTRY DEPARTMENT Boston New York .. Philadelphia Baltimore Norfolk Tampa • •••••• •-* « • • • Mobile , ,' New Orleans . .. . Jacksonville San Francisco ....... Wilmington Seattle Puerto Rico Houston Finey Point Yokohama Alpena i.. Buffalo ............... Cleveland .. Detroit ............. Duluth . . .. Frankfort Chicago ...... ... .^ . i' .. . '. V • Totals Totals All Depts. . .. • ••••••• a.... m M i m f m i 5 34 9 29 11 5 24 62 7 i 25 i 12 1 • 14 i 18 i 30 i § m 8 i 1 1 i i -0 0 6 13 12 40 11 7 2 376 2,480 By looking at the above shipping figures, Seafarers can clearly see the true strength of their job security. These numbers show that SIU members can feel confident that jobs wiU he available for them to fill. During the period of Apr. 1-30,1974, of the 2,110 jobs shipped, 1,257 were filled by Class "A" Seniority full hook members. Therefore, there were 853 permanent jobs available to Class "A'* Seniority full hook members not taken by them. Page26 SIU Atlantic, Gulf, Lakes ft InlaiHl Waters Inlsnd Boatmen's Union JJafted Indusfrial Workers PRESroENT PaulHaU SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Eari Shepard Lindsay Williams Frank Drozak Paul Drozak HEADQUARTERS <75 4 Ave., Bklyo. 11232 (212) HY 9-<Mf ALPENA, Mich. 8M N. 2 Ave. 497§7 (517) EL 4-3<l< BALTIMORE, Md. 1216 E. BaMiroore St 21202 (301) EA 7-4900 BOSTON, Man. 215 Essex St. 02111 «17) 482-471< BUFFALO, N.Y.... .290 Franklin St 14202 SIU (710 TL 3-9259 IBU (710 TL 3-9259 CHICAGO, OL. .9383 S. Ewing Ave. <0017 SIU (312) SA 1-0733 DU (312) ES 5-9570 CLEVELAND, Ohio 1290 Old River Rd. 44113 (210 MA 1-5450 DETROrr, Mkh. 10225 W. leffenon Ave. 48218 (313) VI3-4741 DULUTH, Mhm. 2014 W. 3 St 55800 (218) RA 2-4110 FRANKFORT, Mkh. P.O. pox 287 415 Main St 49035 (010) EL 7-2441 HOUSTON, Tcx. ,^. .,iB04 Canal St 77011 (713) WA 8-3207 JACKSONVILLE, Fia..2008 Pearl St 32233 (904) EL 3-0987 JERSEY CnY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Abk.....1 S. LawicnccSt 30002 (205) HE 2-1754 NEW ORLEANS, La. 030 Jaduon Ave. 70130 (504) 529-7540 NORFOLK, Va. ...... 1 . . .115 3 St 23510 (804) 022-1892 FADUCAH,Ky. .; 225S.7St42001 (502) 443-2493 PHILADELPHIA, Pa.. .2004 S. 4 St 19148 (215) DE 0-3818 PORT ARTHUR, l^x.... .534 9 Ave. 77040 (713) 983-1079 SAN FRANCISCO, Calif. 1321 Mission St. 94103 (415) 020^793 SANTURCE, PJL.1313 Fernandez loncos, Stop 20 00908 (809)724-0207 SEATTLE, WaA. 2505 1 Ave. 98121 (200) MA 3-4334 ST. LOUIS^ Mo.. .4581 Gravois Ave. 03110 (314)752-0500 TAMPA, Fla. 312 Harrisoa St. 33002 (813) 229-2788 TOLEDO, Ohio 935 Saamiit St. 43004 (419) 248-3091 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 YofeohaauPoitPA). 5-ONihoaOhdGri Naka-Ka 231-91 201-7935 Ext 281 Pofitlcs Is Donate to Seafarers Log �SIU pensioner James King, 68, died Feb. 24. Born in Ireland, he was a resident of Beaver, Pa, when he passed away. Brother King joined the Union in the port of Detroit in 1959 sailing in the engine depart­ ment for 34 years. Surviving is a sister, Mrs. Nora Creese of Beaver. Rodney E. MatthleS, 22, died Jan. 29. Brother Matthies was a resident of Lockport, 111. at the time of his death. He joined the SIU-aflBliated IBU in the port of Detroit in 1971 sailing in the deck department as a lineman for Hannah Inland Water­ ways since 1970. Surviving is his father, C. C. Matthies of Lockport. SIU pensioner Anton E. Sandberg, 65, succumbed to a liver ail­ ment in the Paul Oliver Hospital Frankfort, Mich., Nov. 28. Born in Alexandria, Minn., he was a resident of Frankfort when he died. Brother Sandberg joined the Union in the port of Detroit in 1960 sailing in the engine department on the B.W. Druckenmiller (American Steam­ ship) from 1965 to 1972. Burial was in Benzonia Twsp. Cemetery, Ben­ zie County, Mich. Surviving is his widow. Ruby and three sons, Anton J., Jr. of Alexandria, Brian and Michael. Allen Styner, 39, died of injiuies Jan. 29 in a Port Arthur, Tex. hos­ pital following an accident. Bom in Cade, La., he was a resident of Port Arthur when he passed away. Broth­ er Styner joined the SIU in the port of Jacksonville in 1970 sailing in the steward department as a third cook. Interment was in Port Arthur. Sur­ viving are his widow, Alice and two daughters, Carmen and Alice. Howard A. Thomas, 42, died in Sault Ste. Marie, Ontario, Canada, July 7. Born in Traverse City, Mich., he was a resident of Interlochen, Mich, when he passed away. Brother Thomas joined the SIU in the port of Frankfort, Mich, last year sailing in the engine department. He was a wounded veteran of the Coast Guard. Interment was in Traverse City. Surviving are his widow, Phyl­ lis; his parents, Mr. and Mrs. Jerimiah Thomas, and a brother, Rosewell J. all of Grawn, Mich.; a son, Howard T., Jr.; a stepson, Thomas B. Redding II and a stepdaughter, Debra Redding. SIU pensioner Milford W. Valen­ tine, 63, died after respiratory arrest in the USPHS hospital in Galveston, Tex., Oct. 31. Born in Fults, 111., he was a resident of La Marque, Tex. at the time of his death. Brother Val­ entine joined the SIU in 1944 in the port of New Orleans sailing in the engine department. Burial was in La Marque. Surviving is his widow, Mamie. SIU pensioner Adolfo Capote, 72, passed away Dec. 29. Born in Key West, Fla., he was a resident of Tampa when he died. Brother Ca­ pote joined the SIU in 1939 in the port of Tampa sailing in the steward department for Qities Service. Sur­ viving is his widow, Thelma. SIU pensioner James W. Sim­ mons, 55, expired from heart failure Oct. 28. Born in Clinton, N.C., he was a resident there at the time of his death. Br' iher Simmons joined the Union in 1946 in the port of Nor­ folk sailing in the steward depart­ ment as a second cook for Maritime Overseas and Delta Line. He had sailed for 26 years. Seafarer Sim­ mons served during World War II in the Army combat infantry of the 116th Regiment in the Normandy, Northern France and Rhineland campaigns in Europe. Interment was in Qinton Cemetery. Surviving are his mother, Martha and brother, William, both of Clinton. SIU pensionex^vin J. FincBT^, succumbed to a cerebral thrombosis Jan. 1 in the Buffalo V.A. Hospital. Born in Amsterdam, N.Y., he was a resident of Point Derby, N.Y. at the time of his death. Brother Finch joined the SlU-affiliated IBU in 1941 in the port of Buffalo sailing in the engine department as tug fireman for Dunbar &. Sullivan from 1920-1, Great Lakes Towing Co. from 192365 and the Great Lakes Tug and Dredge Co. He was an Army veteran of World War I. Burial was in the First Church of Evans Cemetery, Point Derby. Surviving are his wid­ ow, Lucille; a son, Alvin, Jr. and a daughter, Shirley. SIU pensioner Teofll Smiglelski, 69, died Feb. 26. Born in Lowell, Mass., he was a resident of Bunnell, Fla. at the time of his death. Brother Smigielski joined the Union in 1943 in the port of New York sailing in the deck department as a bosun. He had sailed for 38 years. Surviving are his brother, Charles of Flagler, Fla. and two sisters-in-law, Mrs. Sophie Smigielski and Mrs. Carol Jean Smigielski, both of Florida. William May, 66, died of natural causes Jan. 29. Born in Shanghai, China, he was a resident of New York City at the time of his death. Brother May joined the SIU in the port of New York in 1961 last sail­ ing in the steward department as a cook on the SS Charleston. He did picket duty in the 1962 Robin Line strike and the 1961 N.Y. Harbor strike. Interment was in Cypress Hills Cemetery, Brooklyn, N.Y. Sur­ viving are his widow, Wongluet; a daughter. Ling Ying, and a brother. Land of Woodside, Queens, N.Y. SIU pensioner Nicholas P. Tsaousakls, 63, died of cancer in Aspropyrgos, Greece, Oct. 8. Born in Mosehonisia, Turkey, he was a resi­ dent of Piraeus, Greece at the time of his death. Brother Tsaousakis joined the SIU in 1945 in the port of New York sailing in the deck depart­ ment. Interment was in Aspropyrgos. Surviving are his widow, Dor­ othy, and two daughters, Mrs. Joann Smith and Mrs. Christine A. Kozlowski, all of Baltimore and a brother, Emanuel of Piraeus. Clyde L. Vanepps, 60, succumbed to cancer in Studebaker Hospital, Norwalk, Calif., Dec. 21. Bom in Ashford, N.Y., he was a resident of Norwalk when he died. Brother Vanepps joined the SIU in the port of Galveston in 1954 saiUng in the engine department as a chief electri­ cian for Sea-Land Service. Burial of his ashes was on the high seas. Sur­ viving are his widow, Ann; two sons, Gerald of Brawley, Calif, and Waldemar of Houston, and a sister, Shir­ ley Mae of Norwalk. SIU pensioner Willie A. Edwards, 65, died of heart disease Feb. 2. Born in Virginia, he was a resident of the Bronx, N.Y. at the time of his death. Brother Edwards joined the Union in 1941 in the port of New York sailing in the steward depart­ ment for Victory Carriers. He walked the picket line in the 1961 N.Y". Harbor strike. Burial was in the Frederick Douglas Cemetery, Staten Island, N.Y. Surviving is his widow, Evelyn, \ SIU pensioner Edmond L. Cain, Jr., 48, died Mar. 1. Born in York, Pa., he was a resident of Essex, Md. at the time of his death. Brother Cain joined the Union in 1944 in the port of Norfolk sailing in the deck de­ partment. He was an Army veteran. Surviving are his widow, Ann Ruth;' his father, Edmond L. Cain, Sr. of Baltimore; a son, Patrick and three daughters, Kathy, Naomi and Dawn. Francis F. Sfoken, 58, died of a heart attack in Schoolcraft Memorial Hospital, Manistque, Mich., Aug. 26. Born in Manistque, he was a resident of Garden, Mich, when he passed away. Brother Stoken joined the SIU in the port of Detroit in 1960 sailing as a deck gateman for Amersand/McKee Sons. He was an Army veteran of World War II. Burial was in New Garden Ceme­ tery, Garden. Surviving are his wid­ ow, June; a son, Nicholas, Jr., two daughters, Mary and Susanna; a. brother, Raymond of Manistque and a brother-in-law, James Duschene of Garden. James C. MacDonald, 63, succtunbed to heart failure in San Francisco General Hospital Sept. 27. Brother MacDonald joined the Un­ ion in the port of New York in 1955 sailing in the steward department. A native of Glasgow, Scotland, he was a resident of Clearwater Beach, Fla. when he died. Interment was in Fairmont Cemetery, Fairfield, Calif. Surviving are a brother, John Mac­ Donald of Clearwater Beach; a sis­ ter, Mrs. Ellen Spearbreaker, and a nephew, Brian Snider, both of Ra­ cine, Wise. SIU pensioner Melvin C. Dart, 62, succumbed to a hemorrhage in St. Mary's Hospital, Green Bay,. Wise., Nov. 28. Born in Door County, Wise., he was a resident of Sturgeon Bay, Wise, at the time of his death. Brother Dart joined the SlU-affiliated IBU in the port of Detroit in 1962 sailing as a tug piledriver for the Luedtke Engineering Co. of Frankfort, Mich, from 1950 to 1972. Interment was in St. Joseph's Cemetery, Sturgeon Bay. Surviving are his widow. Pearl and two sons, Reginald and Cleyon. . Page 27 May 1974 .A' �I '</ f - Si. -•%r' 'rm';: • 5®sf; '.( ,5 ,.1 . 'ii-', : •'] •,«04 L«A9A«^.W*^je*i ^] t njl fi TJf-i .,r|-f| r|:|| f;^ ;iui'ii;.iii! nnir! rn iCT:!aeais^Esii ^'-' \i'A ij j' i! Si With smoke billowing and flags flying, Mississippi Steamboat Robert E. Lee travels dov/n the great river. "The Mississippi is well worth reading about. It is not a commonplace river, but on the contrary is in all ways remarkable. Con­ sidering the Missouri its main branch, it is the longest river in the world—4,300 miles. It seerns safe to say that it is also the crookedest river in the world, since in one part of its journey it uses up 1,300 miles to cover the same ground that the crow would fly over in 675." . —Mark Twain Mark Twain wrote that paragraph as the open­ ing to his book "Life On the Mississippi" over a century ago (before the source of the Nile had been discovered revealing it as the longest river •^". :• in the world). In that book. Twain described many colorful accounts of the Mississippi and his ex­ periences on it. Today it can be used as a '^semifactual" historical guide to the great river. The Spanish explorer Hernando deSoto was the first white man to see the Mississippi, in 1541, Twain points out in his book. But deSoto did not really explore it. He died and was buried in it by his priests and soldiers. Obviously the account of the discovery by deSoto's men who returned home did not stir any excitement, for almost 130 years passed before another white man was to see the river. ^ the Atlantic Although the white settlers along coasts had heard of a great river to the west, there Spanish explorer Hernando deSoto discovered the Mississippi in 1541. ||, ' rl/iiis'jc.iirs&ia;} , ^ J , L' ••'I' was no interest in it and hence no exploration. Even deSoto was not looking for a river when he found it, and evidently neither he nor his men valued the discovery. In 1673 the. French explorers Joliet and Marquette set out from Canada with an expedi­ tion. They went by way of the Great Lakes, down through Green Bay, Wise, and reached the banks of the Mississippi. Traveling down the Mississippi they passed the mouth of the Ohio, and reached the mouth of the Arkansas, according to Twain. This renewed interest in the Mississippi after 130 years apparently was due to the belief in that day that the Mississippi emptied into the Gulf of California, and thereby provided a short cut from Canada to China. Previously the river was thought to have em.ptied into the Atlantic. After Joliet and Marquette reached the mouth of the Arkansas, they came to believe that the Mississippi did not empty into the Gulf of Cali­ fornia or the Atlantic, but into the Gulf of Mexico. They returned to Canada with their news. Almost simultaneous with the exploration of Joliet and Marquette was the one of LaSalle, sail­ ing in the name of Louis XIV. After numerous' delays and misfortunes, LaSalle and his men set out in the dead of winter in 1681. They started down the Illinois and at the Mississippi they turned southward. They went past the mouth of the Missouri and the Ohio, and reached the mouth of the Arkansas. In February, 1682, at a point which was to become the future town of Napoleon, Ark., LaSalle raised a cross with the arms of France on it, right on the banks of the Mississippi. Joliet and Marquette's expedition ended on that same spot, and when dcSoto first sighted the river (over a eentury and a quarter earlier) he sighted it from there also, Twain notes. From that point LaSalle was able to see the river bmpty into the Giilf 6f Continued on Page 29 �mlr^ -«*.*.#• tM*if -»#•- r-.j"./.*. •*-1 ^ > S-'' "• '. " 4, - I -J Sternwheeler City of l^emphis paddles down the river, circa 1870. Continued from Page 28 Mexico, and he proved conclusively what Joliet and Marquette had earlier theorized. It was not until the beginning of the 19th cen­ tury however that the river became a vehicle for anything even remotely resembling- a regular commerce. Here's how Mark Twain describes the first real transportation on the river, and the type of men working on it: "The river's earliest commerce was in great barges—keelboats, broadhorns. They floated and sailed from the upper rivers to New Orleans, changed cargoes there, and were tediously warped and poled back by hand. A voyage down and back sometimes occupied nine months." "In time this commerce increased until it gave employment to hordes of rough and hardy men; rude, uneducated, brave, suffer­ ing terrific hardships with sailorlike stoicism; . heavy drinkers, coarse frolickers in moral sties like the Natchez-under-the-hill of that day, heavy fighters, reckless fellows, every one .. . yet, in the main, honest, trustworthy, faithful to promises and duty, and often picturesquely magnanimous." Before long the steamboat made its appear­ ance. For the first decade or two the keelboats were used for downstream business to New Orleans, while the steamboats carried cargo up­ stream. But after some time the steamboats increased so much (in number and speed) that they took over the entire commerce. Keelboating died, and the keelboatman became a deckhand, or a mate or pilot on the steamer. In a colorful description by Twain, he tells of the type of boat which revolutionized water travel and commerce on the river: "She is long and sharp and trim and pretty; she has two, tall fancy-topped chimneys, with a gilded device of some kind swung between them; a fanciful pilothouse, all glass and 'gingerbread,' perched on top of the 'texas' deck behind them; the paddle-boxes are gorgeous with a picture or with gilded rays above the boat's name; the boiler deck, the hurricane deck and the texas deck are fenced and ornamented with clean white railings; there is a flag gallantly flying from the jack- staff. Some 60 years after steamboating began on the Mississippi, and about 30 years after its peak, it had died off considerably. The railroads killed steamboat passenger traffic (taking much less May 1974 Marquette and Joliet exploring the river in 1673. time), and the towing fleets took away much of the freight business by taking more loads at much less expense. The Mississippi itself has always been an im­ mensely wide, fast-flowing river with numerous snags, stumps, blind reefs and sandbars. And it's always had an incredible shifting channel, which re-located cities, changed boundaries and in gen­ eral created "geographic chaos." For example, in Twain's day, at Hard Times, La. the river was two miles west of the region it once occupied, so that the original site of that town was not in Louisiana, but on the other side of the river in the State of Mississippi. Just as hard to believe is the fact that almost all of the 1,300 miles of the Mississippi which LaSalle sailed down in 1682 was solid ground 200 years later. The river flowed to the right in some places, and to the left in others. Twain tells us. It has been over 400 years since deSoto set eyes on this remarkable river which flows the length of this nation from the Great Lakes down into the Gulf of Mexico. Since that time it has provided the American people with a means of transportation (for cargo and passengers), a capricious, forceful body of water which sometimes plays havoc with surrounding towns and countryside and a subject for seamen, authors and storytellers to pursue for as long as men inhabit this country'. The legendary Mark Twain on the deck of a ship. Page 29 �•' S •« >'»• ^^trr #•• •*» <• J4W «»WC*^ UW V»' In All Departments Upgrading - Key to Future Education is a never-ending process. We are always learning, whether it be through the informal route of the "school of hard knocks," or through the more formal avenue of a classroom set­ ting. Higher education is a great plus factor for anyone wishing to advance himself within hisxhosen profession or who desires simply to enrich his life by experiencing as many learning situa­ tions as possible. The Harry Lundeberg School has committed itself to providing Seafarers in the maritime industry with the knowl­ edge of modem approaches to shipping and keeping them up to date on inno­ vations within the deck, engine and steward departments; The Lundeberg School is committed to giving each and every Seafarer the opportunity to up­ grade himself and advance to Ae high­ est rating within his department, if he wishes. Today's world is so technically oriented, with a computer for almost any task, that a man working in the engine department must be on top of the situation at all times in order to perform his job competently. This ap­ plies not only to the QMED's, but to the wipers, who receive their training in the Lundeberg School's entry-rating program. For this reason, the Lundeberg School is in the process of constructing a console simulator in order to support the QMED courses and expose the candidate to all phases of the console he might encounter aboard ship. The console will teach the student "how to hanidle a modem engine room and how ^ lerifr ,A Dicssi I^'ngtnc fafMurine Dies^ei Bn^nenrs win <?. the Harry Lundeberg Scfu^j Regmremem for the bpme. ^aik those interested by Wfiting thepkeetor of Vocational JS^ucaiiofiiParryLun School of SeanuttishJp, St. County, Poim. md: f0o74. V , Polhwing is an outline of %^^e{ts the course will coverr']. - - a,, .What a . U , 5 i-Z A group of engine department Seafarers take advantage of one of the many courses offered at the SlU-IBU Upgrading Center at the Lundeberg School in Piney Point, Md. Here, as part of a course in welding, bracing and cutting. Instructor Charlie Nalen (third from left) demonstrates proper way to light-off acetylene torch. to counteract an emergency situation. For the AB, the Lundeberg School is developing curriculum in addition to its established coiu-se of study that would enable an AB candidate to take over the helm of a ship under simulated conditions. This will prepare him to competently man the helm of any vessel afloat. Those persons upgrading to Third Cook or other positions within the Steward Department will be facing new technology such as radar ovens. In the Lundeberg Upgrading program, stu­ dents learn how to mn the galley aboard ship efficiently as well as tastefully. Upgrading not only extends into the vocational department of the Lunde­ berg School, but the academic depart­ ment as well. The General Equivalency Development program at HLS enables an individual to eam his diploma— whether for better job opportunities or personal satisfaction. This chance has been welcomed by many Upgraders, such as Bill Bellinger, 51, who recently gained his diploma after a little more than a month of study. Seafarer Bellinger was the 19th Upgrader to receive his diploma throu^ the Lundeberg School program. Just before entering the GED program. Brother Bellinger had received his full 'A' book through the Union's 'A' Se­ niority Upgrading program. Education is the key to a more qualified work force within the maritime industry as well as the SIU's foot inside the door in obtaining more and better contracts. And, the Harry Lundeberg School of Seamanship is the door to the future. Lifeboat Course Any Seabirer wishing to take the Lifeboat course while upgrad­ ing at the Harry Lundeberg School of Seamanship in Piney Point, Md., should indicate that fact on his application. Ike Seafarer will then be able to attend a Lifeboat course if one is available while he is at the SchooL Why Donate to SPAD? - f F % h' /v . ~ J' ^ . a* jp urcia^nKiii^t;^ • WVi Delayed Benefits r The followii^ members have had their benefit payments held up because they failed to supply complete information when filing their claims. Please con­ tact Tom Cranford at (212) 499-6600. Dennisop, E. F .. 234-60-8752 UIW Benson, G .. 381-54-7943 A&G VKo, F. .. 134-14-9223 A&G Jeanty,^1. ...............a'. .. 084-48-4142 UIW Puce,S....................... 460-58-8037 A&G Crahtree, R. 268-36-3740 UIW Kauffer, C UIW Ortiz, A. .. 095-18-6193 A&G Williams, S UIW Williamson, V. A&G Quinnonez, M. . . 088-40-2559 UIW Diaz, A..." A&G Rice, J. UIW Renski, J. A&G Sheldrake, P. . — A&G Reed, A . 031-07-1871 IBU Murray, M. ......... ,. ..264-88-3708 A&G : °382-20-74i:8 Southard, R. A&G Youi^j yVt .. 212-20-6272 A&G Seafarers Log Page 30 yV-- V. >• Seafarer Howard Ring, Jr. catches up on the latest developments in the im­ portant oil import quota bill as reported in the LOG when the Sea-Land McLean (Sea-land Service) arrived in the port of New York after a run to Rotterdam and Bremerhaven. Able Searnan Ring, who is a regular supporter ^of SPAD, said: "Our political activities are essential to our job security. SPAD 'made the Merchant Marine Act of 1970 possible, and SPAD will mean more ships and cargo which means more jobs for all of us in the SlU." - •\.t �V ^^ -J - ^ " J -S'- 2. 24 months seatime in Steward Department, six months of which must be as Deck Department Upgrading Qoartcrmaster Third Cook and Assistant Cook or; 3. Six months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. 1. Must hold an endorsement as Able-Seaman—unlimited—any waters. Chief Cook Able-Seaman 1. 12 months seatime as Cook and Baker or; 2. Three years seatime in Steward Department, six months of which must be as Third Cook or Assistant Cook and six months as Cook and Baker or; 3. Six months seatime as Third Cook or Assistant Cook and six months seatime as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook and Second Cook and Baker's Training Course or; 4. Twelve months seatime as Third Cook or Assistant Cook and six months sea­ time as Cook and Baker and are holders of a "Certificate" of completion from the Cook and Baker Training Program. Able-Seaman—12 months—any waters __ Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 12 months seatime as an Ordinary Seaman or 4. Be a graduate of HLS at Piney Point and have 8 months seatime as Ordinary Seaman. (Those who have less than the 12 months seatime will be required to take the four week course.) Able-Seaman—unlimited—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 36 months sealtime as Ordinary Seaman or AB—12 months. Chief Steward 1. Three years seatime in ratings above that of Third Cook and hold an "A" seniority in the union or; 2. Six months seatime as Third Cook or Assistant Cook, six months as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Cook and Baker and Chief Cook Training Courses at the Lundeberg School or, 3. Twelve months seatime as Third Cook or Assistant Cook, six months seatime as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training programs. 4. Twelve months seatime as Third Cook or Assistant Cook, twelve months sea­ time as Cook and Baker and six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. Lifeboatman 1. Must have 90 days seatime in any department. Engine Upgrading FOWT—(who has only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and have normal color vision). 2. Have six months seatime as wiper or be a graduate of HLS at Piney Point and have thfte months seatime as wiper. (Those who have less than the six months seatime will be required to take the four week course.) I I I I I Name. (Last) I I Address. (Street) I FOWT—(who holds an engine rating such as Electrician) 1. No r^uirements.^ Electrician, Reoperation, Pumpman, Deck Engiiieer, Jnnior Engineer, Machinist or Boilennaker— (who holds only a wiper endorsement) (City) -Telephone. (Area Code) Seniority. I Social Security #. j HLS Graduate: Yes • No • I Dates Available For Training I II Am Interested In: • • • • QMED—any rating -Ratings Now Held. Lifeboat Endorsement: Yes • No • ^^ STEWARD ENGINE DECK 1. No requirements. 1. Must hold endorsement as QMED—any rating. (Zip) (State) j Port and Date Issued. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (yriio holds an engine rating such as FOWT) Welding •Age. (Middle) (First) Book Number. ' ',i.. Be able to, pass the prescribed physical (i.e., eyesight without glasses no more ' than 20/ICK)—26/100, corrected to 20/50—20/30 and have normal color vision). 2. Have six monthsjseatime in engine department as wiper. 1. Must have rating (or successfully .passed examinations for) FOWT, Electri­ cian Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, and Deck Engine Mechanic. 2. Must show evidence of seatime of at least six months in any one or a combina­ tion of the" following ratings: FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, or Deck Engine Mechanic. HARRY LUNDEBERG SCHOOL OF SEAMANSHff UPGRADING APPLICATION AB 12 Months AB Unlimited Quartermaster Lifeboatman • • • • • • QMED • Electrician FWT • Dk.Eng. Oiler • Jr. Eng. Dk. Mech. • Pumpman Reefer • Machinist Boilermaker • Welder • LNG-LPG • • • • Assistant Cook Cook & Baker Chief Cook Steward ! RECORD OF SEATIME —^ (Show only amount needed to upgrade in rat­ ing checked above or attach letter of service, whichever is applicable.) RATING DATE OF DATE OF SHIP HELD SHIPMENT DISCHARGE LNG/LPG Piogiam 1. P-nginft personnel must be QMED—^Any Rating. All other (Deck and Stew­ ard) must hold a rating. Steward Upgrading Assistant Cook 1. 12 months seatime in any Steward Department Entry Rating. 2. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimum of three months seatime. Cook and Baker I I I PORT I [ SIGNATUREI 1 I -DATE. RETURN COMPLETE APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 12 months seatime as Third Cook or; Mayiim, Page 31 �voi.'xxx^f.,Ncj: i'; -v.i -r . (• •[.w.-<5--r-.'-./r. ' : •'- • •^^..=;.-v.-''!..' ri its LJy:§:ilg0: '' Ii>-' , fi!V,N-.' • •:-^S^•^•^-••.• \'''-V' 1 i' i' -" • i-^. • . •; :i:- '; • • , ' iV, *'' . � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource May 1974 Description An account of the resource Headlines: OIL IMPORT BILL PASSED BY HOUSE OF REPRESENTATIVES SEAFARERS TO RECEIVE WAGE BOOST SIU SCHOLARSHIP PROGRAM GIVES FIVE $10,000 GRANTS LUNDEBERG SCHOOL ENTRY-RATING TRAINING SHIPPING, GUARANTEES JOB SECURITY FOR ALL SEAFARERS LOCAL 621 OF URW CONTINUES 14-MONTH STRIKE IN CALIFORNIA SEATRAIN DISCONTINUES HAWAII, GUAM SERVICE BOSUN 'BILLY' BURKE AT AGE 49 BENJAMIN SCHWARTZ PASSES AWAY UIW MEMBERS RATIFY CONTRACT WITH SEATRAIN TENTH CLASS GRADUATES TELLING IT LIKE IT IS BOGGS - OUTSTANDING CITIZEN MARINE FIREMEN'S PRESIDENT RETIRES TWO MORE SEAFARERS ACHIEVE EDUCATIONAL GOALS HIGH SCHOOL PROGRAM IS AVAILABLE TO ALL SEAFARERS FROM THE GULF TO JAPAN, THE SUGAR ISLANDER DELIVERS HER CARGO OVERSEAS ARCTIC ON THE AFRICAN RUN SEAFARER PERRY SEES GOLD IN THEM THAR HILLS MOVIE 'THE SEAFARERS' DIRECTED BY KUBRICK SIU BLOOD BANK SERVES MEMBERS AND FAMILIES A SOUND INVESTMENT FIREFIGHTING FOR YOUR SAFETY MEMBERSHIP MEETING, N.Y. SIU-CONTRACTED TRANSHAWAII PAYS OFF IN WEEHAWKEN TWAIN'S MISSISSIPPI A FASCINATING AND MIGHTY RIVER UPGRADING - KEY TO FUTURE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 5/1/1974 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVI, No. 5 1974 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/3c8e8de3b26f0764467d13ca7c8df8ef.PDF 6baca712eccab00f7be32d3d2b3db326 PDF Text Text i. ir •fl Fitting Out on the Great Lakes See Page 11 ; :l I ». I ! i 5 it i* J ,i �'Energy Transportation Security Act of J974' Committee Approves Bill to Import Oil on U.S. Ships WASHINGTON—The House Mer­ chant Marine and Fisheries Committee has voted overwhelmingly to approve legislation that would require at least 20 percent of U.S. petroleum imports to be shipped on U.S.-flag ships. The full merchant marine committee acted on the bill (H.R. 8193) on Apr. 9, after it had been approved 13 to 3 by the merchant marine subcommittee on Mar. 27. This action of the Merchant Marine and Fisheries Committee now dears the legislation for con­ sideration by the House of Repre­ sentatives. An amendment submitted in the sub­ committee by Subcommittee Chairman Frank M. Clark (D-Pa.) named the bill "Energy Transportation Security Act of 1974." At the full Committee meeting on the legislation, Committee Chairman Leonor K. Sullivan (DMo.) stated that with most other maritime nations "insisting on cargo preference" it is about time that the U.S. did likewise. Opposition to the legislation was voiced in both the subcommittee and full Committee considerations by Rep­ resentative Pierre duPont (R-Del.). At the full Committee meeting, several of the Committee members expressed strong disagreement with duPont's po­ sition. Representative Don Young (RAlaska) noted that the bill contained a number of important factors among which were the provisions that the bill would expedite environmental safe­ guards and also enable the U.S. to con­ trol "at least a percentage" of its oil imports. In the full Committee, Representa­ tive Joel Pritchard (R-Wash.) stated that testimony received by the Commit­ tee showed that the cost of fuel would not increase if U.S.-flag ships were al­ lotted a percentage of the oil imports. Both Democratic and Republican members of the Committee favored adoption of the legislation on the grounds that it would help the U.S. bal­ ance of payments position, increase employment for American seamen and other maritime workers and would serve the national security interest. The Committee felt strongly that the continued double depen­ dence of the U.S., not only on for­ eign produced oil, hut on foreignflag ships to bring it into this coun­ try, is dangerous. The Committee is now preparing its report on the legislation. The require­ ment of 20 percent of petroleum im­ ports to be shipped on U.S.-flag vessels would be increased to 25 percent on July 1, 1975 and 30 percent on July 1, 1977. In the event that suflBcient U.S. ton­ nage is not available to handle the cargo "at fair and reasonable rates," the Sec­ retary of Commerce could waive the requirement. A similar bill was introduced in the Senate and is awaiting action by that body's Commerce Committee. During the hearings on the measure in the House, SIU Presi­ dent Paul Hall urged Congress to act "speedily and favorably" in the national interest. "America's need for such legislation is greater than ever before," Hall said. "Current national and international events make it imperative that this energy transportation legislation be quickly enacted," Hall told the com­ mittee. The SIU official attacked the oil companies as the "principle opponents" of the bill because of their interest in continuing to use foreign-ffag shipping as a "most effective tax shelter." House,Senate Ready to Meet on Pension Bill WASHINGTON — With the ap­ pointment last week of House mem­ bers to a House-Senate conference committee, the way has been paved for a resolution of the differences between the House and Senate versions of the federal pension bill. It is expected that the conference committee will begin dealing with the substance of the pension bill the latter part of this montL The House version of the pension bill was passed on Feb. 28 of this year. It differs in some respects from the bill passed in the Senate on Sept. 19, 1973. Both the House and Senate versions contain provisions which are designed to protect American workers covered by pension plans against the loss of earned benefits. The bills also provide standards for participation, vesting and funding. Under terms of the proposed legisla­ tion a Pension Benefit Guarantee cor­ poration would be created to provide reinsurance against the loss of pensions in the event companies go bankrupt. There are differences of these provi­ sions in the Senate and House versions. SIU representatives are continuing to work with congressmen and senators and their staffs to make sure that the final pension bill will be of maximum benefit to Seafarers, and will in no way endanger the present healthy and actuarily-sound SIU pension program. the PRESIDENT'S REPORT: Political Action and Job Security Paul HaU ;• ^1)1 !•-' rpHE STRUGGLE FOR SURVIVAL X of the American-flag merchant fleet and the job security of our membership requires our constant vigilance and unit­ ed effort on the legislative front in Wash­ ington. This year is a critical time for our Union, the maritime industry and our nation. We are locked in an all-out fight with the giant oil and grain lobbies to preserve the victories we have won and to move ahead to make certain that this Union, this industry and this nation does not have to depend upon the selfish in­ terests of foreign nations or this country's multi-nation conglomerates. Three years ago we won a long and hard battle to achieve the Merchant Ma­ rine Act of 1970 which brought the promise of a revitalization of the Ameri­ can merchant marine. This was the promise of more jobs for Seafarers, ship­ builders and thousands of other Ameri­ can workers. It also brought the promise of a more favorable balance of payment to this nation. As a direct result of this Act, American shipbuilders launched more vessels in 1973 than in any peace­ time year since 1921. But the battle to maintain what we have achieved, and to move forward to insure the American-flag merchant fleet and the job security of this membership, requires our constant attention in Wash­ ington. On the one hand we are engaged in an important legislative effort to secure more cargo for American ships. At the same time we are locked in a continuing struggle with the oil and grain lobbies, the state department and the agricultural department — together with American operators of foreign-flag fleets — who are dead set on destroying the Jones Act protection of our coastwise shipping. This month we were successful in getting the oil import quota bill—known as the Energy Transportation Security Act of 1974 — reported favorably out of the House Merchant Marine and Fish­ eries Committee. More than 225 Con­ gressmen have already endorsed this measure, which will require that 30 per­ cent of our petroleum imports be carried on American ships by 1977, and this of, course would not only provide jobs for American workers but also strengthen our national security. We are confident that this bill will be carried in the House, but the fight is far from over. We must continue to work for Senate approval and the signature of the President. Implementation of the Energy Trans­ portation Security Act, also known as the oil import quota bill, and preserva­ tion of the Jones Act are our two fore­ most battles today. And the foes we are up against are strong, tough ones. They no longer bust heads as in the early days of the labor movement's struggle. (See story on back page.) But though less violent, they are potentially more devastating. They use their monetary funds to get what they want. And what the giant oil and grain firms want, is in complete op­ position to what Seafarers need and want. Our enemies would not think twice about eliminating our jobs. That is why we must fight for our job security; and fight our foes on their own ground and with their own tools. That is why SPAD is our lifeline to the future; Change of iaddress cards on form 3579 should be sent to Seafarers International Union, Atlantic, Guif, Lakes and inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, New York 11232. Published monthly. Second Class postage paid at Brooklyn^ N. Y. Vol. XXXVI, No. 4. April 1974. Page 2 Seafarers Log �Hall is Keynote Speaker IBU of Pacific Holds Third Annual Convention The IBU of the Pacific, an affiliate of the SIUNA, held its Third Annual Con­ vention late last month in Seattle, Wash, with delegates from the six districts of the Pacific IBU—the Southern Cali­ fornia, Puget Sound, Alaska, Hawaii, San Francisco, and Columbia River Re­ gions—in attendance. IBU President Merle Adlum, also an SIUNA vice president, served as chair­ man of the proceedings. SIU President Paul Hall was keynote speaker at the Convention. In one of the major orders of busi­ ness at the Convention, the delegates proposed a merger with the IBU of the Atlantic, which if accomplished would make the joint IBU the single largest maritime union in the ngition. The Atlantic IBU had made a similar proposal at their Fourth Quadrennial Convention in Washington, D.C. last November. In this regard. International Presi­ dent Hall designated Merle Adlum as coordinator of all operations concern­ ing the merger. The proposed merger, of course, would be subject to the approval of the IBU membership. JBU President Adlum said of the proposed merger that "changing condi­ tions in the maritime world are making coordinated effort and closer coopera­ tion between the unions a practical necessity." During IBU of the Pacific Convention held in Seattle, Wash, last month, SIU President Paul Hall (center) talks with Merle Adlum (right), president of the SlUNA-affiliated IBU, and Rep. Joel Pritchard (R-Wash.) who is a member of the House Merchant Marine and Fisheries Committee. In his address to the Convention, fic brought on by the Alaska Pipeline. President Hall praised the IBU for its To ensure this continued growth, accomplishments in achieving full em­ Hall emphasized the importance of pre­ ployment and strong job security for its serving the integrity of the Jones Act, members, and predicted that the IBU which protects all American domestic would continue to grow and thrive due shipping, including deep sea and tug to huge increases in tug and barge traf­ and barge traffic. Noting the many recent attempts by the big oil lobbies to breach provisions of the Jones Act, President Hall stated that "the oil interests are hammering at the gates to take away your job rights. They would like nothing better than to breach the Jones Act and bring in Pan­ amanian, Liberian or Just about any sort of runaway-flag to do the work that rightfully belongs to our American ships and men." He stated that the SIUNA's legisla­ tive staff in Washington, D.C. was on constant alert against these attacks, and would actively oppose any such attempt with all available resources. President Hall also noted the vital importance of engaging in political ac­ tivities to protect jobs and job security for the future. He stated that too many times in the past, victories achieved during long strikes "were wiped out by one stroke of the legislative pen." He strongly encouraged the IBU's continued work in the legislative area, and affirmed that "your participation in the political arena has been and will be of tremendous benefit to the IBU and the members it serves." Hall also emphasized the need for cooperation between inland vessels and deep sea ships especially in the Northwest where the Alaskan Pipeline will create a massive movement of cargo in the near future. Conference Reviews Maritime Programs and Policies Representatives of various segments of the maritime industry participated in a two-day conference sponsored by the Maritime Administration as the first step in a study of the effectiveness of existing maritime legislation. SIU President Paul Hall par­ ticipated in the conference which was held in Roslyn, Va. on Mar. 18 and 19. In calling the conference, As­ sistant Secretary of Commerce for Maritime Affairs Robert Blackwell said that "President Nixon's new maritime program embodied in the Merchant Marine Act of 1970 has now been in effect for almost three and one-half years," and that "very significant progress had been made during this period toward revitalizing American shipping." Blackwell added that it was ap­ propriate at this time to conduct an in-depth study of current maritime legislation to consider "all reasonable alternatives" for more effective ways to rebuild the merchant marine. The conference participants came from the areas of ship operations, ship­ building, labor, lending institutions and consulting areas. Discussions centered on policy objectives which had been set fortb by the Maritime Administra­ tion. With the primary objective being to develop a merchant ma­ rine that would provide for luitional security and for the develo[Hnent of commerce. Dis­ cussed also were a whole range of objectives in the shipbuilding area, sbip operations, port development and deep water ports, and other national objectives involving pol­ lution and abatement and energy conservation. The conference participants also considered a broad range of alterna- April 1974 lives to existing policy on which there was considerable debate. SIU President Paul Hall emphasized the advances which had been made for the U.S. merchant marine under the Nixon Maritime Program and the Mer­ chant Marine Act of 1970. He credited the Maritime Administration and its personnel with having performed an effective job in implementing the Act and assisting the industry to progress. Hall said, however, the 1970 Act "Is not the total answer" to the problems of the merchant ma­ rine, that it is necessary to develop extreme flexibility and he empha­ sized the necessity for the "pil­ ing of all the talent" within the industry to meet the challenges and problems that lie ahead. The SIU President cited what he re­ garded as a number of vital objectives for consideration in planning future maritime policy: • Definition and establishment of a national cargo policy. • Full utilization of commercial ships in the carriage of all govern­ ment cargoes and the elimination of encroachment by the military in transporting cargoes that could be carried by the private sector. • Development of a maritime trans­ portation policy for the non-con­ tiguous trades. V. .) • Consolidation under the Maritime Administration of all maritime policies and regulations admin­ istered by other agencies and departments. A draft report of the conference de­ liberations, prepared by Booze-Allen andHamilton, Inc., a research and con­ sultant organization which handled the conference for the Maritime Admin­ istration, is to be ready in September. The SIU, along with other participants, will review the report and make further comments and recommendations. Navy Takes Over Falcon Tankers The Navy has succeeded in expand­ ing its Military Sealift Command opera­ tions and damaging the nation's com­ mercial shipping industry by taking over four SlU-contracted Falcon tank­ ers and replacing the crews with civil service employees. The SIU, which has been fighting the Navy take-over for months, was able to bring the matter before a labor arbitra­ tor, contending that Falcon had vio­ lated Article six. Section one of the tanker agreement which states that prior to the disposal of any vessel, the company must give the Union 90 days notice. The arbitrator. Prof. Christensen, a Labor Law professor at New York Uni­ versity, held a full-day hearing last month. Although he refused to issue an injunction to delay the take-over for 90 days—an injunction which the SIU was seeking—he did order the company to "treat all the people as if they were on your payroll for 90 days after" the date the Union was notified, which was Mar. 13. This means that each crewmember of the four Falcon ships will be paid for 90 days after Mar. 13, even if the MSG has already replaced the SIU crew. The company also will continue to make contributions to the welfare and pen­ sion plans. The four ships are the Falcon Lady, Falcon Duchess, Falcon Countess and the Falcon Princess. SIU President Paul Hall, in a Janu­ ary letter to Secretary of the Navy John W. Warner, wrote that the MSG take­ overs would establish a precedent "that runs counter to the established public policy which calls for the maintenance of a privately owned and operated U.S. merchant marine. This would be particularly unfortunate in view of the national policy to promote development of a competitive private American ship­ ping industry." At the final pay-off of the Falcon Princess before the MSG take-over ear­ lier this month in Bayonne, N.J. many of the crewmembers were angry and disappointed by the change-over. Recertified Bosun Red Gooper said. "The best way to stop these people from future take-overs is through the courts. I hate losing these ships because they are a pleasure to work and we work well on them. Our performance record is terrific, so I can see no other reason, except selfishness on the Navy's part, for these take-overs." J. T. Spivey, Jr., who sails as baker said, "It's a dirty shame what the Navy is doing to private industry. The Navy is playing politics in this t^e-over and as far as I can see will continue to do it in the future unless we stop them." Able-Seaman Mitchell Lemieux had high praise for the crew and stated "we operate these vessels without a flaw. The Navy is dead wrong in these take­ overs. It's just unfair." The crew on the Falcon Princess left the ship in excellent condition when they departed, in the finest tradition of the SIU. And in a final display of solidarity, and to help fight any future attempts at government intrusion in the private shipping sector, virtually every crew-member made a $20 donation to SPAD before leaving the ship. Page 3 l:i « i f. < ' r:ii il f' ' �Strike Ends SlU of Canada Gets Best Contract Ever J- The SIU of Canada reached the best contract settlement in its history with the Canadian Lake Carriers Associa­ tion earlier this month and brought to an end the two-week long strike that had tied up Canadian shipping on the Great Lakes and idled some 268 ships operated by 17 firms. The new two-year agreement calls for a 10 percent wage increase this year, and another increase of 12 percent next year. The union also obtained one of its major demands which was the reduc­ tion of the work week from 56 to 40 hours. Under the terms of the pact the men are guaranteed 34 hours of over­ time a month to compensate for the re­ duction of the work week. The new contract was overwhelm­ ingly ratified by union members in their headquarters at Montreal and at the seven different out ports. The final vote was 1,027 for ratification, 414 against. The union also will receive increases in its pension and welfare plans. The companies will contribute one percent of a seamen's gross salary this year, and three percent next year. The Seafarers do not contribute to the plan them­ selves. The companies will also con­ tribute 60 cents a day per man to the union's welfare plan. The companies will make contribu­ tions to a hiring hall fund which will be used for the upkeep of the hiring halls, and to a school program which union officials hope will become like the Harry Lundeberg School but on a smaller scale. One provision of the contract that the union considered very important is the "manning clause." This states that the companies cannot reduce crews on their ships, due to technological ad­ vances, without first negotiating with the union. The excellent terms which the union obtained shows how it has been able to re-emerge to a top position in the Cana­ dian labor movement only seven years after the Canadian government relinquisned the trusteeship it held over the union. This trusteeship, which affected all Canadian maritime unions, was a result of the famous Canadian beef of the early 1960's. At the end of the 1961 shipping sea­ son Upper Lakes Shipping, Ltd., a sub­ sidiary of the Norris Grain Co., refused to negotiate a new contract with the SIU of Canada as the old one was about to expire. Instead, Upper Lakes 'locked out" some 300 SIU crewmembers and re­ cruited scab crews from a "paper union" called the Canadian Maritime Union, which up until that time was neither a formal organization nor had members. Subsequently the Canadian govern­ ment appointed a Commissioner to in­ vestigate the dispute and to resolve the issues which had begun to affect Can­ ada's entire maritime industry. After 107 days of hearings Superior Court Justice T. G. Norris, who had been appointed Commissioner by the Canadian Minister of Labor, issued a 318-page report in July, 1963 which recommended the placement of all Ca­ nadian maritime unions under govern­ ment trusteeship. The SIU, with strong backing from the AFL-CIO, vehemently opposed the proposal, but in October of that year the Canadian Parliament passed the "Maritime Transportation Unions Trustees Act" setting-up a three-man government trusteeship with the powers to: • Recommend constitutional changes, and to remove, suspend and appoint all officers and employees • Form "advisory councils of sea­ men and their representatives and joint advisory councils of seamen and ship­ owners .. • Designate and advise bargaining committees • Handle all finances and property. Only welfare and pension funds held by insurance or trust companies would be exempted • Search and seize all books and rec­ ords "if necessary by force, and by day or night, any place .. The trusteeship lasted for four years, imtil 1967 when the unions and officials were again permitted to "run their own ship." In the space of seven years the union has regained a solid position of prominence and has now concluded its best contract ever. SIU of Canada President Roman Gralewicz visits picket line at Montreal harbor last month as a strike against the Canadian Lake Carriers Association began after negotiations between the groups broke down. Montreal members of the SIU ratify the new two-year contract which includes 10 and 12 percent wage increases, a 40-hour week and guaranteed overtime. ••i I 5s? Canadian Federal Labor Minister John Munro (left), and Roman Gralewicz announce settlement of strike on .Apr. 1. Gralewicz termed the new contract the "best the union ever got." Page 4 Happy members of the SIU negotiating team after agreement was reached. Left to right are President Gralewicz; Lloyd Langill; Vice-president John Royce; John Hughes; Secretary-Treasurer Roger Desjardins, and Robert McArthur. Seafarers Log �L NMC Notes Progress on Industry Problems WASHINGTON — The importance of the role played by the National Mari­ time Coimcil in promoting increased use of American-flag ships was high­ lighted at its recent Board of Governors quarterly meeting. The National Maritime Council meeting, held here April 2, indicated that the Council was making progress on all fronts in behalf of the maritime industry. House Merchant Marine and Fisheries Committee Chairman Leonor K. Sullivan sat in at the meeting as an observer. In remarks to the Council's Board of Gov­ ernors, Congresswoman Sullivan stressed the urgency of unified ac­ tion hy all elements within mari­ time and pointed out that the activities of the National Mari­ time Council were healthy and en­ couraging. The Board of Governors of the Coun­ cil consists of representatives from all segments of the maritime industry— management and labor in shipbuilding and ship operations, meeting under the sponsorship of the Maritime Adminis­ tration. SIU President Paul Hall, a member of the National Maritime Council's Board of Governors and its Executive Committee, also heads the Council's Public Relations and Advertising Com­ mittee. Assistant Secretary of Commerce for Maritime Affairs Robert J. Blackwell described some of the successes being registered for American shipping as a result of the implementation of the Merchant Marine Act of 1970. He also noted several encouraging signs of in­ creasing American-flag shipping activ­ ity. For the first time representatives of shippers on the East and West coasts attended the National Maritime Coun­ cil session. In his report to the meeting as Chair­ man of the NMC Public Relations and Advertising Committee, SIU President Paul Hall said that as a result of the Council's activities in the brief period of its existence there are definite signs of improvement in the state of the in­ dustry's condition. He pointed out that NMC is proving to be a most valuable forum for the exchange of views be­ tween all segments of the industry and for the development of coordinated ef­ forts to win acceptance by shippers of American-flag vessels as an efficient medium for the transportation of their goods. From the results of the Council's ac­ tivities both nationally and regionally, the strong feeling of all participants is that the Council is serving the needs of all who are engaged in the maritime in­ dustry, both on the management and labor sides. The contribution the Council is mak­ ing to the improvement of the industry is evidenced by the fact that slowly but effectively the Council is bringing the story of the American merchant marine to the American business community which imports and exports goods into and out of the United States. As a re­ sult, more and more companies are be­ ginning to use American-flag vessels to ship their goods. One of the underlying reasons for the success of the program is the increasing stability of the American industry which is regarded as a prime factor in its ability to compete with foreign-flag shipping. The SIU Files Charges Against Sabine Tactics The SIU has filed a series of charges with the National Labor Relations Board against Sabme Tankers and Transportation Co. for many alleged illegal actions taken by the company to influence the outcome of the recent NLRB Certification Election. The elec­ tion was conducted to determine which union—the SIU, the NMU or the Sabine Independent Seamen's Associ­ ation—would be the employees' bar­ gaining agent with the company. Weisberger, Other Officers Re-elected by SUP Members Morris Weisberger, executive vice president of the SIUNA, was re-elected to serve a twelfth term as SecretaryTreasurer of the Sailors Union of the Pacific in a two-month secret election that ended Jan. 31. Weisberger has held the SUP's top post since 1957 when he succeeded the late Harry Lundeberg. The SUP membership unanimously approved the results of the 2,036 votes cast at regular meetings held at SUP headquarters in San Francisco and branches on Feb. 19. Also re-elected at SUP headquarters were: Jack Dwyer, assistant secretarytreasurer; C. P. Shanahan, first patrol­ man; Jim Dimitratos, second patrol­ man; Bill Berger, third patrolman; Paul Dempste, tanker patrolman. Re-elected as port agents were: Ed Coester, Seattle; Jim Dooley, Portland; Gordon (Blackie) Ellis, Wilmington; Bill Armstrong, New York; Charles Russo, Honolulu, and Henry Johansen, New Orleans. Re-elected as patrolmen were: John Battles, Seattle; Bill Smith, Portland; Ray Murphy, Wilmington; Ronald (Whitey) Young, New York. Two propositions which appeared on the ballot were approved by well over the two-thirds majority required for adoption and went into effect last month. One is an amendment to the Consti­ tution providing for the apportionment of work among other officers when a vacancy occurs between elections. The other proposal dealt with relief trips and became part of the Shipping Rules. The SIU was defeated in the election by a narrow margin of only nine votes. The tally was 91 for the companydominated SISA, 82 for the SIU, and no votes for the NMU. Among the charges brought, the SIU contends that on many occasions during NLRB-sanctioned meetings aboard Sabine ships between SIU Rep­ resentatives and the unlicensed crews, company officials, guards, and hcensed officers were present, thereby creating uneasiness among the crew and unduly intimidating them against the SIU. The SIU also charges that Sabine held back mail from their ships which contained SIU literature while deliver­ ing only company mail and SISA ma­ terials. In addition, the SIU has entered evi­ dence that company officials and other Sabine sympathizers deliberately mis­ led the unlicensed seamen as to the SlU's Shipping Rules and fringe bene­ fits. The SIU also states that Sabine em­ ployees who supported the SIU were harassed and that one crewmember was actually fired for his support of the SIU. We are convinced that the violations seriously affected the outcome of the election, causing the SIU to lose many votes it otherwise would have gotten. For these reasons, the SIU has pe­ titioned the NLRB to overturn the election's results and, either recognize the SIU as the legal bargaining agent for Sabine's unlicensed seamen, or simply schedule a new election for sometime in the future. The NLRB is presently investigating the charges but no definitive action has as yet been taken. The SIU is confident that the NLRB wiU rule in its favor, for the Labor Board three years ago ordered new elections because of similar Sabine tactics. In the interest of the maritime indus­ try and the American labor movement as a whole, the SIU will continue its fight to organize Sabine. FMC Moves The Federal Maritime Commis­ sion in Washington has moved its office, the third time the agency has moved since it was split from the Maritime Administration in the eariy 1960's. Their new location now is the top four floors at 1100 "L" Street, N.W., Washington, D.C. (20573). ; -^t; Lundeberg School Hosts Frontlash Training Institute The Harry Lundeberg School of Sea­ manship in Piney Point, Md. last month hosted the Frontlash Training Institute which brought together some 90 peo­ ple to discuss a youth-labor alliance for the 1974 election year. The nine-day session ran from Apr. 5 through Apr. 13 and featured some 15 leading labor and political analysts. Seventy-five men and women from con­ gressional districts in 30 states partici­ pated in the program. The main purpose of the Frontlash Institute's program was to provide the skills, knowledge and commitment nec­ essary to organize! "register-and-vote" drives for 1974 on the participants' school campuses and in their unions. Some of the speakers from labor were: Albert Shanker, president of the United Federation of Teachers; Gus Tyler, assistant president of the Inter­ national Ladies' Garment Workers Union; William DuChessi, secretarytreasurer of the Textile Workers Union of America; Sam Fishnian, Michigan Director of the United Auto Workers' April 1974 Community Action Program; SIU Pres­ ident Paul Hall, and Bob Georgine, secretary-treasurer of the Building and Construction Trades Department of the AFL-CIO. "It is the young who fight and die," SIU President Paul Hall told the Front­ lash Institute Apr. 11. "But, the young should not always be called on to fight, they should be encouraged to par- V't ticipate in creating a situation where fighting is not necessary." Hall told the Youth Labor Confer­ ence held at the Harry Lundeberg School that, "One of the great things today is that young people are question­ ing more." t •lil Pointing to the Frontlash partici­ pants, Hall said "You are the shock troops of the so-called liberal section, you made the difference in quite a few instances." SIU President Paul Hall was one of the main speakers during the Frontlash Training Institute program held at the Harry Lundeberg School of Seamanship In PIney Point, Md. from Apr. 5 to 13. Seated Is Charlotte Roe, Executive Director of Frontlash. Reviewing politically the SIU and labor groups in the United States, Hall commented that although the labor movement of today has demonstrated the capability of winning a political victory, it has not yet moved towards the legi-Jative achievement. Also featured in the Frontlash pro­ gram were small group discussions, films and reading materials—all de­ signed to inform the participants about the role of the trade union movement in American politics and the importance of creating a youth-labor alliance. Page 5 t I il I ••i V �IB ^suns kecertmcation Pro^iitt I i '!, ^' i:t'f ' y •I George A. Biirch Seafarer George Burch has been a member of the SIU since April 1939 when he joined the Union in New Or­ leans. He has been sailing as bosun since 1943. Seafarer Burch lives in Tickfaw. La. with his wife Velma and ships out of the port of New Orleans. I've been a member of the SIU for quite a number of years, but I have just recently learned a lot about otir Union both at Piney Point and at Union head­ quarters. One very important thing I learned is that vi'e don't have to love each other; we don't even have to like each other—but one thing for sure is that we have to work together and stick together to protect our job security. All of my questions were answered and I saw every operation of our Union. What I learned will help mc in ship­ board meetings, to make our meetings more interesting and to be able to pass on the knowledge and understanding I have gained during these two months. I only wish every member could come and see for themselves because I'm sure we would then all have a better understanding of our problems and how to cope with them. •( 1 Perry Konis Seafarer Perry Konis joined the SIU in the port of New York in 1958 and has been sailing as bosun since 1964. A native of Greece, he now lives with his wife Efi in New York. Seafarer Konis has been around boats since he was 12 when he worked with his grand­ father who owned two fishing vessels in Greece. He now ships out of New York. This program has taught me a great deal about our Union and the maritime industry, including the importance of our many training programs at Piney Point to prepare our members and the young men coming into the industry for the ships of the future. I also now understand better about SPAD and how it works. I think every member of the SIU should participate through SPAD in our political fights with the giant oil companies who are go­ ing against the American seaman and against all U.S.-flag ships. We must have the power to fight them and the only way to fight the oil giants is through political channels and this means SPAD. SPAD means job security. Page 6 'iv' iteBOSUNS PROGRAM Is providing our in a Itey^ aboard our contracted ships with the tools fcwr efitecdive leaden^. ^ tools are an understanding of the prob­ lems that we face in our industry and what we as a Union are doing to solve these problems. If wlO be the continued unity of our membership that will insure that we will foe successful in our battles in Washington for more ships, more cargo and job security. And it will foe the knowledge and understanding of our recertified bosuns that will provide the leadership aboard ship to keep our unify intact. We are moving ahead in many areas and although we have been under constant attack on many fronts we are confident of the future of our Union, our industry and the job security of our membership. Much of our confi­ dence is based on the leadership that has already been asserted by the more than 80 bosuns who have completed the recertification program. At meet­ ings aboard oirr ships throughout the world, the SnLFs recertified bosuns are passing on to our membership their knowledge and understanding of our Union and our industry and the need for continued membership par­ ticipation through discussions at meetings both at sea and ashore—^and throirgh full support of our legislative activities in Washington by con- ^ tributimis to SPAD. On these ^o pages, have completed the nintlti class in the R^nns R^ertification Prograin comment on what the pro| has meaht to Ward M. Wallace Seafarer Ward Wallace, who has been a member of the SIU for 28 years, lives with his wife Helen in Daytona Beach, Fla. and sails out of the port of Jack­ sonville. He has been sailing as bosun .nnce 1950. Seafarer Wallace worked at the Harry Lundeberg School in Piney Point in 1968-69 and said that he was "proud to have played a part in build­ ing the school." I've been with the SIU for quite a few years, but until this Recertification Program I was in the dark on a lot of issues. I knew about SPAD, but I never really understood how it was used. Dur­ ing my visit to Transportation Institute in Washington I gained more knowledge of our Union's struggle to maintain our strength and job security than if I had just read about it for years. I only wish that every member could spend time in a program like this be­ cause I am sure it would add to their understanding and to the strength and unity of our Union. William J. Meehan Seafarer William Meehan has been sailing with the SIU since 1957 and has shipped as bosun for more than five years. He served with the U.S. Army, from 1941 to 1945. Born in New Or­ leans, Seafarer Meehan now makes his home in Norfolk with his wife, Helen. The Bosun Recertification Program is one of the best and most important of our training and educational pro­ grams. I learned a great deal both at Piney Point and at Union headquarters. Anything we' asked was answered will­ ingly and clearly as possible. ITie trip to Transportation Institute was a great eye-opener. I feel that each member should have the chance to see our Union's operation there on the leg­ islative front. Then they would under­ stand why SPAD is so important to our welfare. The whole program was an eye open­ ing experience for me and I only hope I can pass on what 1 learned to the brothers aboard our ships. Correction Raymond W. Hodges Stanley Bojko The photos of Recertified Bosuns Stanley Bojko and Raymond W. Hodges were inadvertently transposed in the March SEAFARERS LOG. The LOG regrets the error. David H. Berger Seafarer David Berger joined the SIU in Norfolk in 1944 and began sailing as bosun in 1945. He took part in the New York City welfare department beef in 1965 and attended an SIU Educational Conference in Piney Point in 1971. Sea­ farer Berger lives in West Chesapeake, Va. with his wife Sylvia and ships out of the port of Norfolk. My impression of the Bosuns Recer­ tification Program is that it is very edu­ cational and, for the record, I will state that it should be a must for all SIU bosuns. In fact I think all key ratings in all three departments should have the op­ portunity to attend a similar program, and that all SIU members should also have an opportunity to learn more about their Union and how it operates. Piney Point with its various training programs has to be seen to be believed. You have to see and understand the necessity of training to realize the im­ portance of training not only the young future members of our Union but the older Seafarers as well. This is the strength and the future of our Union and the job security of our membership. Peter D. Sheldrake Seafarer Peter Sheldrake has been sailing with the SIU for 23 years and ships out of the port of Houston. Born in England he now lives in Houston. Seafarer Sheldrake has been sailing as bosun since 1966. He served with the U.S. Navy from 1944 to 1948. After sailing 34 years aboard Eng­ lish, Dutch and American ships, 1 am really thankful to participate in this program and see the great strides our Union has made over the years while other maritime uniuns have been stand­ ing still. 1 spent three months aboard a British School Training Ship and I can assure you that the Harry Lundeberg School of Seamanship at Piney Point is one of the best things that has happened to our Union and bur industry in bringing in qualified young men to our Union and industry. While I was in Washington I saw the large amount of work and time our Union puts into political activity which is vital to the security of our Union and the livelihood of our membership, and why SPAD is so important. Seafarers Log �Following are names and home ports of the 82 Seafarers who 'lUtydk successfully completed the Bosuns Recertification Program, Hnmion B. Butts, Houston James B. Dixon, Mobile Sven £. Jansson, New York , Jacob J. Levin, Baltimore Ewing A. Ribn, New Oriieiuiiii William C. Riley Seafarer William Riley joined the SIU in New Orleans in 1962 after sail­ ing with the Sailors Union of the Pacific since 1942. He has been sailing as bosun for three years. Seafarer Riley lives in San Francisco with his wife Isa­ bella. Married for 32 years, he has three married daughters and seven grand­ children. Having attended the Bosuns Recertification Program, I now have a whole new outlook. At first I was afraid this was going to be a brainwashing, but not so. I can truthfully say I had my eyes opened. I have gained a working knowl­ edge of our Union and the problems of our industry that I would not otherwise have. I have to give the Lundeberg School credit where credit is due. It is one of the finest educational plants I have ever seen. At Piney Point a member cannot only upgrade professionally but can also upgrade academically if he wants to— regardless of age or education. In Washington, I got an insight into what SPAD is really all about. You had better believe our picket lines are not on the waterfront any more, but they are in Washington where our SPAD dollars really count. Alfonso Arma^, Baltimore Jan J. Beye, New York Wflliam J. Clegg, New York Burt T. Hanbacl^ New York Robert J. Lasso, Puerto Rico Robert F. Mackert, Baltimore James Gorman, New York Jean Latapie, New Orleans Denis Manning, Seattle Walter Nash, New York Viekko Follanen, New Orleans Malcolm B. Woods, San Francisco David L. Dickinson, Mobile Calvain A. James, New York Stanley J. Jandora, New York James W. Parker, Houston James W. Puiiiam, San Francisco Sven Stockmarr, New York David BvAtkinson, Seattle Edgar Anderson, New York Donald J. Pressly, New Yoric Frank Teti, New Yoik foymond T. Layoine, Baltimore Karl Heilmra, Seattle Vernon Bryant, Tampa Alfred H. Anderson, Norfolk Stanley Bojko, San Francisco Albert E. Bonrgot, Mobile Julio D. Delgado, New York Joseph E. Leyal, Philadelphia Hans S. Lee, Seattle Tony J. Radich, New Orleans Perry Konis, New York Ward M. Wallace, Jacksonville William €. Riley, San Francisco David H. Berger, Norfolk George E. Annis, New Oileans Richard A. Ghristenberry, San Francisco Eugene B. Flowers, NevrYtnM Elbert Hogge, Baltimore WUiiam R. Kleimolb, Nevr York Alfonso Rivera, Puerto Rico James C. Baudoin, Houston Donato Giangiordano, Philadelphm Stephen Hbmka, New York Raymond J. Knoles, San Francisco Fred Olson, San Francisco Thomas L. Self, Baltimore Marion E. Beeching, Houston Walter G. But terton, Norfolk Donald Hicks, New York Morton J. Kemgood, Baltimore Gaetano Mattioli, New York Clyde E.Mmer, Seattle Edward Mohis, Jr., Mobile Ervin D. Moyd, Mobile Ovidio R. Rodriguez, New Yoik Richard K. Wardlaw, Houston Homer O. Workman, New Orleans, Charles fPAmico, Houstoii George Libby, New Orleans Albert Qrcmtmcr, San Francisco Elmer Bamhill, Houston Fred Cooper, Mpb^ Perry Greehyvobd, $eattfe Norman F. Bfc^vers, New Orleans'fl George Burke, New York Richard E. Darvillc, Houston Raymond^Ifodges, Baltimore i Leo J. lialti^ Wallace G. Perry, Jr., San Francisco Raymond Hodges, Mobile WlOiam J. Meehan, Norfolk Peter D. Sheldrake, Houston Vagn T. Nielsen, New York George A. Burch, New Orleans John W. Altsfatt, Houston . Raymond Hodges Seafarer Raymond Hodges has been sailing with the SIU for the past 20 years and has shipped as bosun since 1966. Born in Mobile, he now lives with his wife Willie Mae in Irvington, Ala. and ships out of the port of Mobile. In attending the Bosuns Recertifica­ tion Program at Piney Point and at Union Headquarters I have learned many things about our Union and its policies. The Transportation Institute in Washington was my biggest surprise. Seeing how our Union operates to con­ tinue our fight in Congress for laws to give us a bigger and better American merchant marine, and how our Union works to protect our job security by fighting off attacks on the Jones Act made me realize how important it is that all of us support SPAD. I have asked many questions about our Union, contract, constitution and benefits and every question has been answered for me. The many things I have learned will help me to explain our problems much better to our members on board our ships. .• )•, »' f' Vagn T. Nielsen Seafarer Vagn "Teddy" Nielsen who was born in Denmark joined the SIU in the port of New York in 1962. He had previously sailed aboard Danish and Swedish ships. Now a citizen of the United States, Seafarer Nielsen lives in Brooklyn with his wife Wilma Rose. He completed the "A" Seniority Upgrading Program in New York in 1964. I am glad I was able to attend the Bosuns Recertification Program. It has not only changed my mind on a lot of issues, but has equipped me to be a bet­ ter ship's chairman. What impressed me most was the willingness of all officials and staff to an­ swer any and all questions. Nothing was hidden or covered up. I also understand better now that our SPAD donations are getting us new types of ships all the time, and crews must be trained in their operation. In the old days simple on-the-job training was all right, but not today. Piney Point fills this need with very good teachers and a fine training program for young and old alike. April 1974 Tony J. Radich Seafarer Tony Radich has been sail­ ing with the SIU for nearly 27 years. He joined the Union in the port of Mobile. Seafarer Radich served two years in the Navy—from 1944 to 1946—and has sailed as bosun for 20 years. He at­ tended an SIU Educational Conference in Piney Point in 1971. He now lives in Biloxi, Miss. Now that this program is just about finished, 1 can say what is on my mind. Yes, I was one of them. I didn't want to go to the Bosuns Recertification Pro­ gram. Hell, what can they teach me? I thought I knew it all, but I was wrong. From not wanting to attend the pro­ gram, I can now say that I am glad I had this opportunity. I know it has helped me a lot. The best way to say this is to admit that I know a lot more about our Union and how it operates and I have a better understanding of why SPAD is important in our fight for job security. John W. Altstatt John "Blackie" Altstatt joined the SIU in 1943 in New York, and now sails out of the port of Houston. He lives in Seguin, Tex. with his wife Mau­ reen and his children Wayne, 13, and Bruce, II. Seafarer Altstatt took an ac­ tive part in the Isthmian beef in 1946. "Blackie" celebrated his 50th birthday in Piney Point while he was attending the Bosuns Recertification Program. Being like the average old-timer (I first shipped out of #3 Stone St. in 1943) I never had much faith in Piney Point, but I had never been there. Now, having almost finished the Bosuns Re­ certification Program, I can truly say to all of the old-timers if you have not been to Piney Point don't knock it until you go there and see for yourself the training programs they have for recruits and Seafarers of all ages. The school in Piney Point is one of the finest things that ever happened to the SIU. George E. Annis Seafarer George Annis joined the SIU in 1941 and has been sailing as bosun since 1953. He took an active part in the Isthmian beef in 1946-47 and also participated in the American Coal beef in 1954. He now sails out of the port of New Orleans. Seafarer Annis's last ship was the American Rice as bosun from January to November 1973. While participating in the Bosuns Re­ certification Program both at Piney Point and Union Headquarters, I gained a large amount of information and an in-depth imderstanding of our Union, its policies and its programs for the future. At Piney Point we learned all about the new modem ships, automation and other developments taking place in the maritime industry. Because of my informative trip to Transportation Institute in Washing­ ton, I am now more aware of the im­ portance of our political activity and the need for each and every member to donate to SPAD. The everyday associations with the other bosuns. Union officials and staff members has greatly impressed me, especially the willingness of all officials and staff in answering a!) my questions. Page 7 'HA SI ? • �•f--, , Financial Committee V- •x Vt i Hiadquartars Notas SS r i' J I <i I by SIU Vice President Frank Drozak i -} i I • 'I I NEW CONSTRUCTION f. V ?• i = : • I • i: ^ : { \ A number of our contracted companies have new ships under construction or on order in American shipyards which will further insure the job security of our membership. Waterman Steamship Corp. has three LASH-type ships under construction which will be delivered this year. The Robert E. Lee is scheduled for delivery in June and the Stonewall Jackson and the Sam Houston are both scheduled for delivery in July. This company has also filed requests with the Maritime Subsidiy Board to operate four 80,000 dwt OBO vessels to be delivered in 1977. Cities Service has applied for construction subsidies to build two 265,000ton tankers, and Maritime Overseas has signed a contract to build four 89,000 dwt tankers. Westchester Shipping Co., which has already put into service the Ultramar and the Ultrasea, has eight more vessels under construction. The Golden Dolphin will be crewing in June and the Golden Endeavor and the Golden Monarch are scheduled for delivery this year. Falcon Carriers has been granted construction differential subsidy under the Merchant Marine Act of 1970 to build four 35,000-ton diesel engine tankers, and Interstate Oil Transport is now building three 265,000 dwt tankers which will be ready for delivery in 1975 and 1976. On the Great Lakes, American Steamship Co. expects to take delivery of the H. Lee White next month and five more 1,000 foot self-unloaders are under order by this SlU-contracted company. Kinsman Marine Transit Co. will launch a self-unloader in July and a second ship is now under construction. The TT Brooklyn was last reported in Rotterdam on her maiden voyage and Seatrain Lines announced that the TT Williamsburg is scheduled for launching at the former Brooklyn Navy Yard in July. The TT Stuyvesant is expected to be completed early in 1975 and Seatrain Lines announced that it has signed a new contract with MARAD for a fourth ship. BOSUNS RECERTIFICATION PROGRAM \\ I •J,I Twelve more bosuns completed the Bosuns Recertification Program and graduated at the SIU Headquarters membership meeting this month, which brings to 82 the number <rf bosuns who have completed the program. I want to congratulate all of the bosuns who have taken the time and effort to par­ ticipate in this program and who now have a much better understanding of the problems of our industry and the programs our Union has developed to deal with these problems. The latest bosuns to complete the program are George Annis, John Altstatt, David Berger, George Burch, Raymond Hodges, Perry Konis, William Meehan, Vagn Nielsen, Tony Radich, William Riley, Ward Wallace and Peter Sheldrake. I would urge all of our members to read their comments about the program which are published on pages six and seven of this issue of the LOG. «A" SENIORITY UPGRADING PROGRAM Also this month, six more Seafarers completed the "A" Seniority Upgrading Program and will assume their responsibilities as full-book members of our Union. I want to congratulate Seafarers William Bellinger, William Deskins, Marion Fila, Robert Gilliam, John Restaino and Larry Utterback on their accomplishment. I would also urge all eligible members to take advantage of this and the other upgrading programs which are necessary to the continued job security and future of our membership. Members of the Quarterly Financial Committee, elected at the April member­ ship meeting in Headquarters, check the Union's financial records. Counter clockwise around the table are: Seafarers John McHale; John L. Gibbons; Felizardo T. Motus; Theodore R. Goodman, chairman; John S. Sweeney; Angelo Romero, and Oreste Vola. Stewards, Steward/Cooks Play Vital Role on Ship SIU stewards and steward/cooks play vital and important roles aboard our contracted ships—both in their function as heads of their departments and in their role as leading members of the Union's ships' committees. How well they perform their duties as heads of their department can spell the difference between a good trip and a bad trip, and how seriously they take their responsibilities as SIU representa­ tives at sea can make the difference be­ tween active Union meetings or indif­ ference on the part of the crewmembers. In both cases the key is leadership. It is the responsibility of the steward and the steward/cook to supervise the members of his department—to per­ sonally see to it that meals are served properly and are properly prepared; to make eertain that the mess haU, saloon mess and galley are clean at all times, and to personally inspect rooms and all other areas to see that these duties are being carried out.. They must also inspect the night lunch as to quantity and quality, and they are responsible for the issuance of soap and clean linens. Aside from supervising the work of their departments, the steward and steward/cook are personally respon­ sible for preparing requisitions and menus, receiving and issuing stores. taking inventory of stores, and author­ izing overtime. One of the steward and steward/ cook's most important responsibilities is as a permanent member of the ship's committee. As Reporter-Secretary, he handles all matters brought to the atten­ tion of superior officers, prepares min­ utes of the weekly meetings at sea and keeps in touch with Union Headquar­ ters ashore. The chief steward and the steward/ cook are important members of both the Union and the ship's crew, and they should take their responsibilities seri­ ously. Payoff Procedure It has come to the attention of Union Headquarters that on several recent occasions crews have paid off without a partrolman on board. Some of these pay-offs have been made at sea. This is to remind all members— particularly all ships' committees— that no crews are to pay-off until the patrolman has come aboard, unless the pay-off has been cleared by the port agent at the nearest port of pay-off. Thomas Lynch Committee UPGRADING PROGRAMS ' 'fc-' • % The training and upgrading programs we have developed at the Lundeberg School in Piney Point are available to all of our members and because of the rapidly changing technology in the maritime industry I strongly recommend that all Seafarers take advantage of these training advancement programs. The future job security of this membership depends on our ability to supply our contracted companies with fully-qualified crews that will insure that the American-flag fleet will be competitive in the world market. The QMED training program is of particular importance because all of our new ships, including the LNG's and VLCC's, will require this endorsement. Equally important is the LNG training program which is presently under­ way at Piney Point. The first SlU-contracted LNG carrier—the Kentownwill begin crewing next month and the Montana will crew up later this year. Eight of these ships are now under construction in American yards and within the next five years there will be 70 to 80 LNG's under American flag. The next LNG course will begin May 6 and since the classes are limited, I would urge our members to enroll in this program as soon as possible. Page 8 The ship's committee aboard the Thomas Lynch gather topside for a photo at the ship's most recent payoff in the port of Houston, Tex. They are, from the left: Bernard, Paulson, ship's chairman; Clarence Pryor, deck delegate; James Sanders, secretary-reporter; Troy D, Smith, engine delegate, and Pedro Laboy steward delegate. The Thomas Lynch is on the Far East run. Seafarers Log �Maritime Budget for 1975 Submitted to the Congress The Nixon administration submitted its maritime budget for 1975 to Con­ gress recently and it provides sub­ sidy funds for the construction of a dozen new ships. The budget request was for $563.4 million for the fiscal year 1975, a drop <rf about $4 million from the current fiscal 1974 budget. The construction subsidy requested by the administration is $275 million, which represents the same base figure of a year ago. However, last year an extra $50 million was available in . "carry-over" from previous years' sub­ sidies, while this year the "carry-over" figure is only $5.5 million. That makes a total of $280.5 million available for aiding in ship construction during the 12 months beginning July 1. Energy Office Set Up in FMC The Federal Maritime Commission has established a new oflice of Energy Utilization and Conservation designed to cope with bunker fuel supplies and to provide guidance and help with the American maritime industry's fuel allo­ cations. The maritime industry will receive top priority and consideration so that there will be only minimal problems to face during the current energy crisis. Helen Delich Bentley, Chairman of the FMC, says that she expects the new office to play a significant role in the Commission. "In view of the critical and indefinite nature of the energy crisis ... I felt it essential to create this new office imme­ diately," the Chairman said. The director of the newly created office is Robert G. Drew, formerly Chief of the Commission's office of water pollution responsibility. The government expects all of the vessels for which subsidiaries are pro­ vided in the fiscal year 1975 to be en­ ergy carriers, and most of them will be much bigger, more sophisticated and more expensive than the administra­ tion's program to rebuild the commer­ cial fleet originally envisioned. The remainder of the budget request is allocated as follows: $220 million for operating subsidy, up slighty over last year's amount; $27.9 million in re­ search and development funds, an in­ crease of $3.9 million from last year; the remaining $40.5 million goes to Maritime Administration's salaries and expenses, and to funding maritime edu­ cation programs. Robert J. Blackwell, assistant sec­ retary of Commerce for maritime af­ fairs, commenting on the proposed budget, said it was "very responsive" in terms of maintaining the fleet rebuild­ ing program that began with the pas­ sage of the Merchant Marine Act of 1970. Since that act was passed by Con­ gress the program has subsidized the construction of 52 ships and the con­ version of 16 others. The $237 million in construction subsidy remaining in the fiscal 1974 appropriation is slated to fund 11 more vessels. Blackwell said that the 1975 budget request would be used to fund construc­ tion of four large tankers of up to 400,000 tons, four smaller tankers in the area of 90,000 tons and four big liquified natural gas carriers. In an effort to dispel any idea that, because the 1975 budget provided funds for a smaller number of ships than the 1974 budget the administra­ tion's shipbuilding commitment might be diminishing, Blackwell pointed out that the carrying capacity of the 12 ships would be nearly as large as the 17 called for this year, i.e., two million tons. Appeal to Supreme Court The United States Supreme Court voted recently to hear an appeal by the Committee of American Maritime Unions in a suit brought against the committee by the Mobile Steamship Stevedore Association of Mobile, Ala. Two Alabama state courts had ruled in favor of the association by declaring that the National Labor Relations Board does not have jurisdiction in the case which involves the committee's right to picket foreign-flag vessels and their practice of paying low wages to foreign crews. The committee had maintained that the case should come under the juris­ diction of the NLRB because the asso­ ciation is not foreign. The lower courts ruled that it is a court matter because foreign-flag vessels are involved. The committee also maintains that the picketing is legal under the guaran­ tees of the First Amendment. Because of the usual heavy court calendar, and the upcoming summer recess, the Supreme Court will prob­ ably not hear the case until October. By B. Rocker House Reorganization The Select Committee on Committees has completed deliberation on "re­ form" of the House of Representatives. On Mar. 19, members of the Com­ mittee introduced House Resolution 988, which proposes restructuring the committees in the House. The Merchant Marine and Fisheries Committee now receives and considers all bills dealing with merchant marine, fisheries and wildlife conservation, en­ vironment, Coast Guard and navigation, oceanography, and the Panama Canal. Under the terms of H.Res. 988, Merchant Marine would become a Category B committee, with jurisdiction only for merchant marine. Coast Guard and shipbuilding matters. SIU, other maritime unions and management are opposed to changes in the Merchant Marine Committee that would reduce its effectiveness. The Maritime Trades Department and the AFL-CIO have gone on record with resolutions opposing the Select Committee recommendations. No date has been set for action on the floor of the House, but we will con­ tinue to oppose H.Res. 988. Energy Transportation Security Act In hearings before the Merchant Marine and Fisheries Committee in March, SIU President Paul Hall testified in favor of H.R. 8193 to reserve a portion of the oil import cargo for our U.S.flag fleet. President Hall said, "Enactment of this legislation would go a long way toward reversing our dangerous dependency on foreign-flag, foreign-crewed ships ... provide thousands of jobs for American workers . . . improve America's balance of payments position . . . (and) increase America's tax revenues by increasing the amount of money paid to the U.S. Treasury by American workers and American companies .. .." The Merchant Marine subcommittee after extensive hearings has approved and sent the bill to the full committee for their action. No action has been taken on the companion bill in the Senate. How is a Bill Passed? In one session of Congress, more than 1,000 bills will be introduced in the House of Representatives. About one-fourth of that number will be intro­ duced in the Senate. Each bill is given a number, referred to the appropriate committee for consideration, labeled with the sponsor's name and sent to the Government Printing Office so that copies can be made for study and action. Many bills each session are killed at some step in the legislative process, simply because no action is taken. The first committee action on a bill usually is a request for comment by interested agencies of government. It may be considered by the full committee or the chairman may assign it to a subcommittee. There are 21 standing com­ mittees in the House and 17 in the Senate (with more than 250 subcommit­ tees) and from time to time special or "select" committees are set up on an ad hoc basis. Hearings may be public, closed (executive session) or a mixture of both. The subcommittee considers the bill and reports to the full committee its recommendations and any proposed amendments. The full committee votes on the recommendations. Once the bill is reported out by the committee, it goes to the floor of the House or Senate, where it is discussed and voted on. If there are conflicting provisions in the House and Senate versions, a conference committee of in­ terested senior members of both houses meets to resolve the differences. The conference committee version is voted on by each of the houses and sent to the President for signature. At any point in Congressional deliberations, a negative majority vote can cause the bill to die, and many more die than are passed. What Congress acts on is the budget, prepared by the Administration to meet the programs which have Presidential priority. There must be one bill to "authorize" a program and another to appropriate the money to carry it out. aetive luewfaers and penstonem have had their heiM meats held up because they failed to supply complete Informatiioit when tfaidr claims. Please contact Tom Ccanford at (212) 499-6600. ' Name " Soc.Sec.No. L. Fisher ^ ;J 225-16-0430 716-03-3305 230-5S-5061 094-42-4800 238-5^5571 r April 1974 " Unimi - 433-68-3774 237.62-36»0 Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in tfie fight for legislation to protect the security of every Seafarer and his family. Pages :y -{•H ('.if If .1^1 ii it �e Jeff Davis Committee SIU Patrolman Ted BabkowskI, far right, straightens out some Union mat­ ters aboard the Jeff Davis at her most recent payoff in Port Newark, N.J. Ship's committee members, from the left, are: E. C. Cooper, secretaryreporter; Louis Arena, ship's chairman; Henry Mobley, steward delegate, and John O'Frazier, deck delegate. The Jeff Davis, operated by Waterman, will be sailing to India on her next voyage. Newark Committee Transchamplain Committee Recertified Bosun Thomas Self, left, is on his first ship, the Transchamplain, since recently completing the two-month Bosun Recertification Program. The ship paid off in the port of San Francisco, and SIU Patrolman Pat Marinelli, center, conducted Union meeting aboard her. Other members of the ship's committee, from the left, are: Frank Coe, engine delegate; Jon Stringer, deck delegate; Matt Guidera, steward delegate; Alfred Bodie, secretaryreporter, and Ray Bowman, educational director. Ultrasea Committee The 497-foot long containership Newark paid off in Port Elizabeth on Mar. 21 after a coastwise run. Committee members are, from the left: Red Conners, engine delegate; John Bowman, ship's chairman; Joseph Rioux, steward delegate, and John C. Bokus, deck delegate. The Newark was converted for container carriage in 1968 at Todd Shipyards in Galveston. She can carry 360 containers with capacity for an additional 63 temperature controlled containers. Anchorage Committee As part of the "A" Seniority Upgrading Program, Upgraders Larry Utterback and John Restaino, standing right, accompanied SIU Patrolman Ted Babkowski, seated, to the waterfront for the payoff of the containership Anctiorage at Port Elizabeth. Ship's committee members, from the left, are: John Nash, secretary-reporter; H. Bjerring, deck delegate; M. E. Sanchez, ship's chairman, and W. D. Kaweck, educational director. Upgraders Utterback and Restaino received their full books at this month's Headquarters' membership meeting. Page 10 Recertified Bosun Stanley Bojko is aboard the SlU-contracted ore/bulk/oil carrier Ultrasea for her maiden voyage to the Far East. Members of the OBO's first ship's committee are, from the left: Bojko, ship's chairman; R. Greening, engine delegate; Isabelo Quanico, steward delegate; Tom Navarre, secre­ tary-reporter, and V. Vanzanella, deck delegate. The Ultrasea, operated by Westchester Marine, was loading grain in Vancouver, British Columbia when photo was taken. New Orleans Committee li'. • • Recertified Bosun Alfonso Rivera, second from right, is among the crew of the 497-foot containership New Orleans and is serving as chairman of the ship's committee. The Sea-Land operated vessel tied up in Port Elizabeth after completing another coastwise voyage. Members of the committee are, from the left: E. Morales, engine delegate; Herman Rios, steward delegate; Jack DeSilver, deck delegate; F. Long, steward delegate; Rivera, ship's chairman, and M. Viera, secretary-reporter. Seafarers Log �Fitting Out on the Lakes Shipping Season Keeps Expanding Michael Pesenak, fireman/watertender on the J.A.W. Iglehart (Huron Cement) checks the engine depart­ ment equipment as part of fitting-out routine. Engine department crew comes aboard early to prepare ship for first trip after winter lay-up. Even before the Spring thaw ar­ rives on the Great Lakes the crews on the hulk carriers begin to fit-out the vessels for the start of the new shipping season. This fitting-out takes place during early March and the ships begin sailing in mid-April. For the past few years the shipping on the Great Lakes has had an "ex­ tended season"; instead of the ships laying up for the winter sometime in December, many sail right through January, and a few even into Febru­ ary. This is part of the government's plan to encourage eventual yearround shipping on the Great Lakes, for which it provided $6.5 million in 1972 to he used over a three-year period. For example, the SlU-contracted SS Hennepin this year was still in operation through the first week in February. The ship's crew got off around that time, hut three weeks later was hack on hoard and sailed out again on Mar. 5. The rest of the approximately 56 SlU-contracted hulk freighters and self-unloaders were ready by Apr. 16. The engine crews and the steward department members are the first to arrive, relieving the shipkeepers who have kept lonely vigil on the giant ore and coal carriers during the layup. The deck crew comes aboard later, closer to the time when the ves­ sel will ship out. Great Lakes shipping is vital to the continued growth of the rich indus­ trial and agricultural heartland of America. The hulk carriers each year transport millions of tons of coal, iron ore, gypsum and limestone. Ore car­ riers travel from the Upper Lakes to lower Lake Michigan and lower Lake Erie steel mills. The Great Lakes fleet has an im­ portant part in the economy of the United States, and the SlU is proud of the role it plays. J.AW.IOUHART m # The J.A.W. Iglehart fittlng-out In .River Rouge, Mich, after a winter lay-up. li The engine room on the Paul Townsend (Huron Cement) after the crew has begun fittlng-out vessel prior to first trip. *1 steward Jack OkomskI works In the galley aboard the Roger M. Keyes which was docked at Toledo, Ohio for flltlng-out. i Wiper John Schwanekamp straight­ ens out the bins in the J.A.W. Iglehart's engine department. Sch­ wanekamp also checks to make sure there is sufficient equipment aboard when the ship is ready to sail. The Iglehart is a cement-carrier. April 1974 Terry Mattfies, fireman/watertender on the Iglehart puts strainer on fuel oil line In vessel's engine room. The coal-carrier George E. Seedhouse In lay-up at the C&O coal docks at Toledo, Ohio. Page 11 �in New York City I V* ' •/ •• I-.' I • a. ni ^ I NMC Information Forum Draws 500 Area Shippers Stressing the vital importance of a solid, competitive U.S. merchant marrine, the National Maritime Council held an enlightening shipper forum/ luncheon at the New York Hilton late last month, attended by nearly 500 of the area's major importers and ex­ porters. The NMC, an organization spon­ sored by all segments of the maritime industry—labor, management and gov­ ernment, conducts periodic informa­ tional meetings of this kind in port cities around , the country to convince American companies of the many ad­ vantages of shipping their cargoes on U.S.-flag vessels. Panelists at the most recent New York NMC forum were Assistant Secretary of Commerce for Maritime Affairs Robert J. Blackwell, who served as panel chairman; Teddy Gleason, president of the International Long­ shoremen's Association; Paul Richard­ son, president of Sea-Land; John T. Gilbride, president of Todd Shipyards Corp.; Richard H. Falck, senior vicepresident of S.S. Kresge Co., and Ber­ nard Raskin of the NMU who sat in for scheduled speaker NMU President Shannon Wall who was called away on business. The SIU's delegation included Head­ quarters' Representative Ed Mooney and New York Patrolman George McCartney. Captain Thomas A. King, Eastern Region director of the Maritime Ad­ ministration was coordinator of the forum. Assistant Secretary Blackwell, the first speaker, stated that the spirit of cooperation between labor and man­ agement in maritime "is unmatched in any U.S. industry." He told the gathering that it was the shipper, "by his patronage of the U.S. flag—or lack of it—which would shape the future of the American merchant marine." He also stated that the U.S. had the most modem intermodal fleet in the world and that "it is good business to do business with the American-flag fleet." Kresge Co. Vice-President Falck, the only importer on the panel, noted that of the $400 million worth of goods imported by his firm yearly, 30 percent was brought in on American-flag ships, and that he used U.S. vessels whenever possible. He also affirmed that shipping Amer­ ican cost no more than shipping for­ eign, and that U.S.-flag ships were superior to foreign-flags in safe, prompt, efficient service. Sea-Land President Paul Richardson said that $10 billion had been invested worldwide in containerization in recent years, and American shipping firms alone accounted for $4 billion of these investments. He also stated that he was very im­ pressed with the attitude of maritime labor "toward building a better U.S. merchant marine." Richardson predicted that 1974 would be the best year in many for the American-flag fleet. Todd Shipyards President John Gilbride stated that U.S. yards were quickly closing the gap in vessel con­ struction costs as compared to foreign yards. He also noted that American yards possessed all new foreign shipbuilding innovations, and were actually expand­ ing and improving on them due to im­ provements of $500 million dollars nationwide over the past four years, with another $500 million to be in­ vested in the next few years. The National Maritime Council conducts recent shipper information forum at the New York Hilton. Nearly 500 area importers and exporters attended. The SIU's delegation, along with representatives of the other maritime imions, pledge their continued sup­ port and cooperation in achieving sta­ bility and harmony in the industry— and expressed determination in reach­ ing the goal of a completely revitalized U.S. merchant marine. i'-. C Unclaimed Bank Accounts ^ Following is a list of 16 seamen with whom the Seamen's Bank for Savings located in New York Gity has lost con­ tact. These men have accounts in the bank totaling a very substantial amount of money. When an account is left un­ claimed for a period of ten years the money is turned over to the New York state Comptroller. But even in that case the funds may be recoverable. If your name appears on the list please contact Roy E. Walters, Dormant Ac­ counts Department, Seamen's Bank for Savings; York, N.y, HECTOR BOWEN FRANK BRENNAN JOHANNES BRONS SECUNDINO C. CASTRO PRIMITIVO FASCUA CHJ VICTOR CVITANOVIC JOSHUA L. FARNUM PEDROE.GALUP THORVALD HANSEN LOUIS G. HARGROVE KNUT K. HORNEUS EGBERT H. HOWELL WAYNE KLAVU ERKKIMAKKOMEN HANS NEUMANN NICOLAOS G. PAGONIS "M Ogden Willamette Committee Tha Ogden Willamette, ona of 50 SlU-contractad ships on tha Russian grainoil run, paid off on Mar. 2 at Staplaton Anchoraga off Statan Island, N.Y. Ship's committaa mambars ara, from tha laft: Harry Maradith, aducational diractor; Lional Strout, staward dalagata; R. D. Schwarz, ship's chairman; John Dickerson, deck dalagata; Ed Kally, sacratary-raportar, and John Kulas, angina dalagata. Tha Ogden Willamette was tha first U.S.-flag tanker to complete tha round trip voyage from Russia to tha U.S. in lata January of last year as part of tha grain agreement. Page 12 UIW and Saatrain nagotiators look ovar naw contract proposals at opaning nagotiation sassion Mar. 25 at downtown Brooklyn hotal. Contract Negotiations Union officials of the SlU-affiliated United Industrial Workers of North America and a team of Seatrain Ship­ building Corp. negotiators met Mar. 25 in the opening round of contract talks to hammer out a new collective bargaining agreement for the UIW members at the former Brooklyn Navy Yard. Meeting at a downtown Brooklyn hotel, the negotiators included UIW Atlantic Area District Director Ralph Quiimonez, UIW of N.A. representative Robert O'Keefe, union lawyer Charles Montblatt and 21 UIW shop stewards. Seatrain negotiators were Harrison A. Slayton, director of labor relations and Martin P. Feeney, labor relations rep­ resentative. The company's vice president for la­ bor relations, George Shackleton, was not at the meeting due to an emergency conference, Slayton explained. Highlights of the new contract are proposals on a cost of living allowance; safety; an upgrading program; premium pay; classifications; seniority; sick pay; overtime; pensions; vacations, and two more holidays. The 21 elected department shop stew­ ards representing 14 shipyard crafts at the negotiating session were, from the day shift: Chief Shop Steward Cuthbert Jones; Welders Clydte H. Thompson, Obean Adams and Victor Burgos; Car­ penters John Lablack and Gartshore All wood; Shipfitters Edward Nutter and Walter Dzuik; Pipefitters David Munez and Frank Fava; Burners Richard Moody and Harold Frances; Painter Frank Watson; Electrician Carl Spen­ cer; Rigger Jose Prosper; Machinist Jean Gouse; Maintenance John Carfagno, James Dingle and Christopher WiUiams. For the night shift sjjop stewards: Welder Eldred Johnson and Crane Operator Benjamin Campbell were on hand. Results of the negotiations will be published in upcoming issues of the LOG. Seafarers Log �MARCH 1-31, 1974 Port Boston New York .... Philadelphia . . Baltimore .... Norfolk Tampa Mobile New Orleans . . Jacksonville . . San Francisco .. Wilmington . . . Seattle Puerto Rico ... Houston Piney Point ... Yokohama .... Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals DISPATCHERS REPORT TOTAL REGISTERED All Groups Class A Class B Class C 6 65 14 30 19 8 25 72 28 62 19 22 10 95 0 3 16 9 6 51 9 16 20 605 2 18 5 7 6 2 1 9 7 14 10 11 1 19 0 1 4 1 1 5 4 1 1 130 Boston New York . . . Philadelphia . Baltimore . . . Norfolk Tampa Mobile New Orleans . Jacksonville . San Francisco Wilmington . . Seattle Puerto Rico . . Houston .... Piney Point . . Yokohama . . . Alpena Buffalo Cleveland . . . Detroit Duluth Frankfort .... Chicago Totals 3 58 13 42 7 3 17 53 12 35 7 17 9 63 0 0 7 1 24 59 9 11 12 462 3 37 6 6 2 3 5 23 20 28 5 12 4 26 0 0 1 0 0 16 7 0 3 217 0 2 0 1 0 1 0 1 3 1 0 0 0 8 0 4 1 1 2 7 1 1 3 37 Port Boston New York . . . Philadelphia . Baltimore . . . Norfolk Tampa • Mobile New Orleans . Jacksonville . San Francisco Wilmington . . Seattle Puerto Rico . . Houston .... Piney Point . . Yokohama . . . Alpena Buffalo Cleveland . . . Detroit Duluth Frankfort .... Chicago Totals 2 32 4 20 12 2 17 32 9 49 3 6 8 33 0 0 1 1 1 3 0 0 1 260 1 9 2 6 2 0 1 3 2 11 3 4 0 4 6 1 2 0 0 0 0 0 0 58 0 0 0 0 0 0 0 1 1 0 0 0 0 1 0 0 1 0 0 0 0 0 0 4 2 4 0 1 0 0 0 4 2 0 1 0 0 3 0 3 2 0 1 9 2 0 1 35 Port 2 73 14 31 4 5 4 58 38 74 6 30 6 65 0 4 10 7 0 54 0 23 31 546 0 28 7 23 4 2 1 23 23 23 4 8 7 44 9 2 7 2 0 13 0 4 5 239 0 3 0 3 0 2 0 0 2 0 0 2 0 1 0 4 2 0 2 22 0 1 2 46 REGISTERED ON BEACH All Groups Class A Class B Class C 13 140 20 51 37 13 69 144 49 113 33 43 16 167 0 2 11 6 12 35 9 2 7 984 6 27 4 10 11 3 7 16 9 33 18 20 2 22 0 0 1 1 0 4 4 1 0 199 0 43 5 101 15 53 20 8 49 92 27 79 14 32 18 109 0 0 3 2 10 35 9 5 2 688 5 76 5 14 10 3 19 46 21 37 7 22 6 33 0 2 1 0 0 9 6 0 1 323 0 9 0 2 0 1 0 9 3 3 0 0 0 13 0 1 2 1 2 3 1 2 2 54 3 47 14 27 22 6 50 60 22 67 11 15 14 60 0 1 1 1 0 4 1 1 1 471 2 14 1 3 4 0 3 8 4 16 5 7 0 17 0 0 0 0 0 0 0 0 2 86 0 1 0 0 0 0 0 2 2 0 0 0 0 1 0 1 0 0 0 1 0 0 0 8 2 8 0 0 0 0 0 9 1 0 1 2 0 7 0 2 4 0 1 4 2 0 ENGINE DEPARTMENT 0 60 7 32 5 7 7 42 18 49 3 18 10 49 0 0 7 0 28 72 0 8 23 445 2 50 8 19 6 1 1 22 22 27 2 13 4 36 12 1 3 0 1 20 1 0 6 257 0 3 0 0 0 0 0 0 6 0 0 0 0 1 0 5 5 0 2 13 0 0 2 37 STEWARD DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Totals All Depts. TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 0 51 7 27 4 5 0 31 19 41 2 11 9 41 0 0 1 3 10 40 0 7 13 325 1 35 2 12 . 3 0 3 23 12 29 2 8 7 16 35 2 4 0 0 4 0 1 3 202 0 2 0 2 0 0 0 1 2 0 0 0 0 15 0 3 1 0 0 0 0 0 0 29 ENTRY DEPARTMENT 4 27 11 26 3 2 9 29 6 34 7 11 10 24 0 0 0 11 17 76 8 18 27 360 1,687 3 72 10 42 21 7 18 48 38 60 11 15 15 71 50 3 6 6 0 35 7 5 10 553 958 1,316 6 36 9 32 8 6 23 60 5 31 14 19 17 33 0 0 2 12 13 57 8 14 2 407 2,550 5 126 22 49 35 6 44 91 39 88 24 24 27 92 1 2 5 7 0 27 7 4 4 729 1,337 11 71 1 12 15 3 0 23 7 11 3 4 3 85 0 5 46 15 17 111 4 10 9 466 571 V N & Ihiand WahiTS ^ M Unionl iJ^Jttited;|iidttstriai ^W^keii:! PRESIDENT Paul HaU SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS 675 4 Ave,, Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, .Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 SIU (716) TL 3-9259 IBU(716) TL 3-9259 CHICAGO, III.. .9383 S. Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DEl ROli , Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287 415 Main St. 49635 (616) EL 7-2441 HOUSTON, Tex. 5804 Canal St 77011 (713) WA 8-3207 JACKSONVILLE, FIa..2608 Pearl St. 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St 19148 (215) DE 6-3818 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1321 Mission St. 94103 (415) 626-6793 SANTURCE, P.R..1313 Fernandez, Juncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Gravels Ave. 63116 (314)752-6500 TAMPA, Fla. 312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Ext 281 \ lookingirt tlie abwe shipping fig^ see the true strength of their job security. These hers showThat jSIU tnembiers can feel confident that jobs yiill be nvailable fo^ till. Duiing the period of March 74, of the 2,126 jobs shipped, 1,316 were tilled by Class "A" Seniority full book members. Therefore, there were 810 \\ manent jobs available to Class Seniority full book members not taken by them. April 1974 Page 13 4 �ASHORE Seafarer's Kin an Opera Singer Cincinnati Under construction since August is the UlW-manned steamboat Delta Queen II (Delta Queen Steamboat) whose bow is taking shape on the ways of IBU-contracted Jefifboat, Inc. at Jeffersonville, Ind., across the Ohio River from Louisville, Ky. The all-steel, 379-foot riverboat will carry an SlU-affiliated UIW crew when she sails in April 1975. The paddlewheeler—first of her kind to be built in nearly 50 years—will be launched in November 1974. She weighs in at 4,500 tons and cost $15.5 million to build. The steamship, which has two 1,000 hp engines, will carry 400 passen­ gers in 220 staterooms at 12 mph. The ship will carry the traditional calliope and will have a swimming pool on her top deck. New Orleans The U.S. Maritime Administration has praised the energy conservation pro­ gram of the SlU-contracted Delta Line. MARAD cited the company for its "prompt and comprehensive energy conservation measures". The government's commendation went on to say "with respect to obtaining fuel. Delta's initiative, knowledge of the Federal Energy Office regulations and working relationship with suppliers are exemplary and should insure continued success in meeting and overcoming shortfall problems." At the beginning of the energy crisis. Delta effected various operating changes in her fleet which resulted in a reduction of fuel consumption by Deltaclass and DelRio-Class vessels by approximately 20 percent. LASH container ships used nine percent less fuel. The company is continuing to monitor the program to achieve increased economies. St. Louis Port Agent Leroy Jones, severely injured Nov. 16 when a car crashed through the front window of the Union h^l, is up and about out of a wheelchair and walking with a cane. SIU representative Frank "Scotty" Aubusson is filling in for Brother Jones while he's getting well. Washington^ D.C. The Coast Guard has issued new lifesaving equipment rules which will require tankers and other cargo vessels, engaged in ocean and coastwise service on Mar. 1, 1975, to carry on board an Emergency Position Indicating Radio Beacon (EPIRB). The equipment is designed to send out a distinctive radio signal from a ship in distress and wUl help search and rescue operations. P t' London A growth of 16 percent was registered last year in the world's tanker fleet, according to a report by ship brokers here. The world-wide tanker fleet now is up to 251,104,767 dwt During the second half of the year, 131 new tankers of 18.9 million dwt were delivered to their owners. Countries with the largest tanker fleets were Liberia with 60.6 million dwt. Great Britain with 27.2 million dwt, Japan with 26.4 million dwt, Norway with 21.3 million dwt, Greece with 12.4 million dwt, France with 8.7 million dwt and the U.S. with 8.3 million dwt. Figures don't include combination bulk carriers. Long Beach, Calif. Sea-Land Service, Inc. completed construction of a sixth new crane at this port and brought to a close its two-year program of building new cranes and modifying existing ones at docks where the new SL-7 containerships are expected to call. New Orleans The safety director of SlU-contracted Delta Lines cited Seafarers J. J. Doyle, A. L. Stephens, William F. Garritty, C. A. Henning, T. J. Dalla, P. Boudreauz, N. Pizzuto and M. J. Mouton for not losing any time due to accidents last year. These Seafarers are part of Delta's shore gang. Seafarer Henry M. Murranka, 57, who sails out of the ports of San Francisco and Wilmington, Calif., is a proud parent. His daughter, Mrs. Sandra Alesi of Brooklyn, N.Y., a concert and operatic diva soprano, had her photo featured in the N.Y. Daily Newp Dec. 14 say­ ing she would star as Mimi in the Regina Pacis Opera Repertory Com­ pany's production of Puccini's "La Boheme" in Brooklyn, N.Y. She studied at the Brooklyn Conserv­ atory of Music and teaches voice and piano as vocal director for the opera company in Brooklyn. A newspaper's review of her "La Boheme" full house performance said: "... Sandra Alesi gloriously sang and acted the part . . . She sang 'Mi chimano Mimi' (1 Am Called Mimi) . . . Her beautiful phrasing and diction were matched by a wonderful control of vocal shading and coloring . . . The aria 'Addio Senza Rencor' (Farewell) was still another marvelous example of Sandra Alesi's ability to maintain a fragile, sentimental tone." In November, 1971 the director and producer of Brooklyn's St. Ephrem Adult Theater Guild's "West Side Story" were so "exceptionally im­ pressed with her talents" during audi­ tions that they cast her as Maria in the musical. Her other credits include Laurie in "Oklahoma" and Fiona in "Brigadoon" with Theater 5 in Huntington, L.I., N.Y. For the latter role she was nominated as "Best Actress in a Musi­ cal Production" by the Associated Community Theaters of Suffolk County, N.Y. She also appeared with the David- Sea&irer Murranka son Repertory Company in Smithtown, L.l. in the "Odd Couple," and "The Women". As Heavenly Linley in "Sweet Bird of Youth" she merited "The Best Supporting Actress Award" from A.C.T.S. Cinemawise, Sandra recorded the sound track for a Mexican film called "Elodia" which was entered in the Venice Film Festival. In her private life, Mrs. Alesi's husband works for the Long Island Railroad and she has a son Teddy, 19, and a daughter. Melody, 9. Seafarer Murranka, who late last year sailed in the deck department of the Falcon Lady (Falcon "Tankers) to the Persian Gulf, has another daughter, Roseann, a resident of Oregon where she's a housewife with four children. The New Jersey native joined the SIU in 1944 in the port of Galveston. During World War II he sailed to Europe and the Pacific. Seafarer Saves Shipmate In the port of Chalna, Bangladesh, Seafarer Jesse James Baker, 33, of New Orleans saved his shipmate Henry Christian, 49, from drowning after he had fallen overboard off a sampan into the swift current of the Pussur River on the night of Oct. 2, 1973. Later a citation for courage to Baker from his ship's captain read: SS Steel Admiral^ port of Chalna, Qcf. 2,1973 Bangladesh "This is to commend Jesse J. Baker, Jr. for his swift action in effecting the rescue of his shipmate, Henry Chris­ tian, at this port. "Christian fell overboard from a sampan while crossing the Pussur River during darkness. This river is fast and a dangerous undertow exists at all times. Baker, without regard to his personal danger, reached out and man­ aged to pull his unfortunate shipmate to safety." James S. B. Komlosy Master, SS Steel Admiral Fortunately for Cook and Baker Christian, who also hails from New Orleans, he has long hair. For in the words of OS Baker, who is nearly six foot tall and weighs 192 pounds, this is how it happened: "We went ashore at night and on the way back to the ship at 1 a.m. we found there was no launch available. So we took a sampan. Jesse James Baker, Jr. Henry Christian "Half way back we didn't see the ship. 1 was talking to Chris who was up front and I was in back. He moved and fell overboard. "I saw his coat going by. So I grabbed him by bis long hair." Brother Baker, who originally comes from Natchez, Miss., explained that Christian is of average height and 184 pounds. He added also that the river current was estimated to be six to seven knots. At one time, he said, the John B. Waterman (Waterman Steamship) lost two anchors in the Pussur River be­ cause of the swift current. Baker went on to say that follow­ ing his rescue. Christian told Capt. Komlosy of his shipmate's heroism. on American-flag vessels to the national ibalanceof payments and to the nation's economy. ^ Use U.S.-fhig shl^. IPs gmd fpr Page 14 htdnstty, the Ameri-, Seafarers Log �SlU Pensioner Torres Worked More, Now He Enjoys More Luis Torres was 62 years old last Dec. 1. In September of last year he retired from the SIU after having been in the Union since its birth in 1938. What makes Torres different from other SIU pensioners is that he re­ mained active after he had already qualified for an Early Normal Pension (20 years seatime at age 55). He was the first member to take advantage of an "increment" feature of the Early Normal Pension Plan (ENP). By putting in an additional 365 days seatime, Torres increased his pension from $250 to $265 per month. For each 365 days of seatime a member puts in after he qualifies for ENP he is entitled to an extra $15 per month on his pension, up to a maximum pension of $355. Torres said in a LOG interview, "I would've stayed on longer, but my health was not so good," He is now liv­ ing in his native Puerto Rico, Torres, who was a member of the old ISU before the SIU was formed, has many seafaring memories. He was involved in one particularly harrowing episode in his nearly 40 years at sea. In 1942, during the Second World War, he was sailing as AB on the Elizabeth (Bull Line), At around 10 o'clock one night as the ship beared Cape Coriente off the coast of Cuba, she was torpedoed by a German sub­ marine and went down, "We lost seven or eight men when we went down," he said, "We were in the lifeboats until 6 o'clock the follow­ ing night when we were picked up near Cape San Antonio, It was pretty scary." Torres spent a good deal of his time at sea sailing to Asia, mainly to the Philippines, Korea and Vietnam. What he remembers most about his trips were "the cargo we carried during both the Korean and Vietnam wars. We never had any trouble, but we knew all the time that it might be dangerous," SS Delta Bras// On a recent call at Buchanan, Liberia, the SS Delta Brasil (Delta Lines) loaded the largest amount of rubber cargo ever to be shipped out of that West African port city. The record-breaking shipment of 1,750 tons of rubber was shipped by the Liberia Agricultural Co, plantations. They also raise cattle, hogs, chickens and catfish. SS Columbia The ship's dog mascot, "Hey, You!" died aboard ship Feb, 10 and was buried on the high seas. She had sailed on the SS Columbia (U.S. Steel) from July 1, 1955 to her demise. "Hey, You!" acted as the ship's watchdog during coftee time breaks. The dog was the constant companion of Bosun Joe Puglisi and other bosuns of the vessel. When she passed away she was with Able-Seaman H, Whisnant. SS Transidaho Seafarer Luis Torres As a charter member of the SIU Torres remembers well the struggles of the early days, "We suffered then; it was very difficult. That's why we should appreciate what we have now, the pen­ sion and welfare plans, and other ben­ efits," "I'm very proud of our Union," he continued, "I think because of our leaders, and the new people coming in, the Union will stay successful in the future," Torres usually sailed a minimum of nine months a year, which explains his high amount of seatime. He did much of his sailing on Sea-Land ships (C-2 and C-3), and the last vessel he shipped out on was the Citrus Packer (Waterman), Today, Torres spends his time re­ laxing in Puerto Rico, in a town named Vega Baja, He fixes up his house a lot, and just enjoys being with his wife. Aside from his pension he also re­ ceives Social Security benefits, "The cost of living is pretty high down here, but I get along all right," Gets Diesel and Steam Chief Engineer License Bill Logan, a former member of the SIU and one of the Union's first mem­ bers to receive his original engineering licenses through the Brooklyn MEBAAMO School, recently also became the first Seafarer to obtain a chief en­ gineer's license for both steam and diesel ships. Logan, who is 42 years old and had been in ffie SIU for 15 years, received his "chief steam" license in April, .'Bill Logan, who received a chief en­ gineer's license for steamships last April, has now obtained one for diesel ships, April 1974 ts AT SEA 1973, He then sailed for eight months on the SlU-contracted Falcon Princess as 3rd assistant engineer, working to­ ward his "chief diesel" license. He re­ turned to New York and passed the Coast Guard examination for "chief diesel," and can now sail as chief en­ gineer aboard any ship, Logan obtained his original license in 1966, After putting in more than the required 12-month seatime as 2nd assistant engineer, he returned to the MEBA School in 1969 and obtained his 1st assistant's license. He sailed as 1st assistant on a number of Seatrain Line ships and Hudson Waterways ves­ sels, including the Transcolorado, Seatrain Maine, Seatrain Ohio and Seatrain San Juan. Logan, an MEBA District 2 mem­ ber since he left the SIU, returned to school in December, 1972 to study for his chief's license. After he completed the three month course he received his "chief steam" license, and now less than a year later he has both chief steam and chief diesel licenses. Having no particular preference for either type of ship, Logan says he will take a job as chief "wherever I can get one. But, I'm probably not going to ship out until around August, I have a lot of vacation time I'm going to take," An accident in the engine room of the SS Transidaho (Seatrain) cost the life of her third assistant engineer Joseph Sojak, and resulted in SIU oiler Carmelo Bonefont being injured in late February, The ship's chairman. Recertified Bosun Elbert T, Hogge commented that a "Good job was done by the crew" during the emergency, SS Mount Washington Late last month the SS Mount Washington (Victory Carriers) carried a 35,000-ton cargo from the U.S. Gulf Coast to the Far East for the Military Sealift Command, SS Portland The Portland (Seatrain) was on a voyage late last month to the West Indies, sailing to San Juan, Puerto Rico and St, Croix and St, Thomas in the U.S. Virgin Islands with a cargo of printed matter and parcel post mail. 1 SS Overseas Arctic On a voyage to the U.S. East Coast from the Caribbean, the SS Overseas Arctic (Maritime Overseas) last month hauled a Military Sealift Command cargo. SS New Orleans Sea-Land Service, Inc. has added a fifth containership, the SlU-contracted New Orleans to its Seattle-Alaska run. The ship will sail three times a week. She enters this service as a result of the building of the Trans-Alaskan pipeline. Construction of the pipeline came about through the determined efforts of the Union's staff in Washington, D.C., which pushed for the passage of the TransAlaska Pipeline bill—another piece of legislation enacted into law with the aid of voluntarily contributed SPAD funds from our membership. ri SS Del Rio The SlU-contracted Del Rio (Delta Lines) has had 21 consecutive accidentfree months. When she has 24, she will get the Jones F. Devlin Award, SS Transhawaii The entire ship's company of officers and crew sent a card of sympathy to the family of third assistant engineer Joseph Sojak killed February in the line of duty aboard the Transidaho (Seatrain), A get well card was sent to SIU oiler Carmelo Bonefont, injured in the same mishap while on watch. Both were caught in an engine room explosion. SS Sagutuck Paying off in the port of Boston again after a three-month Caribbean run from Houston was the SlU-contracted DSNS Sagutuck (Hudson Waterways). The tanker stopped off in Aruba, Curacao, Norfolk and Bermuda. The Kaiulani She's the last of the Yankee downcast squareriggers, the first and only U.S.built merchant bark. Her's was the last commercial voyage under American sail in September 1941 when she rounded Cape Horn to South Africa. Abandoned in the Philippines after the war, she was given to the U.S. in 1964. Today she is to be taken up and restored. She will be brought home from Manila Bay by the U.S. Navy and rebuilt at cost at the Todd Shipyard in Seattle, In mid-1973 she was designated as the flag ship the National Maritime Bicentennial fleet, ,,i •I ^3) USNS Maumee The USNS Maumee had its steering motor knocked off its base when the vessel hit the ice in McMurdo Sound in the Antarctic last month. The 16,000ton supply tanker headed for Wellington, New Zealand under her own power, bui was met a few days out of port by the U.S. icebreaker Glacier which escorted her in. The deck department worked 16 to 18 hours a day coming into the New Zealand shipyard alternating six-man watches. The entire steering motor will have to be removed and taken ashore for repairs which are expected to take some time. Page 15 j 1 1 �w f /f iff t » ^ II f fiJ ff 43 k.Wi- J. 1 The Delta Mar's 30-ton capacity crane takes on a container in preparation for another voyage. -•. •ci.-tS' The Delta Mar's 500-ton capacity crane loads barge weighing nearly one million pounds. SlU-Manned LASH Containership-Barge Carrier Delta Mar Pays off In the Port of New Orleans j States, paid off Mar. 13 in tlie port of New Orleans after completing a round trip to ports in South America. Veteran Cook Milton Mouton, who has been at his job for 21 years, prepares lunch for the crew. New Orleans Patrolman Jimmy Martin, center, writes out SPAD receipt for Crewmembers Robert McNeese who sails as ordinary seaman, and Irvin Glass, able-seaman, after donating $20 to the Union's political fund.' vdysigem Her exact sfsterships, thei Oetto JVoriia and Delta Sud, were launched in May and August of 1973 respectively. AH three vessels were built with government subsidy money provided by the Merchant Marine Act of 1970~--and they are three good reasons why the United States has the mo«?t modem, eflicient intermodal fleet In the worlds Delta Mar can carry as many ios 74 barges, weighing nearly a mlflion pounds each, and 288 containers at the same time. Depending on the individual demands of a pariicolar voyage, she could sail as a fnll contain^hip with 1,740 container or as a bai^ei carnter with 89 baji^^, 8he K equipped with a 500-ton capacity crane wliich lifts barges firom the water at the crane moves on raflroad type tracks which Crew Messmen Larry Thomas^ left, and Wilbur Miles await completed menu orders to serve the crew. Bosun Joe Collins, center, and Wiper Jacob Oterba bring their books up-to-date with Patrolman Martin. ^1 ; Page 16 Page 17 OM "•-- �Open the Valve! Letters to the Editor .'l; • HISTORIC PRESERV^a"iON < -•Ty - 1 . Most Grateful I received my first disability pension check yesterday and I am most grateful. I have been sailing with the SIU since 1945 md have always been pleased to say that 1 was a member of this Union. All of the officials that 1 have known have been good guys and have always treated me the way I felt a Union member should be treated. Through the years, 1 tried to do my work well and leave a good record with every company and with the Union, Since 1945, the Union and the Welfare and Pension Flans have come a long way to help the members. Good luck to all the oHlcials and my brother members I have sailed with. If I can ever do anything for any of them at any time I hope they let me know. Thanks again for the check 1 will be getting each month. i Oil ImportsNow Is the Time Now is the time that the United States Congress must take significant, positive action in enacting into law the oil imports quota bill, which would require that a portion of all our nation's oil imports be carried on American-flag vessels. Passage of this bill, which was re­ named the Energy Transportation Secur­ ity Act by a subcommittee of the House Merchant Marine and Fisheries Commit­ tee, is not only another important step in the revitalization of the American-flag fleet and the U.S. shipbuilding industry, but is extremely vital to this nation's na­ tional security. Principal opposition to the bill comes from the powerful multinational oil in­ dustry whose contention it is that the nation's present import policies are not injurious to our country's security. In recent testimonies before the Mer­ chant Marine Subcommittee, oil industry representatives claimed that their "thirdflag" fleets, although under foreign reg­ istry, are still effectively controlled by the U.S. However, a recent international inci­ dent has conclusively proved that this claim is nothing but a hollow, unsubstan­ tiated promise. Last November, Liberia issued an or­ der prohibiting any Liberian registered vessel, many of which were American owned under the "effective control" sys­ tem, from delivering war supplies to the Middle East. And "effective control" or not, none of them did, thereby seriously inhibiting U.S. foreign policy. So much for "effective control." The oil industry has also testified that the U.S. shipbuilding industry is inca­ pable of keeping up with increased de­ mands for new construction, which would be spurred by the oil import legislation. This testimony is completely refuted by the findings of the impartial Commission on American Shipbuilding which in a de­ tailed three year study concluded that the U.S. shipbuilding industry was both willing and capable of meeting all de­ mands put upon it in the area of new ship construction. The oil industry claims are prompted by selfish, corporate economics and are by no means reflective of the national in­ terest. SIU President Paul Hall, in his testi­ mony before the Subcommittee, outlined the wide-ranging benefits to passage of the bill. He testified that the bill would: Create thousands of jobs for Ameri­ can workers on board ships, in shipyards, and in service industries. • Reduce the nation's deficit in the ocean transportation segment of our bal­ ance of payments and thereby help sta­ bilize the dollar both home and abroad. ® Increase the nation's tax revenues by increasing the amount of money paid to the treasury by U.S. workers and U.S. companies building and operating Amer­ ican-flag ships. • Provide the benefit of a cost moni­ toring system in tanker transportation, which will insure that only justifiable and necessary costs are pass^ on to the American consumer. Almost every oil importing nation al­ ready has oil import quota laws on the books, and rigidly enforces them. It is high time that the U.S. recognize the dangers in our import policies and adopt the Energy Transportation Secur­ ity Act. It is good for the U.S. maritime indus­ try, the American worker and America. Fcatemally, Buren D. Elliott Chesapeake, Va. ... Regards to the SIU ;M Seafarer Fred Hartshorn, is legally blind and :he has asked me to send his regards and congratulations to the SIU for the fine job you are doing both ashore and afloat in making the Union such an outstanding organization. Each month, I read the LOG to him from cover to cover. He enjoys keeping informed of the Union's progress in the . areas of new ships and new facilities at Piney Point. ; Sincere regards, . 'k Mrs. Norma Hartshorn Pawtucket,RJ. 'I jc. ...... ml r -• Thanks Brother AAembers years as a marine engineer aboard inland tugboats, 1 am now retired in Harvey, La. with thd belp of the Seafarers Welfare Plan. I appreciate the Union taking care of me in my dwlinihg and ill years and I want to thank my Brother inembers for all; fliey have done for me since my retirement. ISmnsJiForet^^^ Mfsith Ai^rica, itt SiaOiren. fntefhitloriat Union ot : < ulf. Uilte* ind intone Witors Oiitric^ AFtCIO Eoocutivo Board P»ul Hall Presldant Cat Tantiar, Ewoof/va Vice-Pf$sld0nt EatI Shepard, Vic«-Ptitsiaent JOB O.Giorgio, Secretuf'Treasuwr Ufldaay Wlltlams, VlCB-PfasMent Wa<\)n Drozak. Vice-Pfesidont Paul Oro«ik. Vteo-tVeiidBnt mbhthly by Soafaror# intemaltonal Unten; Atlantic, 103 tjuJf, Lakea and Inland W^fa Diatrtct, AFL-CIO 675_.Fourth Avenue, Brooklyn, N.V. 11232. iTal. 499.6600, Second C!as» postage paid ai^:B N.Y. tip': ...... Seafarers Log Page 18 Mr �C0:\ • SlU-Manned Ulfrasea Sails on Maiden Voyagel| •: '•'.ri''•^'' .>i>K'-'-: ••' • "^"T- ^HE SIU-MANNED Ultrasea (Westchester Marine) loaded grain in Vancouver, Canada late last month and departed for Japan on her liden voyage. The 80,500 dwt OBO (oil, bulk, ore) carrier crewed up iMar. 16 in San Diego to join her sister-ship, the Ultramar H'hich sailed [on her maiden voyage to the Far East in Aug^. The third of these San Clemente-class ships—^the largest class of ships [built on the West Coast—^will be crewing in June. She is the Golden lDofp^£n> Eight more of these OBO carriers are scheduled for launching [by Westchester Marine I J"}- - , I• I"*' " All of these 11 new 892-foot ships are being constructed under the Mer­ chant Marine Act of 1970 which was enacted through the participation of our membership in SPAD. The Ultrasea is powered by a steam turbine engine with a service speed of 16.5 knots. She has a beam of 105 feet and a draft of 62Vi feet. Seafarer Stanley Bojko, who completed the Bosuns Recertification Pro­ gram last month and is bosun on the Ultrasea said: "We have a good crew aboard and everything is running smoothly.'' ' V' . \ 1,^ ^ r——^ The foredeck of the Ultrasea as seen from the bridge shows the radically new hatch and pipeline design of the oil-bulk-ore carriers. Engine Delegate R. Greening and QMED Philip Martin stand In front of the automated engine room console. Training at the Lundeberg School in Piney Point is providing our contractedcompanies with trained Seafarers to man the new ships of our nation's revitalized merchant marine. April 1974 Bosun Stanley Bojko, who completed the SlU Bosuns Recertification Program last month, stands wheel watch at the automated console in the wheelhouse of the Ultrasea. Chief Steward Tom Navarre, right, and Cook-Baker Isabelo Quanico together with other members of the steward's department are making certain that the crew is well-fed and happy. Page 19 �4* Houston Seafarers listen attentively to the meet­ ing's proceedings. Seated center is Recertified Bosun Richard Wardiaw who recently completed the two-month Bosun Recertification Program. The port of Houston, Tex. is one of the busiest in the United States. In terms of cargo tonnage handled per year, only the ports of New York, which handles 174 million tons, and New Orleans, which handles 123 million, are larger. Houston handles in excess of 64 million tons. Shipping in Houston, which has always been good, has increased substantially due to the .signing in late 1972 of the bilateral trade agreement with Russia. Houston is the major U.S. port of departure in> volved in the U.S.-USSR wheat agreement. Presently, there are 50 SlU-contracted ships on the Russian grain run. For Houston Seafarers, the port holds its monthly membership meeting on the second Mon­ day after the first Sunday of each month. Besides voting on a number of reports from Union officials, Seafarers at the February member­ ship meeting heard from a representative of the United Farm Workers Union, asking the SHTs support in the hoycbtt of non-union harvested crops. SlU-Vice President Paul Drozak, who chairs the Houston membership meetings, answers question from the floor. The floor is open to discussion at February's Houston membership meeting, and an SID member, standing right, poses question to SlU-Vice President and meeting Chairman Paul Drozak, at podium left. i'; Union Representative Abraham Almendarez, seated, aids Houston Seafarer David Herrera In completing application for upgrading at Piney Point for the rating of able-seaman. Page 20 United Farm Workers Representative Kris Vasquez asks the SlU's support in the boycott of non-union harvested crops. Seafarers Log �50 SlU Ships in Trade Agreement Between US. and Russia Provides Many Jobs for Seafarers Eighteen months ago, the United States and Russia concluded their prec­ edent-setting bilateral trade agreement which opened up trade between Russia and 40 American ports. That agreement, which guaranteed that at least one-third of all cargoes be­ tween the two countries would be reserved for American-flag ships, pro­ vided 5,000 new jobs for Americans including many SIU members. Onethird of the cargo was reserved for Rus­ sian ships, and the remaining third available to third-flag shippers. The Ogden Wabash (Ogden Marine) at the public grain elevator loading grain in New Orleans recently. The vessel is one of 50 SlU-contracted ships which are currentiy making runs to and from Russia. The agreement to ship one-third of the goods on American-flag ships was achieved to a large extent through the efforts of the SIU, and its political arm in Washington, SPAD. It is through the voluntary contributions of Seafarers to SPAD that the SIU is able to fight for important agreements like the one be­ tween the U.S. and Russia. This bilateral agreement ("affecting both parties"), which SIU President Paul Hall has termed "a basic change in national policy on trade," is just one area where SPAD has worked for the benefit of SIU members. The Merchant Marine Act of 1970 and the construction of the Trans-Alas­ kan pipeline, were two other legislative actions for which the SIU (through SPAD) successfully fought. In December of 1972, an SIUmanned ship, the Ogden Willamette, became the first U.S.-flag vessel to carry grain to Russia and return under the terms of the trade agreement. At that time 20 SlU-contracted ships had received approval for operating dif­ ferential subsidies for the carriage of grain. Today, 50 SlU-contracted ships are on runs to Russia carrying grain over and returning with oil. A grain chute depositing corn into the hold of the Ogden Wabash. With all chutes loading the grain, the ship can be fully loaded in about 12 hours. Chief Cook Rene Hidalgo (front) and Cook and Baker Benny Cuncia at work in the galley making sure that the crew is well fed on the long trips to the Soviet Union. Third Engineer Jim Stewatt (right) and John Wallack, who is engine delegate on the ship's committee, looking over the controls in the engine room aboard the Ogden Wabash. April 1974 In addition to the original 20, (aside from the Ogden Willamette, some of the first to make a run to Russia were the National Defender, Overseas Joyce, Transsuperior and Transpanama) ships now making runs to Russia include the Overseas Vivian, Transeastern, Over­ seas Anchorage, Penn Challenger, and the Manhattan. Most of the major American ports on the East, West and Gulf Coasts, and the Great Lakes were opened to trade. This marked the first time that Soviet vessels were able to call upon East Coast and Great Lakes ports since 1963. The October 1972 agreement opened up trade between the two nations far beyond the shipment of grain. The So­ viet Union is importing machinery built by American workers, and exporting raw materials to the United States. The original agreement was ampli­ fied in May, 1973, after negotiations be­ tween the two countries were held in Moscow. As. a result, American ships engaged in U.S.-Soviet trade obtained more favorable terms in the second half of 1973. The new agreement increased the government's operating subsidy pro­ gram for American vessels involved in this trade, and provided for greater channel depth at Black Sea ports. Page 21 �New SIU Pensioners Joseph J. Cbervenka, 67, joined the SIU in 1947 in the port of Duluth, Minn, sailing as an A"S in the .Ti. deck department. He had sailed 28 years when he retired. Brother Chervenka is an Army veteran of World War II. He is a native of Czechoslo­ vakia and is a resident of Erie, Pa. -lir- Jesus M. Granados, 65, joined the Union in the port of New York in 1951 sailing in the steward depart­ ment as a cook. Brother Granados attended an educational conference at the Harry Lundeberg School of Seamanship in Piney Point, Md. He was bom in Tampa, Fla. where he is now a resident. John McLain, 65, joined the Union in 1944 in the port of New York sailing in the engine depart­ ment for 32 years. Born in Arkansas, Brother McLain is now a resident of Kreole, Miss., with his wife, Ollie. Hany K. Pillars, 72, joined the SlU-affiliated IBU in the port of Ashtabula, Ohio in 1961 sailing in both the deck and engine depart­ ments for the Great Lakes Towing Co. Brother Pillars is a Navy vet­ eran of World War I. He is a resi­ dent of Ashtabula with his wife, Alvera. Jesus Ayala, 55, joined the SIU in 1945 in the port of New York sailing in the engine department. Brother Ayala is a native of Fajardo, Puerto Rico, and is now a resident of the Bronx, N.Y. with his wife. Pilar. Billy Sing, 70, joined the SIU in 1948 in the port of New York sail­ ing as chief cook in the steward department. Born in China, Brother Sing currently lives in San Francisco. Norman E. Wroton, Sr., 63, joined the Union in 1944 in the port of Norfolk sailing in the engine department. Brother Wroton is a native of Princess Anne, Va., and now resides in Chesapeake, Va. with his wife, Vera. John H. Morris, 66, joined the Union in 1939 in the port of Jack­ sonville sailing in the deck depart­ ment. Brother Morris sailed for 34 years. Born in Panama City, Fla., he currently resides in Jacksonville with his wife, Alberta and son, William. Ding H. Woo, 65, joined the SIU in the port of San Francisco in 1955 sailing in the steward department as a chief cook. Brother Woo was bora in China becoming a U.S. citizen in 1954. He now resides in San Fran­ cisco with his wife. Ah You. Harold L. Knipp, 65, joined the SIU in the port of Detroit in 1960 sailing in the engine department. Brother Knipp is a native of Ohio and currently resides in Toledo with his wife, Helen. Alpbonse Monaban, 70, joined the SIU in the port of San Francisco in 1962 sailing in the engine depart­ ment last for the Waterman Steam­ ship Co. Brother Monahan had sailed since 1940. Bora in Massa­ chusetts, he now resides in Maiden, Mass. J. C. Keel, 50, joined the Union in 1946 in the port of Mobile sail­ ing as a bosun in the deck depart­ ment. A native of Woodville, Ala., he now resides in Atmore, Ala. with his wife, Carolyn. Regino Vazquez, 58, joined the Union in 1942 in the port of New York sailing in the steward depart­ ment. Brother Vazquez was on picket duty in the New York Harbor strike in 1961. Bora in Puerto Rico, he presently resides in New York City. SIU Patrolman Mike Woriey, seated right, talks over some aspects of the SlU's Shipping Rules with the ship's committee aboard the containership Oakland at her most recent payoff in the port of San Francisco. The com­ mittee memLers are, standing from the left: Claude Johnson, secretaryreporter; John Coastes, engine delegate; James Moord, deck delegate, Leo Karttunem, educational director, and crewmember George McClelland. Seated from the left are: Jim Shorten, ship's chairman, and Lionel Dunkins, steward delegate. Page 22 William H. Bowman, 65, joined the Union in the port of New York in 1955 sailing in the engine depart­ ment. Brother Bowman was born in Portland, Me. where he is now a resident. Walter R. Geis, 66, joined the SIU in 1945 in the port of Baltimore sail­ ing in the steward department for more than 30 years. Brother Geis was born in Baltimore and is now a resident of Jonesville, La. Oakland Committee rri Cornello Preclaro, 68, joined the SIU in 1939 in the port of New York sailing in the deck department for 46 years. Brother Preclaro sailed as a bosun for eight years. A native of Santa Cruz, the Philippines, he is a resident now of San Francisco with his wife, Sophie. Jack Ryan, 65, joined the Union in the port of Seattle in 1961 sailing in the deck department as an AB. fj Brother Ryan was bora in Michigan and is now a resident of Seattle with his wife, Louise. Albert F. Gu£fner, 66, joined the SIU-afl51iated IBU in the port of Buffalo in 1961 sailing as a tug lines­ man for the Great Lakes Towing Co. from 1943 to this year. Brother Guffner was a member of the Inter­ national Seamen's Union in the early 1930s shipping out of the East and West Coasts to the Far East. He be­ gan sailing on the Great Lakes in the late 1930s. Seafarer Guffner is now a resident of Buffalo with his wife, Mae. ''m: 'V Gaylord C. Dragoo, 66, joined the SIU in the Great Lakes port of ElfCailing^in the deck department as an AB. Brother Dragoo is a native of Michigan where he is now a resident in Benzonia with his wife, Thelma. MONBERSHIPMEEnNGS' SCHEDULE Port Date New York May 6 , Philadelphia ... May 7 . Baltimore May 8 . Norfolk May 9 . Detroit May 10. May 13 . Houston .May 13 , New Orleans ... May 14 . Mobile .May 15. San Francisco ..May 16. Columbus May 18. Chicago May 14 . Port Arthur ... May 14 . Buffalo May 15. St. Louis May 16. Cleveland May 16. Jersey City May 13 . Deep Sea 2:30 p.m 2:30 p.m 2:30 p.m — 2:30 p.m — 2:30 p.m. 2:30 p.m 2:30 p.m 2:30 p.m IBU 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. — UIW 7:00 p.m, 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. 1:00 p.m. — — — — — — 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. ........ 5:00 p.m. Seafarers Log �New A Book Members WiUiam Deskins Seafarer William Deskins has been a member of the SlU since 1967. Brother Deskins ships out of the port of Norfolk in the steward department. Prior to completing the program for his "A" book he went through the Steward Up­ grading Program at Piney Point and up­ graded to Chief Steward. A native of West Virginia, Brother Deskins now re­ sides in Virginia Beach, Va. with his wife Lucy. I have to say that I am thoroughly impressed with the oflBcers and person­ nel who run our Union. In each department at Piney Point you find willing and able people dedi­ cated to their job. Teachers deal with students on a one-to-one basis until they can pass the required material. They treat each person in the most humane and respected way, giving him a chance at a better paying job and a better way of life. Over and over again the importance of doing a good job is stressed by those in charge, as they build for tomorrow. They give hope to those who in a lot of cases have never had a break before. I am proud to be a part of this or­ ganization and will not sit idly by when my service can be of help, including my donation to SPAD. Six more Seaforers achieved full books through the SIU "A" Senioi^ity Upgrading Program and took the oath of obligation at the general membership meeting in New York this month. The addition of these six brings-hv* 83 the number of members who have attained fuU book status since the up­ grading program was initiated last year. The six are: John Restaino, On this page the six new full-hook William Bellinger, William Deskins, members tell in their own words what Marion Fila, Rohert Gilliam and the program has meant to them. Larry Utterback. advantage of it will have missed one of the really great opportunities of his life­ time. This program opens the internal workings of our Union to us. It shows us the need for our Seafarers Political Activities Donations, and how these donations are used to gain newer, big­ ger, better and safer ships through poli­ tics and legislation. Also, our SPAD dollars go toward getting legislation en­ acted to give us more of our fair share of the cargo needed for the profitable operation of these ships. We should all take advantage of these programs that have been opened to us. Larry Utterback William Bellinger Seafarer William Bellinger has been a member of the SIU. since 1967. Brother Bellinger, 50, is a veteran of both World War II and the Korean War. A native of• Michigan, he now / rv I . ships out of the port of Baltimore as Cook and Baker. Seafarer Bellinger re­ ceived his lifeboat ticket at Piney Point in 1972. He plans to return to Piney Point to upgrade to Chief Cook, and to enroll in the GED program. We have in our Union today one of the greatest opportunities ever offered to a membership by any union. Any man in the SIU who is qualified for this diverse program and does not take y Robert The program was established with two objectives in mind; to maintain the SIU's tradition of providing welltrained and highly qualified Seafarers for all its contracted ships, and to give those who participate in the program a better understanding of the problems we face and the need for ^ meeting those problems. Seafarer Larry Utterback graduated from the Harry Lundeberg School in August, 1969 when he was only 16 years old. A native of Pensacola, Fla., Seafarer Utterback sails out of the port of Jacksonville as able-seaman. He has a wife, Jenny, and a 16-month old daughter. At Piney Point I learned about the need for better trained OVailiVil seamen lliaiiman—vauiaawvi ning our ships, and at the Harry Lundeberg School this training is given to a young guy to make him better prepared for a career of going to sea. During the time I spent at Piney Point and in New York I have come to under­ stand the operations of the SIU. I learned the need for our SPAD dona­ tions, how they are used to help pass Gilliam Seafarer Robert Gilliam has been in since 1968. Brother Gilliam sails out of the port of San Francisco in the steward department. Prior to up­ grading to "A" book status he com­ pleted a course at Piney Point to receive a 3rd Cook rating. A native of Phila­ delphia, the 29-year old Seafarer now lives in Oceanside, Calif. During my stay at Piney Point I learned about our Union and what it does for our membership. The Union provides us with better wages, working conditions and living conditions. It in­ sures our paid vacations, welfare and hospitalization benefits and job security. During the program I have been able to learn how the Union does this and observe the various plans in operation. Education in this Union has a very big emphasis. The attitude at Union Headquarters and the facilities at Piney Point go very far towards providing a Union education system that is un­ matched in this country. bills that are important to the Merchant Marine and how they help stop outside interests from destroying the industry. I think every seaman, young and old, should take advantage of all the pro­ grams and opportunities offered by the Union for its members. Marion Fila Seafarer Marion Fila has been a member of the SIU since 1960. Brother Fila ships out of the port of Wilming­ ton, Calif, as AB. Prior to completing the Upgrading program he received his Quartermaster's rating and qualified for sailing on the new LNG/LPG ships at the Harry Lundeberg School. Born in Poland, Brother Fila now makes his home in Wilmington. I used to be upset when jobs went to Seafarers who had ten times less seatime than I did. Finally some Union of­ ficials talked me into going to the school for my "A" Seniority Upgrading, and believe me that's the best thing that ever happened to me. For one thing, it opened my eyes on how the Union operates and the hard­ ships it went through to get where we are today. It also taught me that for $20, SPAD can keep me off the docks and from" getting my head bashed in like in the old days. The opportunities those kids and upgraders have must be the envy of students from the best col­ leges in the U.S. The system, the facili­ ties and most of all the instructors are unique. John Restaino Seafarer John Restaino graduated from the Harry Lundeberg School in December, 1971. A 22-year old native of New Jersey, Brother Restaino sails as fireman-watertender out of the port of New York. He eventually plans to return to Piney Point to upgrade to QMED. In a day when most large organiza­ tions have lost their concern for the individual, it is somewhat reassuring to be a member of one of the few organi­ zations left that still prides itself on its concern for the individual. If I have learned anything during my time in the "A" Seniority Program it is that as a' member of the SIU I do count and that my voice does not fall on a deaf car. The SIU believes in an informed and knowledgeable membership, and goes to all ends to insure this. I have no doubt that as a full member of the SIU I am somebody, not just another number in some filed statistics. >V 'Robert J. Traittor, Deck ^mgeonSimpson,Eiigtae l.,E4^e ^ John R. Day, Enginte line Richai^ L.Blacldock, En^o Carroll GcHelck, Deck GanertHvClartc, D^^^ MairinR-^ Blake D. Haynes, Engine James EofRnnmetit^ • GeojrgC;Eo:Moqre,:De^^^^ Charles Rodriguez, Engine David W. Stauter, Engine John R. Wolfe, Deck Albert K.H.Wambach, Deck George S. Vukmir, Deck Following are me mmcs ma ae^cesefMy completed the "A" Senior-r i i parimenteciiheSJSeaSarerrwhohme tly Upgradtng Program. Timothy Thomas, p. L. Bean. Bean, Deck ; Timirthy noma.. Deck P. Timothy I. Bolen, Deck Kevin Conklin, Engine M. R. Grimes, Deck Stephen R. Garay, Deck Robert G. Lentsch, Deck D. E. Ivey, Engine Louis H. Ludeman, Deck > ;^' Wadsworth R. Daniel, Engine ML J<^ Deck Martin J; McAndrew, Eo^e John D.Kelley, Deck L. Q. KIttleson, En^ne John Miranda, Engine Caldwell Sabb, Jr., Engine M. A. Marcus, Deck Keith ESisk, Deck Patrick M. Hawker, Deck T. J. McCabe, En^ne M. Thomas, Ehiuie Lee Roy Burke, Engine R. G. Minix, Engine Timothy H. Burke, Deck H. D. Spencer, Engine C. M. Moore, Deck WUiiamL. Davis, Deck _, Wiiliaro ,J. Moore,, Deck D, B. Sniith, Steward David I. Gower, Engine . Gary L. Spell, Engine Mbximo Dising, Engine Joseph J. Kundrat, Steward William Ripley, Deck Larry Ewing, Steward Thomas J. Vain, Deck Alfred G. Sanger, Dec Johnnie Konetes, Deck Patrick M. Graham, Dedc Lawrence Kunc, I Thomas Kegney, Engine Charles J, Kr^ey, April 1974 fames Robak^ Deck^^ Marie E. Wilhelm, Engine , iRichaii^ C. Wilson, Steward luapT. BMter.EegEe. ^knc A. Bcauverd.E^e Paul Keniey, Engine Jason R Paricer, Deck Joseph W. Spell, Deck Ashton R. Woodhouse, Engine Robert C.Mey, Jr., Engine Ronald B. Shaw, Engine Richard R.Makaravricz, Elaine Heniy£.M^ |Wi||^ William H, Deskins, Steward Marion R. Fila, Deck Robert W.Gilliam, Steward11® John M. Restaiiio, Enj^ne rL.Uttetfoad(,] Page 23 �Rio HalnaFlne, Little Ship One of the most unique vessels manned by Seafarers Is the relatively small containersh^ Rio Haina oper­ ated hy Sea-Land Service. Dwarfed hy such giant containerships as the 946-foot long Sea-Land Market, the Rio Haina carries 26 containers on a continuous run be­ tween Port Elizabeth, NJ., Ports­ mouth, Va. and Bermuda. She re­ mains in port for approximately one day at each stopover. The Rio Haina, namd after a river in the Dominican Republic, is 165 feet in length with a 38-foot beam and an eight foot draft. She weighs 1,000 gross tons and can cruise at a speed of 10 knots. She is powered by a 1200 hp twin engine diesel. The six-year old containership was originally designed to service oil rigs in the Gulf but was acquired by Sea-Land and converted for con­ tainer carriage several years ago. In a detailed and informative let­ ter to the LOG, Marvin Howard, presently sailing as able seaman aboard the Rio Haina, notes that for a small ship, "living quarters are very spacious.** He also notes that she "has an excellent galley." "She is a fine ship to work," con­ cludes Brother Howard. Seafarers Welfare, Pension, and Vacation Flans Cash Benefits Paid Feb. 21-Mar. 27,1974 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospitd & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical Special Equipment Amount Number MONTH TO DATE YEAR TO DATE MONTH TO DATE YEAR TO DATE 15 482 547 23 5 9,705 2 242 75 43 3,415 998 50 10 24,032 4 676 107 50,878.00 482.00 1,641.00 4,467.61 839.00 77,640.00 515.05 5,640.56 2,431.40 $ 124,878.00 3,415.00 . 2,994.00 8,635.31 1,340.00 192,256.00 975.05 15,397.61 4,889.70 495 71 150 37 4 184 — 1,220 191 368 75 11 465 122,326.15 2,038,00 19,101.25 9,650.00 411.00 3,938.18 251,034.13 5,495.65 45,879.05 19,550.00 732.75 9,859.60 17 218 157 22 33 — 6 — — 1,808 36 470 375 44 156 2 11 2 3,603 50,050.70 42,204.08 6,564.75 3,472.75 978.95 — 2,209.57 — — 12,036.40 107,050.70 87,922.39 13.242.37 6,233.75 3,544.83 150.00 3,470.18 — 383.20 24,606.40 13 28 4,065.25 10,810.40 14,311 2,187 1,104 17,602 36,392 4,387 3,666 44,445 423,581.65 527,330.00 578,865.37 $1,529,777.02 944,746.07 1,065,363.90 2,059,213.70 $4,069,323.67 PENSIONERS & DEPENDENTS Hospital & Hospital Extras Doctors' Visits & Other Medical Exp Surgical Optical Blood Transfusions Special Equipment Meal Books Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Welfare, Pension & Vacation Page 24 QmarM. Mnthanna Please contact your parents as soon as possible at 4735 N. Drake Ave., Chicago, 111. Migel Luis Medina Please contact Justina Schumacher as soon as possible at 25 S. Munn Ave., E. Orange, N.J. 07018. D. Papaioannou Please contact Mrs. Gladys Hanson as soon as possible at 3565 Dimond Ave., Oakland, Calif. 94602. Richard y. Ceiling Please contact Mis. Mary Ceiling as soon as possible at 665 Geary St., San Francisco, Calif. 94102. Jack Minnahan Contact John Donovan as soon as possible at 584 Columbia Rd., Dor­ chester, Mass. Patrick Phillips Contact your mother as soon as pos­ sible at 414 Brookside Dr., Mayfield, Ky. 42066. All Seafarers Harvey Pritchett, brother of the late Seafarer Claude W. Pritchett, requests that anyone who was recently ac­ quainted with Claude prior to his death -get in touch vrith him concerning his brother's personal effects. You may contact him at Route 1, Box 83, Al­ berta, Va., or call collect 804-6768824. Billy Burke Mr. Chris Clarke wishes that you contact him as soon as possible at 49 Maple St., Cranston, R.I. Mike Cramer Please contact Ed lialsor as soon as possible at 1110 Pleasant Valley Lane, Baker, Ore. 97814. Seafarers Log �Makes It '18 Out of 18' Seafarer Blafchford Gets High School Diploma A thirst for knowledge led John "Chris" Blatchford to the Harry Lundeberg School with three goals in mind: receiving his engine department en­ dorsements through the Upgrading pro­ gram, receiving his high school diploma through the GED program, and taking the Scholastic Aptitude Test in order to qualify for college. Seafarer Blatchford, 31, received his endorsements for Qualified Member of the Engine Department in February, and as soon as he finished with that project went immediately into the Gen­ eral Equivalency Development Program —a tough assignment for someone who left school when he was in the ninth grade. But, the undaunted student replies, "Education isn't an age, it's a state of mind." He proved his point on March 21 and 22 by becmning the 18th Seafarer to pass the GED tests and receive his high school diploma. This makes 18 out of 18 Seafarers who have taken and passed the test. Blatchford said he gave the thought of working towards his high school di­ ploma in order to enter college some long hard consideration and discussed the idea with many educators in Adult Education. He said that that age is no barrier in completing one's education today. Blatchford added that he had at­ tended a Southern Educational Confer­ ence in Houston, Tex. last year and was encouraged to take the big step by the attitudes of the people he met and talked with. "The information I gained there al- leviated many of my fears about return­ ing to the classroom," he said. "Besides, I'm single and can afford it!" Seafarer Blatchford was one of the public school pushouts. He withdrew from school when he was 17 and was "hustled off to the Navy" where he stayed for four years. He later found out that his Assistant High School Prin­ cipal had suggested that his parents withdraw him because he "wasn't of the caliber necessary for the educational program." "At that time it was probably a fair judgement," he commented, "because I wasn't putting out any effort." Blatchford went from the Navy to a Quality Control Inspector for Chrysler Corporation to working in the Louisiana oil fields before he began shipping in 1968. Since that time he has been around the world and was shipping as a Second Pumpman before he came back to the Lundeberg School to up­ grade. V : i| ^ J f Eventually, he wants to major in Po­ litical Science in college with the goal of going into law, either corporate or marine. He added he still plans to ship for three months out of every year while he pursues his educational goals. T i, { 'i Science Teacher Cindy McCall works with Lundeberg School trainees who are preparing for their GED high school examinations. From left are: Ron Staley, Rudy Vedder and Joe Kopeck. Small classes and dedicated teachers insure the success of the school's academic program for trainees and Seafarers. Seafarer John "Chris" Blatchford, 31, left, works with HLS Trainee Charles Cooper as they prepare for their Maryland State High School Equivalency Examinations. Chris, who also achieved his QMED endorsement at the Harry Lundeberg School, became the 18th Seafarer to pass his high school tests. High School Program Is Available to All Seafarers Eighteen Seafarers have already successfully completed studies at the SIU-IBU Academic Study Center in Piney Point, Md., and have achieved high school diplomas. Some students at the Lundeberg School who are not quite ready for the full GED course enroll in the special pre-GED program for reading and study skills help. Reading Specialist Anne Clare Morrison works with two students, Patrick Turner and Aaron Thibodeaux to help them improve their study methods. The Lundeberg High School Pro­ gram in Piney Point offers all Seafarers —regardless of age—the opportunity to achieve a full high school diploma. The study period ranges from four to eight weeks. Classes are small, permit­ ting the teachers to concentrate on the individual student's progress. Any Seafarer who is interested in taking advantage of this opportunity to continue his education can apply in two ways: Go to an SIU office in any port and you will be given a GED PreTest. This test will cover five gen­ eral areas: English Grammar, and Literature; Social Studies, Science and Mathematics. The test will he sent to the Lundeberg School for grading and evaluation. Or write directly to the Harry Lundeberg School. A test booklet and an answer sheet will he mailed to your home or to your ship. Complete the tests and mail both the test booklet and the answer sheet to the Lundeberg School. (See application on this page.) During your stay at the school, you will receive room and board, study materials and laundry. Seafarers will provide their own transportation to and from the school. Following are the requirements for eligibility for the Lundeberg High School Program: 1. One year's seatime. 2. Initiation fees paid in full. 3. All outstanding monetary obliga­ tions, such as dues and loans paid in fuU. I am interested in furthering my education, and I would like more information on the Lundeberg High School Program. .Book No.. Name. Address. Last grade completed. Reading impro\^ement is an important part of the training program at the Lundeberg School for both trainees and upgraders, and the school has highly qualified educators to teach and encourage reading skills. Ann McCallum, head of the reading and study skills program gives special attention to the reading advancement of trainee Kedrick Jackson. (Street) (City or Town) (Zip) Last year attended Complete this form, and mail to: Margaret Nalen Director of Academic Education Harry Lundeberg School Piney Point, Maryland 20674 Page 25 April 1974 --T �Meetings Digest of SlU V. TAMARA GUILDEN (Transport Comm. Corp.), February 3 — Chair­ man M. Duet; Secretary S. Hawkins; Educational Director Poulakis; Deck Delegate W. J. Pearl. A fire and boat drill was conducted and everyone per­ formed exceptionally well. $6 in ship's fund. No disputed OT. There are 12 movies aboard and they will be shown twice so all crewmembers will get a chance to view them. FALCON DUCHESS (Falcon Car­ riers), February 11—Chairman Recer­ tified Bosun F. Olson; Secretary W. E. Battle; Educational Director Ed LaRpda; Deck Delegate Elex Carry. $88 in ship's fund. No disputed OT. Held a discussion on various features that appeared in the January issue of the Seafarers Log. Suggested that everyone read the Log as everything concerning the Union is in it. Everything running smoothly. Next port Pearl Harbor. ANCHORAGE (Sea-Land Service, Inc.), February 3—Chairman Manuel Sanchez; Secretary John Nash; Steward Delegate Frederick R. Biegel. No dis­ puted OT. Vote of thanks to the deck department for keeping the crew messhall and lounge clean. Vote of thanks to the cooks and messmen for a job well done. ERNA ELIZABETH (Albatross Tankers Corp.), February 17—Chair­ man Jack D. Kingsley; &cretary Vin­ cent Sanchez, Jr.; Educational Director Dobromir Kosicld. Some disputed OT in engine and steward departments. Everything running smoothly. SEA-LAND ECONOMY (Sea-Land Service, Inc.), February 24—Chairman John Davis; ^cretary E. W. Anderson; Steward Delegate Raymond Clark. No disputed OT. A new antenna is to be installed on the television set. Vote of thanks to the steward department for a job well done. Next port Houston. PECOS (Hudson Waterways), Feb­ ruary 19—Chairman Billie Price; Sec­ retary J. B. Harris; Educational Direc­ tor James Chianese. No disputed OT. Vote of thanks to the steward depart­ ment for a job well done. MONTICELLO VICTORY (Vic­ tory Carriers Inc.), February 3—Chair­ man B. R. Scott; Secretary E. Bradley; Educational Director R. J. Koch; Deck Delegate B. Owen; Steward Delegate Joseph Roberts. $23 in ship's fund. No disputed OT. Everything running smoothly. PANAMA (Sea-Land Service, Inc.), February 3—Chairman C. A. Perreira; Secretary H. P. Knowles; Educational Director V. Gemer; Deck Delegate V. C. Dowd; Engine Delegate G. Byoff; Steward Delegate C. B. Carter. No dis­ puted OT. Everything running smooth­ ly. Next port Long Beach. OVERSEAS TRAVELER (Mari­ time Overseas), February 10—Chair­ man Joseph ^ley; Secretary E. Hagger. $2.73 in ship's fund. Some dis­ puted OT in deck and engine depart­ ments. Vote of thanks to the steward department for a job well done. TRANSIDAHO (Seatrain Lines Inc.), February 24—Chairman Recer­ tified Bosun Elbert Hogge; Secretary Oreste Vola; Engine Delegate O. Lefsaker; Steward Delegate Juan Ruiz. No disputed OT. Bosun held a discussion on the advantages of upgrading at Piney Point. Vote of thanks to the stew­ ard department for a job well done. Page 26 THOMAS LYNCH (Waterman Steamship), February 10—Chairman V. Poulsen; Secretary J. W. Sanders. No disputed OT. Everything running smoothly. OVERSEAS ARCTIC (Maritime Overseas), February 10 — Chairman Luther J. Pate; Secretary E. W. Gay; Educational Director J. J. Orsini; Deck Delegate Richard Bradford; Steward Delegate Richard G. Smith. No dis­ puted OT. Everything running smooth­ lyLONG BEACH (Sea-Land Service, Inc.), February 10—Chairman C. L. Gonzalez; Secretary Ray Taylor; Edu­ cational Director Ramon Torres; Deck Delegate James Williamson. No dis­ puted OT. Vote of thanks to the stew­ ard department for a job well done. BROOKLYN (Sea-Land Service, Inc.), February 24 — Chairman N. Beachlivanis; Secretary F. Carmichael; Educational Director O. Stornes; Deck Delegate Elvis O. Warren; Engine Del­ egate Leonard Bailey. No disputed OT. Held a discussion on all Union matters especially SPAD and how all members can benefit from contributing to same. TRANSINDIANA (Seatrain Lines, Inc.), February 17 — Chairman A. Hanstvedt; Secretary E. Caudill; Edu­ cational Director Carroll; Deck Dele­ gate Frank Camara; Steward Delegate Henry Martin. A vote of thanks to the steward department for a job well done and to the deck department for cleaning the pantry in the morning. Observed one minute of silence in memory of our departed brothers. Next port Honolulu. San Juan Committee After completion of a Mediterranean voyage, the SlU-contracted containership San Juan paid off at Port Elizabeth on Mar. 18. Her ship's committee members are, from the left: Y. Swartz, deck delegate: H. Murranka, ship's chairman; L. Nieves, engine delegate, and S. Piatak, secretary-reporter. The San Juan has a length of C13 feet with a capacity for 476 containers. GALVESTON (Sea-Land Service, JOHN TYLER (Waterman Steam­ Inc.), February 3—Chairman Recerti­ ship), February 17—Chairman Lee fied Bosun Denis Manning; Secretary Harvey; Secretary T. D. Ballard; Edu­ Gus Skendelas; Educational Director cational Director Brunell: $170 in Maurice D. Stover; Deck Delegate ship's fund. Some disputed OT in deck Walter Rogers; Steward Delegate Oscar department. Held a discussion with Sorenson. $26.65 in ship's fund. No crewmembers and warned about the disputed OT. Everything running use of drugs aboard ship. Suggested that $40 be taken from ship's fund to smoothly. Next port Seattle. buy books. Next port Charleston. SEA'LAND VENTURE (Sea-Land Service, Inc.), February 9—Chairman DELTA MAR (Delta Steamship), Charles Boyle; Secretary J. E. Adams; February 10—Chairman J. Collins; Educational Director Charles Henley. Secretary D. Collins; Educational Di­ No disputed OT. Observed one minute rector E. Synan; Steward Delegate of silence in memory of our departed Peter V. Hammel. $6.30 in ship's fund. brothers. Next port Rotterdam. Some disputed OT in engine depart­ ment. Suggested that the company have SEA-LAND GALLOWAY (Seaa pay telephone installed on the docks Land Service, Inc.), February 4 — in the area as there is no phone avail­ Chairman Peter A. Ucci; Secretary able at the present time. A vote of Duke Hall; Educational Director Em­ thanks to the steward department for a erson C. Walker; Deck Delegate Frank job well done. J. Balasia; Engine Delegate Pete Gon­ COSSATOT (Hudson Waterways), zalez. Received a new shipment of Logs February 17—Chairman David Lain Hong Kong and read President Paul France; Secretary J. Thrasher; Educa­ Hall's column on SPAD. $65 in ship's tional Director G. Meaden; Engine fund. Held a meeting on safety during Delegate John L. Hubbard. $8 in ship's fire and boat drills. Vote of thanks to fund. No disputed OT. Request that the steward department for a job well movies be supplied for extended voy­ done. Observed one minute of silence ages. Next port Turkey. in memory of our departed brothers. JACKSONVILLE (Sea-Land Serv­ ice, Inc.), February 18—Chairman B. E. Swearingen; Secretary A. Seda; Edu­ cational Director W. Blank; Deck Del­ egate A. Ruiz; Engine Delegate Curtis Ducotee; Steward Delegate Juan Her­ nandez. No disputed OT. Vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Miami. COLUMBIA (United States Steel), February 24—Chairman Joe Puglisi; Secretary M. S. Sospina; Educational Director Frank Nestor; Deck Delegate J. S. Rogers; Steward Delegate Frank Rahas. No disputed OT. The crew re­ grets the loss of their dog Hey You who died on February 10, 1974 and was buried at sea. She was the deck depart­ ment watch dog at coffee time and had been with the ship since July 1, 1955. Everyone will miss her. SHENANDOAH (Hudson Water­ ways Corp.), February 17—Chairman Grima; Secretary Fagan; Educational Director John McLaughlin; Deck Dele­ gate James W. Galloway. 40jf in ship's fund. All crewmembers are requested to give a donation in case it is needed. A vote of thanks to the new messman. Next port, the Azores. TRANSERIE (Hudson Waterways Corp.), February 17—Chairman F. Johnson; Secretary F. T. DiCarlo; Edu­ cational Director L. L. Stanton; Deck Delegate Eddie McCain; Engine Dele­ gate Darry Sanders; Steward Delegate Otis Paschal. Had a discussion on safety aboard ship and for all crew­ members to obey smoking signs, red lines and danger area. $55 in ship's fund. $40 came from arrival pools. Vote of thanks to the steward depart­ ment for an excellent job. SEALAND FINANCE (Sea-Land Service, Inc.), February 6—Chairman Recertified Bosun James W. Pulliam; Secretary J. Shields; Educational Di­ rector Wale; Deck Delegate Anthony Ferrara; Engine Delegate Clifford C. Hall; Steward Delegate Stonewall Jack­ son. All crewmembers were asked to donate to SPAD as much as they can. $25.75 in ship's fund. Vote of thanks to the steward department for a job well done. Will try to obtain a better selec­ tion of movies and a time will be set up for showing so everyone can enjoy them. Next port. Long Beach. Official ship' minutes were alsd received from the following vessels: FALCON PRINCESS JEFFERSON DAVIS DELTA SUD TRANSONEIDA TRANSCHAMPLAIN BOSTON SEA-LAND VENTURE CALMAR SEATRAIN FLORIDA IBERVILLE OVERSEAS BULKER FORT HOSKINS LA SALLE Seafarers Log �tY.. •1 1 Iberville VisHs Gulf . '.r Before Far East Run The freightship Iberville (WaterI man S^p^mship Corp.) stopped off at the port of New Orleans in Februaiy before heading out to the Far East. The ship came into New Orleans, lone of the busiest U.S. ports, from I a coastwise run to top off bunkers. The 563-foot vessel spent three Idays in New Orleans. She was crigiinally scheduled to come in on Feb. Is, but was delayed until the 11th bejcaiise dense fog at the mouth of the sissippi prevented vessels from lentering port for 15 days. The 14,313-dwt ship was built in |1952. Her speed is 19.5 knots. The Iberville was formerly the Hong \Kong Bear, when she was owned by IPacific Far East Lines. Waterman 1 Steamship Corp. took over the ship in June, 1972. The Iberville had been running coastwise picking up cargo after she returned from her last Far East run. She had stopped at New Orleans, then went to Houston, Beaumont, Tex. and then hack to New Orleans. After departing New Orleans she headed for the Far East ports of Kobe, Qiiinhon, Saigon, Manila, Suhic Bay, Hong Kong, Kaohasiung, Kaeelung and Yokohama. Despite the fact that the ship was anchored outside New Orleans wait­ ing for the fog to lift, the crew re­ ported no problems aboard. They were looking forward to a smooth run to the Far East. if. i-fcv i'V "' f" L -f IT' • 1:1 The Iberville (Waterman Steamship Corp.) at dock in New Orleans. <)•' I I' I .< !• 1 t: 1i| Cook and Baker Eddy A. Bowers prepares food in the galley, as Third Cook John R. Holiday (left) and Chief Steward Harvey M. Lee (middle) look on. : >..3 The deck gang aboard the Iberville working hard rigging the cargo boom. April 1974 Page 27 . '1- .. �jRnal departures! Julio C. Mayorga, Sr., 40, expired aboard the SS John Penn in Keelung, Taiwan, Nov. 16. Brother Mayorga joined the SIU in the port of New Orleans in 1971 sailing in the deck department. A native of Honduras, he was a resident of New Orleans when he died. Burial was in San Pearo Sula, Honduras. Surviving are his widow, Teresa and two sons, Julio C., Jr. and Carlos. SIU pensioner Charles A. Moss, 75, passed away on Nov. 10. Brother Moss joined the SIU in 1945 in the port of Boston sailing in the steward department. He began sailing in 1919. Born in Rhode Island, Brother Moss was a resident of Philadelphia when he died. Surviving is an aunt, Mrs. Josephine Roblee of Everett, Mass. 11 SIU pensioner Charles L. Mason, 57, died of cancer in Blessing Hospi­ tal, Quincy, 111. on Oct. 30. Brother Mason joined the SIU in the port of Houston in 1962 sailing in the deck department as an AB. He had sailed 32 years. Born in Quincy, he was a resident there at the time of his death. Burial was in Calvary Cemeter>% Quincy. Surviving are his widow, Barbara; four sons, Michael, Ed­ ward, Charles and John and three daughters, Margaret, Lucille and Barbara. Florenz Paskowski, 47, passed away Dec. 1 in New Orleans. Brother Paskowski joined the Union in 1944 in the port of Philadelphia sailing in the engine department. He had sailed 30 years. Bom in New York, he was a resident of Vineland, N. J. at the time of his death. Surviving is his mother, Mrs. Veronica Wandland of Vineland. !'! A Willard A. McMllllon, 64, expired in San Francisco Nov. 20. Brother McMillion joined the SIU in the port of San Francisco in 1966 sailing in the steward department. He had sailed 17 months during World War II and was a 1965 graduate of the Andrew Furuseth Training School. A native of Beckley, W. Va., he was a resident of San Jose, Calif. Inter­ ment was in Oak Hill Memorial Park Cemetery, San Jose. Surviving are his widow, Virginia; a son, Terry, and two daughters, Darlene and Donna. Richard M. Nelson, 65, died Dec. 4. Brother Nelson joined the Union in the port of San Francisco in 1962 sailing as chief steward. Born in Den­ mark, he was a resident of San Fran­ cisco at the time of his death. Inter­ ment was in Mt. View Cemetery, Auburn, Wash. Surviving is a niece, Mrs. Gene Wright of Auburn. William A. Houston, 48, died of cancer on Feb. 2. Brother Houston joined the Union in the port of Mo­ bile in 1968 sailing in the engine department. He attended an SIU Crews Conference in Piney Point, Md., and was a World War II Navy veteran. Born in Coffeeville, Ala., he was a resident of Mobile at the time of his death. Surviving is his sister, Mrs. Wilma Mills of Mobile. Page 28 John L. Basham, 52, died Feb. 16. Brother Basham joined the SIU in the port of New York in 1967 sailing in the deck department as an AB. Born in Battleship, W. Va., he was a resident of Coal City, W. Va. at the time of his death. He was a Navy veteran of World Far II. Surviving is his mother. Mrs. Tressie Basham of Coal City. George Klovanich, Jr., 24, died Feb. 9. Brother Klovanich joined the SIU in the port of New York in 1970 sailing in the engine department as a QMED. He was a Piney Point grad­ uate. A native of Staten Island, N. Y., he was a resident of Shadyside, Ohio at the time of his death. Surviving are his mother, Frances, and his father, George, Sr. Charles C. Hirschfeld, 66, expired Feb. 6. Brother Hirschfeld joined the SIU in the port of New York in 1964 sailing in the deck department as an AB. A native of Union City, N. J., he was a resident of Wayne, Pa. when he died. He was a Navy signalman in World War II. Surviving are his widow, Kathryn and a son, Charles, Jr. SIU pensioner Dalfon A. Gabriel, 79, died of pneumonia Nov. 20. Brother Gabriel joined the SIU in 1939 in the port of Boston sailing in the steward department. He had sailed for 42 years. Born in St. Lucia, British West Indies, he was a resi­ dent of Roxbury, Mass. at the time of his death. Interment was in Mt. Hope Cemetery, Boston. Surviving is his widow, Vernice. SIU pensioner Sam Henry, 73, died of pneumonia Jan. 16 in the New Orleans USPHS hospital. Bro­ ther Henry joined the Union in 1944 in the port of Mobile sailing in the steward department as a 2nd cook and baker. He received a Personal Safety Award in 1960. Born in Belleview, Ala., he was a resident of Mo.bile when he died. Burial was in Mo­ bile. Surviving are two sons, Clifton and Cleveland and a sister, Louise Terrarera of Florida. Abraham Calderon, 29, passed away Jan. 22. Brother Calderon joined the Union in the port of New York in 1971 sailing in the engine department. A native of Puerto Rico, he was a resident of Brooklyn, N. Y. when he died. Burial was in Ever­ green Cemetery, Brooklyn. Surviving are his widow, Ramona; his parents, Mr. and Mrs. Faustino Calderon; a son, Abraham, Jr.; a daughter, Nan­ cy, and a brother, all of Rio Piedras, Puerto Rico. George T. Hubner, 59, died of arterioscleriosis Jan. 22 in the San Francisco USPHS hospital. Brother Hubner joined the Union in 1944 in the port of Boston sailing in the deck department as an AB. Born in Port­ land, Me., he was a resident there when he died. Interment was in Cal­ vary Cemetery, Portland. Surviving are his widow, Kathcrine; two sons, David and Joseph, and three daugh­ ters, Katherine, Margaret and Mary. George P. Libby, 55, succumbed to a heart attack Feb. 6 in Norfolk, two days after he had graduated from the Bosuns Recertification Program. Brother Libby joined the SIU in 1938 in the port of Philadelphia sailing in the deck department for 32 years. His last ship was the USNS Pecos (Hudson Waterways). A native of St. Stephens, N.B., Canada, he grew up in Maine. Surviving are his widow, Anna Mae and his daughter, Mrs. James Osborne, both of Virginia Beach, Va. Donald Morrison, 54, died of pneumonia in San Francisco USPHS hospital Dec. 25. Brother Morrison joined the Union in the port of San Francisco in 1962 sailing in the en­ gine department. He was the ship's delegate on the SS Jefferson Davis in 1969. Also, he was a Navy veteran of World War II. Born in Scotland,' he was a resident of San Francisco when he died. Burial was in St. Vin­ cent's Cemetery, Vallejo, Calif. Sur­ viving is a sister, Mrs. Annie Robert­ son of Scotland. George W. A. Elliott, 63, died of a heart attack Dec. 24 in the New Orleans USPHS hospital. Brother El­ liott joined the SIU in 1938 in the port of Mobile sailing in the steward department as a chief cook. He had sailed for 39 years. Born in Knoxville, Tenn., he was a resident of Chalmette, La. at the time of his death. His body was donated to the Tulane Medical School in New Or­ leans. Surviving are his widow, Emma, and his sister, Elizabeth of Mobile. SIU pensioner Herbert P. Jansen, 68, died Dec. 25. Brother Jansen joined the Union in the Great Lakes port of Sault Ste. Marie, Mich, in 1961 sailing as a tugman for the Great Lakes Tug and Dredge Co. of Chicago from 1948 to 1959. He was a resident of Bumham, 111. when he died. Surviving is a son, Herbert, Jr. of Los Angeles. David L. Kellis, 22, died of third degree burns in Bell Memorial Hos­ pital, Ishpemmg, Mich., Nov. 10. Brother Kellis joined the SIU in tbe port of Detroit in 1970 sailing in the deck department for the Great Lakes Dredge and Dock Co. Born in Sault Ste. Marie, Mich., he was a resident there when he died. Interment was in Oakland Chapel Gardens, Sault Ste. Marie. Surviving are his parents, Mr. and Mrs. William Kellis, Sr. of Sault Ste. Marie. ,J } ! .- 1 J "5 J !' 1 Seafarers Log �* » 1-, t y " ^ ^' I S§{mM"\ ^ X; ^ ' •iWSljJgsi® . S!i-::j0;"r :i. :.. " SEAMEN'S I .i u •porever is a very definite word. It means for a limitless time . . . for aO •i- time ... never again! But forever is the length of time a Seafarer loses the right to his livelihood and future career in the maritime industry if he is busted on a drugs charge either while at sea or ashore. It's a tough rap —=• bat that's exactly how it is. Your seaman's papers are gone forever, without appeal, if you are convicted of possession of any illegal drug—heroin, barbiturates, speed, ups, downs or marijuana. In 1971 alone there were 400,606 drug related arrests in the U.S. and even that staggering fi^re was topped in 1972. The shipboard user of narcotics is not only a menace to himself, but presents a very grave danger to the safety of his ship and shipmates. Quick minds and reflexes are an absolute necessity aboard ship at all times. A drug user becomes a thorn in the side of his shipmati^ when they are required to assume the shipboard responsibilities the user is not capable of handling. Also, a Seafarer busted at sea leaves a permanent black mmit on his ship. The vessel will thereafter be under constant surveillance and the crew will be subjected to unusually long and annoying searches by customs and narcotics agents in port. Truly, forever is a long, long time—> something a drug user does not have. Don't let drugs destroy you or your livelihood. Steer a clear course! X' % i4' •4 i?-' i: .1 EDITORIAL POLICY—SEAFARER® LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disburse­ ments of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N. Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. ADril 1974 PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its eContents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SFAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade imion concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records, or information, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. Page 29 i| �Lundeberg School Grad Learns a Lot; Gives and Receives Praise on First Trip A 1973 graduate of the Harry Lundeberg School of Seamanship re­ cently returned from his first trip—six months aboard the Sea-Land Galloway —and received high praise from his brother Seafarers. Nineteen year-old OS George Berry in turn credits his fellow crewmen with teaching him a great deal. Although George says he "learned a hell of a lot" in his three months at Piney Point, he also adds "you can't expect to learn all about the deck in two weeks." George says he acquired all the basics at the Lundeberg School and when he went aboard ship it "was easy to apply the knowledge." George's mates on the Sea-Land Galloway taught him nylon and wire rope splicing, and basic navigational terms, among other things. He liked the Sea-Land Galloway so much he would've stayed on longer, but because of his "B" book status he had to get off after six months. George found his schooling at Piney Point a good over-all experience, and said it was pretty easy if "you have a positive attitude about it." He thinks some men don't make the grade be­ cause they have "negative feelings" and are apprehensive about the school. The young Seafarer added that "you learn so much there, you think you'll forget it. But when you see it again on the ship it all comes back." A native of Springfield, Va., George says he had never been west of the Mississippi until he boarded the SeaLand Galloway at San Francisco. Dur­ ing his six months aboard he made seven trips across the Pacific, stopping at Tokyo, Hong Kong, Yokohama, Kobe and Osaka. After taking some time off to visit his f^ily, he plans to return to New 'v OS George Berry donating blood at the Health Clinic at Union Headquarters in New York. By the look on his face it seems quite painless, and George says, "I think it's something everyone should do. I'm going to try and give some blood everytime I register." Nurse'Cheryl Edel makes the donation a little pleasanter. Graduate Talks About SPAD "Winning in politics takes money and plenty of it. And SPAD provides the dollars than can spell victory or defeat in the political arena." With these words, Tom Hamill, a 22year old entry rating graduate of the Harry l.undeberg School gave a strong speech on politics and the importance of SPAD during the February Educa­ tional Forum at Piney Point, Md. Hamill, who hails from Chicago, majored in journalism at Wright Junior College prior to coming to the Lunde­ berg School. Eventually he hopes to sit for his Third Mate's License. Following are excerpts from his speech: "SPAD, or the Seafarers Political Ac­ tivities Donations, is the political arm of the SIU. It is financed by the volun­ tary contributions of its members. "Winning in politics takes money and plenty of it. And, SPAD provides the dollars that can spell victory or defeat in the political arena. "First, you've got to have the money. Money for political contributions and the Hke. But, the money goes nowhere without the guidance. Legal guidance, call it what you want, but people such as . . . the officers of the SIU must be and are putting the contributions to good use. "For example: How many of you have heard of the Jones Act? Well, for the benefit of those who haven't, the Jones Act became law in 1920 and is designed to protect our nation's mari­ time industry by prohibiting foreign-flag operators from carrying domestic cargo from one American port to another. "Now recently the giant oil lobby and foreign-flag operators have tried to get the law repealed. Why? It's simple. "With the sharpening of the energy crisis over the past several months, the pressure for Jones Act waivers has been made on the basis of deception. Yes, deception. Deception in that the fuel situation would be eased by permitting foreign-flag carriers to operate between U.S. ports. Page 30 I''- York and ship out again. "I'd love to go to Europe," he says. Eventually George plans to return to Piney Point and upgrade to AB. But his ultimate goal is to attend col­ lege. He wants to study veterinary medicine at Northwestern University. George, who loves a good time, threw a Halloween party for his ship­ mates on the Sea-Land Galloway last year. "We had over 40 men from all three departments in my foc'sle at vari­ ous times," he said. "There was pipedin music and a huge bowl of punch. It lasted until 4 a.m." One of the first things George did when he arrived in New York was to donate blood at the Headquarters' clinic. He had also donated blood when he was at Piney Point. "I don't particularly like to give blood, I'm a little afraid I guess. But I think it's something everyone should do. Aside from the fact that the sup­ plies are low, once you donate it, either you or a dependent can get some, anytime. I'm going to try and give some everytime I register." George was very impressed with the conditions on the Sea-Land Galloway. His "foc'sle was great, really roomy, and the food was fabulous." And his mates were the "nicest bunch of people you'll ever meet." Although George doesn't plan to make seafaring a career, he'll "go back every chance I get." He plans to save most of his wages for college, and he feels that shipping out will give him the opportunity to pursue his other career goals. - Upgrading Class Schedule April 29 May 2 • May 6 May 16 May May May June 20 27 30 13 June 24 June 27 July 11 FOWT QMED, Lifeboat, and all Steward Dept. Ratings LNG QMED, Lifeboat, Quartermaster, and all Steward Dept. Ratings Welding FOWT QMED, Lifeboat, and all Steward Dept. Ratings QMED, Lifeboat, Able Seaman, Welding, and all Steward Dept. Ratings FOWT QMED, Lifeboat, and all Steward Dept. Ratings QMED, Lifeboat, Quartermaster, Welding and all Steward Dept. Ratings Achieves QMED At 58 Entry-rating graduate Thomas Hamill, Class 140, shipped out of Baltimore on the Merrimac bound for Holland. "This is where SPAD came in. '... these waivers were defeated by our legislative staff in Washington, D.C. If they had not been defeated, it would have meant foreign ships carry­ ing virtually all of our ocean cargoes and also much of our inland cargo. Can you imagine a foreign-flag vessel with a foreign crew carrying petroleum from Texas way up to Chicago? "Well, I can't because that would mean I'm out of a job. "Is it right to take millions of dollars out of our economy just to benefit big business interests? No, it is not. And, that is why we should support our politi­ cal arm—SPAD. "If the money is there under guidance and with our full support behind it, we won't have to worry as hard about ef­ forts to amend the Jones Act. . . . Be­ cause then we can meet it head on, and on equal terms. And, the day will never come when we see a foreign-flag ship carrying our goods in our country." Seafarer Ben Davis has been ship­ ping with the SIU for 22 years and last month he completed all of his engine endorsements for his QMEDany rating. He was determined to secure the rating because "without it, it would be only a question of time before I would be swept under the rug and forgotten." Seafarer Davis, who is 58 and ships out of the port of Houston, was deter­ mined to achieve the QMED rating because he understood that "it will only be a few more years when you're going to have to have the rating to sail aboard the new ships that are the future of the industry and our Union." Speaking of the training he received at the Harry Lundeberg School, he said: "Nowhere else could you find the education and instruction you need to get this rating, and nowhere else will you find the instructors who will take the time to make certain you pass your examinations." He is now looking forward to ship­ ping out on the new automated vessels to use-the skills he has learned and to take advantage of the higher rate of pay for QMED's. Seafarer Davis began his career at sea as a wiper on the Bents Fort, T-2 tanker. His last ship was the Merrimac (Ogden Marine Transport) where he sailed as fireman-watertender. A native of Staks, La. and the father of two sons, he planned to go to Houston immediately after graduation to ship out as soon as possible. "When I left home for Piney Point," Seafarer Davis said, "I told the family that the only thing I wanted for Christ­ mas was that QMED rating." Seafarers Log �Deck Department Upgrading Quartermaster ' 2. 24 months seatime in Steward Department, six months of which must be as Third Cook and Assistant Cook or; 3. Six months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. 1. Must hold an endorsement as Ablc-Seaman- -uniimited—any waters. Chief Cook Able-Seaman 1. 12 months seatime as Cook and Baker or; 2. Three years seatime in Steward Department, six months of which must be as Third Cook or Assistant Cook and six months as Cook and Baker or; 3. Six months seatime as Third Cook or Assistant Cook and six months seatime as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook and Second Cook and Baker's Training Course or; 4. Twelve months seatime as Third Cook or Assistant Cook and six months sea­ time as Cook and Baker and are holders of a "Certificate" of completion from the Cook and Baker Training Program. Able-Seaman—12 monfhs- -any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 12 months seatime as an Ordinary Seaman or 4. Be a graduate of HLS at Piney Point and have 8 months seatime as Ordinary Seaman. (Those who have less than the 12 months seatime will be required to take the four week course.) 1. Three years seatime in ratings above that of Third Cook and hold an "A" seniority in the union or; 2. Six months seatime as Third Cook or Assistant Cook, six months as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Cook and Baker and Chief Cook Training Courses at the Lundeberg School-or; 3. Twelve months seatime as Third Cook or Assistant Cook, six months seatime as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training programs. 4. Twelve months seatime as Third Cook or Assistant Cook, twelve months sea­ time as Cook and Baker and six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. Lifeboatman 1. Must have 90 days seatime in any department. Engine Upgrading FOWT—(who has only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and have normal color vision). 2. Have six months seatime as wiper or be a graduate of HLS at Piney Point and have three months seatime as wiper, (Those who have less than the six months seatime will be required to take the four week course.) HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING APPLICATION 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30 and have normal color vision). 2. Have six months seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds an engine rating such as FOWT) 1. No requirements. QMED—any rating -Age I Name (Last) I I Address. FOWT—-(who holds an engine rating such as Electrician) Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds only a wiper endorsement) (Middle) (First) a: (Street) -Telephone. (State) j (City) I Book Number ! Port and Date Issued. I I I I tt'i DECK • • • • AB 12 Months AB Unlimited Quartermaster Lifeboatman l/i. —Seniority. j HLS Graduate: Yes • No • I Dates Available For Training I II Am Interested In: I W (Area Code) (Zip) j Social Security # 1. Must have rating (or successfully passed examinations for) FOWT, Electri­ cian Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, and Deck Engine Mechanic. 2. Must show evidence of seatime of at least six months in any one or a combina­ tion of the following ratings: FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, or Deck Engine Mechanic. • • • • • • JRatings Now Held. Lifeboat Endorsement: ENGINE QMED • Electrician FWT • Dk.Eng. Oiler • Jr. Eng. Dk. Mech. • Piunpman • Machinist Reefer Boilermaker • Welder • LNG-LPG Yes • No • STEWARD • Assistant Cook • Cook «& Baker • Chief Cook • Steward RECORD OF SEATIME — (Show only amount needed to upgrade in rat­ ing checked above or attach letter of service, whichever is applicable.) RATING HELD SHIP Welding 1. Must hold endorsement as QMED—any rating. DATE OF SHIPMENT DATE OF DISCHARGE LNG/LPG Program 1. Engine personnel must be QMED—^Any Rating. All other (Deck and Stew­ ard) must hold a rating. Steward Upgrading Assistant Cook 1. 12 months seatime in any Steward Department Entry Rating. 2. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimum of three months seatime. CookandBaker I I I PORT I j SIGNATURE. I -DATE. RETURN COMPI.ETE APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 1. 12 months seatime asThird Cobk br; April 1974 ' f' Chief Steward Able-Seaman—unlimited—any waters 1• Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 36 months seatime as Ordinary Seaman or AB—12 months. 1. No requirements. • ..J !• Page 31 i;. r-r. 'i''' �1 SEAFARERS LOG OFFICIAL PUBLICATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO The American Labor Movemenf Continues Its Fight •H! .{ i' iS' - if -I fi f•• t' !' »; t \^ 11 ;t 'f l i To get where we are today, the American trade union movement has had to fight all the way—and fight against overwhelming odds, sometimes seemingly insurmount­ able. Our fight was not for a better life but for life itself—and on too many occasions, American workers ac­ tually lost their lives to militia, police and strikebreakers' bullets as they walked the picketlines. In the early days of the movement, our opposition was front and center, the all powerful companies—but at the very least we knew who we had to fight. At one time, these companies wielded so much influence that upon their request, mayors, governors and even presidents called out the mili­ tary and police to break a strike. In addition, the government made little or no attempts to regulate the strikebreaking activities of the com­ panies who hired armed scabs to do their work. The result of these strikebreaking attempts were always the samemen and women lay dead or wounded in the streets, and the American worker as a whole continued to suffer. For instance, in 1877 when the American labor movement was weak and in its infancy, state militiamen opened fire on striking railroad work­ ers in Baltimore, killing 12 and wounding scores more. The strike was broken, and the workers were forced to take substantial wage cuts from an already unbelievably low wage. In a similar incident in 1914, fed­ eral troops fired indiscriminately into a crowd of striking Colorado mine workers killing 33 people and wound­ ing hundreds. The troops and com­ pany hired guards then drove the majority of remaining strikers out of the state and warned them not to come back.'And to top it off, they ushered the editor of a Colorado newspaper, friendly to the strikers, out of the state after devastating his offices. The American merchant seaman also suffered greatly through these hard times. His lot was little better than a slave. He was subjected to intolerable shipboard conditions which included strenuously long working hours, in­ discriminate beatings by the ship's officers, and dank, stinking, crowded foc'sles for living quarters. Almost unbelicably, the seaman was tossed in jail without trial if he attempted to quit his job aboard ship. Once when threatened with im­ prisonment for his union activities, Andrew Furuseth, founder of the maritime labor movement, flatly state: *^ey cannot put me in a smaller room thai£ 1 have always lived In. They cannot give me plainer food that I have always eaten. They cannot make me lonelier than I have always been." The merchant seaman, as did workers in America's many other industrit":, slowly made progress in the uphill fight for a liveable existence. However, violent strikebreaking continued to be a part of the Ameri­ can labor scene. As late as 1934, seamen and long­ shoremen were shot down by police and national guard, and many others were wounded as they struck the San Francisco waterfront. Despite tragic losses such as these, the labor movement did not allow itself to be destroyed. Through conviction of our beliefs and 100 percent solidarity among the working force, we won victory after victory. Wages regularly increased, work­ ing conditions continually improved, the work day steadily shrunk, and other benefits, such as pensions and vacations, were instituted—and the American worker was finally reaping some real benefits from his sweat. In a relatively short time the Amer­ ican labor movement has grown from a few abused railroad workers walk­ ing a picket line to an overall mem­ bership in the AFL-CIO of 14 mil­ lion workers strong. However, there is still a great deal of opposition to trade unionism in this coimtry. Our enemies are no longer the strikebreakers' bullets, but the threat to our livelihoods is just as serious. The opposition goes under several names—the National Right to Work Foundation, Americans Against Union Control of Government, and the Public Service Research Council. Their weapon is propaganda in the form of letters sent to millions of Americans accusing unions of illegal political actions. The letters solicit funds for the or­ ganizations' campaign to enact legis­ lation on both a national and local level which would undermine the labor movement. The contributors to the fund are invariably large companies, like the oil industry, and the rich—those least in need of the protection and security provided by trade unionism. However, these organizations also solicit from workers and ask them to donate anywhere from $5 to $75. In their accusatory letters, the. Right to Work forces claim that unions "flagrantly use compulsory union dues for political purposes." This could not be further from the truth, because federal legislation pro­ hibits the use of one penny of union dues for political campaigns. Each dollar given by a union to a candidate for office comes from voluntary contributions by the members. And who's kidding who about po­ litical contributions? The same supporters of the Right to Work forces yearly donate mil­ lions to political campaigns for their own purposes. The letters to the public also claim that unions "have no regard for your interest as a taxpayer." The AFL-CIO has 14 million members—all taxpayers—and that tax money makes up a good percent­ age of both the federal and local gov­ ernments' revenues. The supporters of the Right to Work forces, the big companies and the wealthy, by manipulating tax loopholes, each year avoid paying the fair share of the tax burden. Who really has the interest of the taxpayer at heart? We must fight these anti-union forces in their own ballpark through the legislative process—and by supporting those legislators who have the best interests of the Ameri­ can worker in mind. We as Seafarers can do our part by contributing to this Union's political arm, SPAD. These contributions not only help us gain new job opportunities and stronger job security, but also help us preserve the many victories we have worked so hard over the years to achieve. We in the American labor move­ ment must not sit idly by as these anti-union organizations work to our detriment. Support SPAD—it supports you. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource March 1974 Description An account of the resource Headlines: COMMITTEE APPROVES BILL TO IMPORT OIL ON U.S. SHIPS HOUSE, SENATE READY TO MEET ON PENSION BILL IBU OF PACIFIC HOLDS THIRD ANNUAL CONVENTION CONFERENCE REVIEWS MARITIME PROGRAMS AND POLICIES NAVY TAKES OVER FALCON TANKERS SIU OF CANADA GETS BEST CONTRACT EVER NMC NOTES PROGRESS ON INDUSTRY PROBLEMS TH ESIU FILES CHARGES AGAINST SABINE TACTICS WEISBERGER, OTHER OFFICERS RE-ELECTED BY SUP MEMBERS LUNDEBERG SCHOOL HOSTS FRONTLASH TRAINING INSTITUTE THE TOOLS FOR LEADERSHIP FINANCIAL COMMITTEE STEWARDS, STEWARD/COOKS PLAY VITAL ROLE ON SHIP MARITIME BUDGET FOR 1975 SUBMITTED TO THE CONGRESS ENERGY OFFICE SET UP IN FMC APPEAL TO SUPREME COURT SHIPPING SEASON KEEPS EXPANDING NMC INFORMATION FORUM DRAWS 500 AREA SHIPPERS UIW CONTRACT NEGOTIATIONS SEAFARER'S KIN AN OPERA SINGER SEAFARER SAVES SHIPMATE SIU PENSIONER TORRES WORKED MORE, NOW HE ENJOYS MORE GETS DIESEL AND STEAM CHIEF ENGINEER LICENSE SIU MANNED LASH CONTAINERSHIP BARGE CARRIER DELTA MAR PAYS OFF IN THE PORT OF NEW ORLEANS OIL IMPORTS - NOW IS THE TIME SIU-MANNED ULTRASEA SAILS ON MAIDEN VOYAGE MEMBERSHIP MEETING IN PORT OF HOUSTON AGREEMENT BETWEEN U.S. AND RUSSIA PROVIDES MANY JOBS FOR SEAFARERS RIO HAINA - FINE, LITTLE SHIP SEAFARER BLATCHFORD GETS HIGH SCHOOL DIPLOMA HIGH SCHOOL PROGRAM IS AVAILABLE TO ALL SEAFARERS IBERVILLE VISITS GULF BEFORE FAR EAST RUN LUNDEBERG SCHOOL GRAD LEARNS A LOT; GIVES AND RECEIVES PRAISE ON FIRST TRIP GRADUATE TALKS ABOUT SPAD ACHIEVES QMED AT 58 THE AMERICAN LABOR MOVEMENT CONTINUES ITS FIGHT Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 4/1/1974 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVI, No. 4 1974 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/c462e5c207fa37ed36d948d57f6f7bb5.PDF 5385c8a21c184e80bb4184f576b56b33 PDF Text Text SEAFARERS ! i. • hi ''' t 'li ^JtSS'"£on(,M«( fterf ea i' 1-1 ( ^££Si2-iSS^ "s- H. Lee White i '.' li •>,i ' *• f| n •r 1 •^'a-'atteais.iuow n �t On Thursday, Mar. 14. SIU President Paul Hall testified before a subcommittee of the House Merchant Marine and Fisheries Committee in support of oil cargo preference legislation for U.S. flag ships. (See story on Page 3.) The article reprinted below, which appeared in the Mar. 15th Journal of Commerce, shows that the national news media is giving extensive coverage to this important bill. Following the story are the reactions from subcommittee members to President Hall's testimony. ®Iftgtfurmilijf gfummcm AND COMMERCIAL NEW YORK, FRIDAY, MARCH 15,1974 to Merchant Fleet MOBISON WASHINGTON Paul tBall. head of Che Seaferers' International Union (SIU), In ?; a stinging attack on international oil companies, wants U. S.-flag tankers givii^' a ishare of this countiy's petro­ leum imports, and right now, Mr. Hall, who is also presi­ dent of the AFL-eiO's Mari Jtiine ad mits that U. S.-flag tankers are so few they could probably 'ck up only half of the initial per cent of imports asiign«i them under pending _ (lation. However, he >ams there Cfi^d be no delay in the legisslation or it.« impionientation, g ds Gulf Oil urgi^ last we^. To IMit off implenoentatkHt for five yesrtj, as Gulf urged,, would discourage inveskors. and "wipe out the U. S.-iiag merchant marine," he said. He claimed that would occur because it would give the ol companies time to "bring in all their foreign-buUt, foreignflag ships under the U. S. flag to compete with V. S. tank ships." In what was likely the con­ cluding testimony before the House, merchant marine sub­ committee, Mr Hall said yes­ terday ihat "current national i and international events ihake it imperative that this enef^ consumers and taxpayers," he transportation legislation be insisted. (quickly enacted into law." Mr. Hall indicated he pre­ Again it was stressed that a ferred to stick to the terms of preference requirement, the present bill and not inwhich would rise Ao 30 per c r e a s e the percentag<» of •cOTt in 1977, would provide the ma!>-be extend its provisions (o U, S. Government — since other fuels, or cargoes, per­ rates of U. S, carriers under haps liquified natural gas. fhe bifi would have to be Such steps might jeopardize jwlged as "fair and reastaichances of passage arid if that aWe^' ---• irifh a amending process begins tanker costs for the first time. "we're going to lose the whole Mr. Hs®l made no direct thing," he said. claims that- if In tearing into the oil com­ "cheaper" exactly to use U. S. panies—Which have opposed flag ships — traditionally the measure — Mr. Hall said b baiM and "I rather suspect they're mak­ opeiate — btn he did claim a ing a real fat profit <w» trans­ "savings fwr the American portation." peOf^e" in terms <d: 1.. . . Thousands of Jobs lor He also took a swipe at the American workers on board state deparimeru and espe­ ^Ipa, in ^%>yards, and in ser- cially its maritime specialists. vice litdustries." "They've alwaj-3 been ready 2. Reduction of the "deficit to conceed U. S, shining to in the ocean transportation the chopping bioric," he as­ segment of our balance of serted. ilfti payments" and thereby "help stabilize the dollar,..." He said the 1970 act, whichextended construction and op3. GenecatUig more tax ddcrating subsidies beyond to "reduce the heavy burliners to dry and Jiqijid hulk den the American worker earriersi had enable U, S. presently bears due to the tax merchant JHeet to make "sig­ avoidance of the oil comnificant strides. . . . panies." Even if the rate tw U. fl."However, the Merchant flags should rise well above Marine Act of 1970 was riot in­ world rates, "the difference tended to be and must not be will not be enough to caiicei considered as the only solution out the direct and indirect to rebuilding the Merchant money benefits to American Marine. Since the passage of the act, it has become all too apparent that the availability of cargo is essential to the sur­ vival and growth of the Mer­ chant Marine" Warning In OK»sition by the admmistratlon and the oil companies of "retaliation" by foreign countries should the preference bill pass was tagged as "lAony". The oil companies, he claimed, by using this argument "are deliberately at­ tempting to mislead the com­ mittee" and when they "speak of retaliation they are talking about themselves. They are threatening the United States with a cutoff of something vi­ tal ly needed by this country if Congress enact legislation which affects the world of shipping..,." Otiiets EsveToUcies Other countries already have such requirements or poUcies, he argued, and "I don't know of any situation when the oil compaiHes have vigorously oi^sed cargopreference measures la other naiions." He accused the oil com­ panies of trying to "reserve for themselves" and their for­ eign ships "that share of our oil imports that should be car, ricd by the U. S. merchant marine. They are wiiMng to ; apportion our trdde among 'hemselves and the exporting nation. Yet they argue that!? our fleet must stand aside carry nothing except the worthless banner of 'flee v trade'." :: 'EffecttveOontrol' Like other proponents of thd^ bill, Mr. Hall ripped Into the so-called "effective control"^' policy of the U. S, Governl ment under which U. S.-ownedf foreign flag sh^ are to be made available to this country In an emergency. By refusing to fuel the U. S. fleet during the recent Mideast fighting — although the companies claimed the fleet was fueled from nonMideast sources — Mr. Hall said; "No explanation can cloud the fact that the mul­ tinational pH companies did yield to a demand made by foreign government against the United States. They showed that their real alle­ giance was to the balance sheet, not to the United States." There was no immediate indication how soon the subcom­ mittee may move with the sensitive legislation. Its chairman. Rep. Frank M. Clark, DPa., called the bill (HR 8193) the "most imponaat maritime ' legislation since the 1963 Mer^ • chant Marine Act" which es^ « tablished the present subsit^ l •(programs. •.-.i:-;::.;, rU(|: Comments of Subcommittee Members Below are the reactions of the subcommittee members to Paul Hall's testimony as taken from the official transcript of the last day's hearings. Cong. Frank Clark, (D-Pa.), Sub­ committee Chairman "Thank you very much, Mr. Hall, for an excellent statement, and 1 agree with it 100 percent." Cong. Mario Biaggi, (D-N.Y.) *7 think it is high time that Amer­ ica adopted a similar view (cargo preference), and I could not con­ cur more with your comments, and I feel very strongly about the bit of legislation as a single first step .. .1 would like to once again congratulate you, and 1 am hope­ ful that the Committee will report the bill, and even more hopeful the Congress will pass it." "I want to congratulate Mr. Hall for a most comprehensive state­ ment." Cong. Gene Snyder, (R-Ky.) "1, too, would like to congratulate Mr. Hall for his statement." "... I am not suggesting that it [the requirement in the bill] ought to be less. As a matter of fact, in my mind, and without any basis in fact, 1 feel like maybe it ought to be a higher figure. "We did have 50 percent in the proposed legislation." Cong. Trent Lott, (R-Miss.) "Mr. Hall, 1 want to thank you for coming here and making this very fine and devastating statement this morning." "I have been very much concerned all along about effective control, and most of my previous questions have been directed at that. "I want to thank you for your re­ marks in that regard, and they cause great concern, particularly your mentioning this Executive Order of the President of Liberia, that really bothers me, that they would take that attitude, and what attitude they might take in the fu­ ture bothers me." Cong. Paul Sarbanes, (D-Md.) "1 was particularly interested in this theme here that we must re­ member that when we talk about who controls the cargo of oil im­ ports we are talking about the mul­ tinational companies, and the fact, as you point out, that what the companies are really trying to do is to reserve for themselves, for their foreign flag fleet, that share of our oil imports that ought to be carried in the U.S. merchant ma­ rine." "Mr. Hall, I want to thank you for a very forthright, and a very per­ ceptive statement." Cong. Peter Kyros, (D-Maine) 'Why are the oil companies so vio­ lently opposed to this legislation? Why?" Mr. Hall: "They want to run their own little private world." Cong. Gerry Studds, (D-Mass.) "Your testimony, and that of the last two days, has been devastating to the opposition of this bill. Thank you very much for your fine testimony, Mr. Hall." Change of address cards on Form 3579 should be sent to Seafarers International Union. Atlantic, Gulf, Lakes and Inland Waters District AFL-CIO fives New Yor.'v' 11232. Published monthly. Second Class postage paid at Brooklyn, N. Y. Vol. XXXVI, No. 3. March 1974. ' ' Page 2 A « Avenue, Brooklyn, Seafarers Log \ �House Hearings Conclude: Hall Urges Congress Require US.Ships in Oil Import i -y I , li S!U President Paul Hall testifying Mar. 14 before a subcommittee of the House Merchant Marine and Fisheries Committee on the importance of congressional passage of oil cargo preference legislation for U.S.-flag ships. WASHINGTON — SIU President Paul Hall urged Congress "to act speedily and favorably" on legislation that would require a share of U. S. petroleum imports to be carried on American-flag tankers. Testifying as the final witness before the Merchant Marine Subcommittee of the House Committee on Merchant Marine and Fisheries which is consider­ ing H.R. 8193, Hall said that passage of the bill would "guarantee" the growth of the American-flag tanker fleet. He said that the national interest demands passage of the bill. "...Ameri­ ca's need for such legislaticm is greater than ever before. Current national and international events make it imperative that this energy transportation legistion be quickly enacted." The SIU official asserted that in the development of an adequate merchant marine, the 1970 Merchant Marine Act was "not intended to be and must not Ije considered as the only solution to rebuilding the U. S. merchant marine." He described ^.R. 8193 as "much more than a merchant marine bill." Passage of the legislation, which would require 20 per cent of all oil im­ ports to be carried on U.S. ships in­ creasing to 25 per cent in 1975, and to 30 per cent in 1977, Hall said, would result in "savings for the American people" by: 1. "Creating thousands of jobs for American workers on board ships, in shipyards, and in service in­ dustries." 2. Reducing the "deficit in the ocean transportation segment of our bal­ ance of payments" and thereby "help stabilize the dollar." 3. Increasing "America's tax reve­ nues by increasing the amount of money paid to the U. S.Treasury by American workers and Amer­ ican companies building and op­ erating American-flag ships."" 4. Providing the "benefit of a cost March 1974 monitoring system in tanker trans­ portation," because the adminis­ tering of the law would be under the supervision of the Secretary of Commerce who would deter­ mine the fair and reasonable cost of American-flag tankers available for carriage of the percentage of oil imports which would be alloted to U. S. tankers. / Attacks Oil Companies Hall strongly attacked the arguments of the oil companies who are the "prin­ ciple opponents" of the legislation and who find foreign-flag shipping "a most effective tax shelter". Repudiating the oil companies claim that the bill would result in retaliation by foreign govern­ ments, Hall told the Committee that this is "a deliberate attempt to mislead the Committee." He cited a long list of similar requirements for the carriage of imports and exports by foreign nations requiring the use of their own flag ships and asked where the oil companies were when these nations set up their cargo preference requirements. Hall warned of the danger that lies in depending on oil company-owned Liberian and Panamanian flag ships to respond to U. S. needs in an emergency. Noting that the oil companies justi­ fied their expenditure of U. S. tax dol­ lars on the development of foreign oil that was supposed to be available to us, he said "there is no factual basis for believing that foreign-flag tankers are any more under the control of the United States than is foreign based oil which has been denied us and used as a political and economic weapon against us." Effective Control Myth He recalled to the Committee that statements by witnesses from the Amer­ ican Petroleum Institute and the Fed­ eration of American Controlled Ship­ ping clearly showed "that the so-called effective control fleet cannot be relied upon to respond quickly to our nation's needs." The Federation of American Controlled Shipping, formerly called the American Committee for Flags of Ne­ cessity, consists of major American oil companies operating foreign-flag ships. Hall cited as evidence of the falseness of the "effective control" theory the action by Liberia in banning ships under its registry to carry arms to the Middle East. He also attacked Aramco for bowing to the orders of Saudi Arabia in denying fuel to U. S. miUtary forces against the best interests of the U. S. The SIU President said there is no relation between the cost of operating a vessel and the price charged for trans­ porting oil on that vessel. He stated that "testimony before this Committee when similar legislation was being considered in 1972 proved conclusively that the price charged consumers for petroleum products was not related to the rates charged for carrying the oil." Cost Monitoring System H.R. 8193 will "give the American people for the first time, the benefit of a cost monitoring system in tanker transportation which will insure that only justifiable and necessary costs are passed on to the consumer." kinder this bill, the Secretary of Commerce would first have to deter­ mine if the rate being charged by a U.S.-flag tanker is fair and reasonable before it could carry oil under this leg­ islation. "On the other hand," he said, "oil industry shipping information, like all oil industry statistics, is incomplete or unavailable." Hall said there is "no need to clutter this bill with amendments," as proposed by Gulf Oil, the purpose of which is to "delay and subvert this legislation." He told the Committee the entire AFL-CIO "is firmly in favor of this leg­ islation as a matter within and crucial to the best interests of the United States," a position that he said was re­ affirmed at the Februar>' AFL-CIO Executive Council meeting. In Support During the hearings on H.R. 8193 which began on October 9, 1973, those testifying in support of the legislation were: Paul Hall, President of the SIU; Jesse Calhoon, President of the MEBA; Stanley H. Ruttenberg, President, Stan­ ley Ruttenberg and Associates, Re­ search Economists; Shannon J. Wall, President of the NMU; Norman Polmar, United States Editor of Jane's Fighting Ships; Alfred Maskin, Execu­ tive Director of the American Maritime Association; Joseph Kahn, Chairman of the Board of Seatrain Lines, Inc.; Her­ bert Brand, President of the Transpor­ tation Institute; Rear Admiral Albert C. Mumma, U. S. Navy (Ret.), Chair­ man of the Commission on Ameri­ can Shipbuilding; Stanley Powell, Jr., Chairman of Ship Funding Interna­ tional, and member of the Commission on American Shipbuilding. In Opposition Those testifying in opposition to the bill were: Philip J. Loree, Chairman of the Federation of American Controlled Shipping; William Blackledge, Execu­ tive Vice President of Gulf Oil Trading Company; American Petroleum Insti­ tute (appearing for this organization were James Kinnear, Senior Vice Presi­ dent of Texaco, Christopher Carven, Transportation Operation Division of Exxon and Thomas Wyman, Manager of Maritime Relations for Chevron Oil Company); W. H. Krome George, President of Alcoa, member of Com­ mission on American Shipbuilding; Dr. William A. Johnson, Special Assistant to the Deputy Secretary of the Treas­ ury; Paul H. Riley, Deputy Assistant Secretary of Defense; Raymond Waldmann. Deputy Assistant Secretary of State for Transportation and Telecom­ munications; Duke R. Ligon, Director, Office of Oil and Gas, Department of Interior; Robert J. Blackwell, Assistant Secretary of Commerce for Maritime Affairs. Page 3 - r'1 'i �J Organized Labor and Political Action The participation of the membership of the SIU in political action drives to the heart of the survival of our Union and our industry, and to the guts of the job security of every member of this organization. Participation means active support through voluntary contributions to SPAD (Seafarers Political Activities Donation). Political action through membership donations is not unique in the American Labor Movement. The majority of the major unions within the AFL-CIO have political action arms which are sup­ ported by their membership — and nearly every union participates in the national, state and local political activ­ ities of the AFL-CIO Committee on Political Education (COPE) through the voluntary donations of their mem­ bers. The Machinists Union have their Non-Partisan Political League, the Na­ tional Maritime Union has its Political and Legislative Organization on Watch (PLOW) and the Steelworkers, Building Trades, Electrical Workers, state and local government workers—^and many others—all maintain membership-sup­ ported political action organizations. $ ^ SEAFARERS POIITICAL ACTIVITY DONATION Date. B 10001 Contributor's Name S.S. No. SPAO Is a separate segregated fund. Its proceeds are used to further its points and purposes Including, but not limited to furthering erin the bolltlcal, 40Cl4il* and economic Interests of Seafarer seamen the preservation and furthering of the American Merchant Marine with improved employment opportunities tor se.imef> and tne advancement ement of trade unlor union concepts, in connection with such objects, SPAD supports and contributes to political candidates to. for elective office. — All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, tinanc^i reprisal, or threat of such conduct, or as a condition of membership in the Union (SlUNA AGI.IWD) or of employment. If. a contribution is made by reason of the above improper conduct, notify the Ssafarers Union or .PAD SPAD at the above autireSS, certified mail within thirty days of the cijhtributlr.n for investigation and appropriate action end refund, if involuntary. Support SPAO to protect and further your economic, political and social Interests, American trade union concepts and Seafarer seamen. (A copy of our report filed with the appropriate supervisory officer is (or will be) available for purchase from the Suiserintendent Qf Documents, U.S. Government Printing Office. Washington, O.C. 2040?.) $9110^ Signature of Solicitor 1974 But in no other industry is this par­ ticipation in political action more urgently needed than in maritime. And no other membership other than the Seafarers of the SIU understands this need so well and no other membership is responding to this need with such whole-hearted support. AFL-CIO Opposes House Committee Change The AFL-CIO has announced op­ position to a proposal that would elim­ inate the House Merchant Marine and Fisheries Committee, El a statement issued during its recent quarterly meeting in Miami, Fla., the AFL-CIO Executive Council scored the proposed restructuring of Committees of the House of Representatives, con­ tained in the draft report of the House Select Committee on Committees. SIU President Paul Hall, a vice presi­ dent of the AFL-CIO and a Council member, participated in the session. The Council said that "the preliminary report of the House Select Committee leaves much to be desired," with a major State. city. Address drawback being that it "destroys some old relationships between established committees and legislative functions vital to our membership." In its criticism of the proposed elimi­ nation of the Merchant Marine and Fiaheries Committee, the Executive Council noted that the functions of that committee would be absorbed by other congressional committees "despite the great and increasing importance of marine transport, ocean food harvest­ ing and mining." These are areas, the Council statement continued, "in which the Merchant Marine Committee is ex­ pert and has done yeoman work for the nation." Port Sailors are the most federally-reg­ ulated workers in the nation and the maritime industry itself is subject to the regulations and laws of more federal agencies and Congressional committees than any other national industry. "Politics Is Porkchops" is much more than a slogan to Seafarers. It is an awareness that our very livelihood depends upon our constant vigilance in Washington. No American worker needs an effective political action pro­ gram as much as the seaman. What we have achieved, we have achieved through political action—the Merchant Marine Act of 1970 which has revitalized the American-flag mer­ chant fleet and increased the job security of American seamen; preservation of the Public Health Service hospitals which insures quality medical care for seamen, and the funds to support these programs; and passage of the TransAlaska pipeline bill. But all that we have achieved could be lost by the stroke of a pen or a Con­ gressional vote. Equally urgent is that there is still much more to be done. While we are in the midst of a fight in Washington for passage of the vital oil import quota bill, we arc being attacked on the Jones Act by the giant oil and grain lobbies, and our job security is being threatened by an attempted "loop­ hole" takeover of our ships by the Navy. No union that engages in political action for the job security of its mem­ bership—whether it's the SIU, the Auto Workers, the NMU or any other labor organization — can use funds from union dues for this activity. Every union must depend upon the voluntary sup­ port of its membership. While other labor organizations should and do engage in political action, !he SIU of necessity must be fully com­ mitted. The livelihood and future of the sailor and his family depends on a strong and effective political program. Membership support—through vol­ untary donations to SPAD—will dem­ onstrate to those who would destroy us that we not only fully committed to preserving our job security, but that we are united. Quarterly Financial Committee Money Due The SIU has secured partial reimbursernmt jor the following Seafarers from the bankrupt George T. Bates and Co. The men listed below have sailed on either the SS Cortland, SS Whitehall or the SS Bowling Green. If your name appears on the list please contact Union Headquarters at 675 Fourth Avenue, Brooklyn, N.Y. 11232. Further notices will appear In the LOG when the Union succeeds In se­ curing more payments. Frank Caparelli Stanley L. Morris Arthur F. Backstrom, Jr. Manuel C. Noble Mervin O. Brightwell Donato C. Penaredondo Robert J. Coliantti Henry S- Rudio Claude E. Dick Mohsen M. S. Algahmi Michael T. Doherty James R. Smart Julio Dominguez Gregorio A. Vergara Ramon M. Feraci James H. Wallls George L. Kelly Joseph A. Ferro John H. Kennedy Jacob Fritzler Corbit J. Kyzar Michael Abshire George E. Major Clarence E. Anderson Willis G. McClinton Jerry T. Breland Bernard M. Neill Carl Alex Brill Reginald Paschal Daniel Clement Guy D. Reagan David Collins Derrell G. Reynolds Richard Leroy Coons Jay R. Sanchez Earl C. Gilbert Charles Scott Charles H. Jones James M. Toone Farley Joyner Harold Kohn BrittonD. TurnerJames MacDonald Joseph W. Waite Robert S. Wolfe R, E, Gatica Pacheco Abdurrub M, Awadh Jimmy L, Pennebaker Page 4 Carl A. Bean Frank A. Bolton Mariano B. Dolores Grady W. Faircloth Bruno G. Garrino Louis W. Hachey Aleksander Hallik Engelbert E. Lenz William L. Ingeberg Gary R. Jensen Fletcher J. Johnson Oliver F. Loveless John J. McGarrity Jack D. Smithey Mack Stratton Gordon D. Wheeler James A. Winget Raymond R. Womack J. W. Workman Klaus Braver Arthur A. Theriot Nikolaos Zervos Emmanuel Flamourakis Raymond E. Patten Benford E. Harris The SlU's Quarterly Financial Committee, elected at the February Head­ quarters membership meeting, check ever the Union's financial records for the third quarter of 1973. The committee members are, clockwise from left: Guy DeBaere, Nicholas Damante, Jasper C. Anderson, Thomas Maley, Pete Drews, Jose Aguiar, and Jim Gclder, San Francisco Committee The 613-foct long ccntainership San Francisco paid off in Port Elizabeth, N.J. on Mar. 3 after completion of a Mediterranean voyage. The San Franc/sco committee members are, from the left: Julius Lagyi, steward r. h director; B. Weinberg, ship's chairman; Robert Campbell, secretary-reporter, and N. Mastrogiannis, deck delegate. Sfhifh^m ^^"^^ded for container carriage in 1963 at the Bethlehem Steel Yards in Baltimore. Seafarers Log �AFL-CIO Forms New Organizing Dept. The AFL-CIO Executive Council at its quarterly meeting in Miami, Fla. last month, approved the selection of Alan Kistler to head the federation's new De­ partment of Organizing and Field Serv­ ices which will coordinate all AFL-CIO activities at the regional level. Kistler had served as assistant direc­ tor of the former Department of Organ­ ization since 1962, He was named to his new position by Federation Presi­ dent George Meany, but the appoint­ ment required approval by the Execu­ tive Council. Donald Slaiman was named deputy director of the new department. He had been director of the Department of Civil Rights since 1964. The federation's organizing commit­ tee, headed by SlU President Paul Hall, who is a vice president of the AFL-CIO, submitted a report to the Council on the implementation of the new system. The plan will bring the coordinator of state and local central bodies into the new department. The 18 former AFLCIO regions will be consolidated into eight regions, and directors will be chosen for "ability to perform as gen­ eral representatives of the full range of AFL-CIO interests and policies." The new department was created in August 1973 in order to expand and reorganize the Department of Organi­ zation. It was created by the Executive Council and ratified at the October 1973 AFL-CIO convention. In a statement to newsmen, Meany said that the new department would "act as a coordinating force throughout the country . . . just as the AFL-CIO itself acts as a coordinating force in Washington, because state federations and city central bodies are really an ex­ tension of the AFL-CIO locally." •f Recently appointed director of the AFL-CIO's new Department of Organization and Field Services Alan Kistler (center), speaks with the deputy director of his department Donald Slaiman (right), and SlU President Paul Hall. Hall, a vice president of the AFL-CIO, is chairman of the federation's Organizing Com­ mittee. SlU Doubles Support in Sabine Fleet; Fluke Blocks Win in NLRB Vote Support for the SlU among crewmembers of the Sabine Towing and Transportation Company has almost doubled, results of the second repre­ sentation election on the company's ships revealed. Only an unusually strange set of circumstances prevented the slu from winning the election and blocked Sabine seamen from enjoying SlU representation. As it was, the SlU came very close, receiving 82 votes to the 91 received by the Sabine Independent Seamen's Asso­ ciation—a company union. The Na­ tional Maritime Union, which inter­ vened in the election after the SlU peti­ tioned for a ballot, did not receive a single vote—despite the fact that 14 or 15 of its retired members reportedly were aboard the Sabine ships. As announced by the National Labor Relations Board, which_conducted the vote on Sabine's seven tankers, the re­ sults were: SISA (Company Union)—91 SlU — 82 NMU— 0 Tht^ now can tale «fiy «mpl^^ iimslttding shipboard jo^ as lo^ as file job is not one lor which fiie mnpk^r must make contributions to the Sea Pension Plan. (Amendinmnt No. 7S-5—^ Article IV; Section Any pensioner now under sus­ pension beOmise he is working at em^oyment. previouidy prohibited but now permitted under the new rule phMild appl^ to th^^ reinstatepsei^ of his pensiim. JULY, 1973 There was aii error article on Page 3 of the June PILOT headed, "Union wins new safeguards for seamen, rerees." : In a summary of amendments the Pension Plan, under No., 1, the article stated that "They (service pensioners] now can j .take any employment, including| pboard jobs, tts long as thi is not one for which the I ployer must make contributions to the NMV Deep Sea Pension In the first election held seven years ago among the Sabine seamen, the SIU 'ten." received half the votes it received in this The language in italics is not election. correct. It should read: "as Although the NMU conducted an long as the job is not aboard a official organizing campaign and its port vessel covered by any collective agents ^d organizers visited the Sabine bargaining agreement of the ships, distributed literature and talked NMU." to crewmembers, not even the retired This would mean any employ­ NMU members who continued to re­ ment with deep sea comp.anies ceive their NMU pensions while work­ under contract to NMU would ing on the Sabine ships cast votes for the be prphifeited. However, employ­ NMU. (The NMU changed its pension li# ment with other companies or rules last year to allow retired members on government ships would be to sail aboard non-NMU ships while •YYY-.:'V : continuing to get pension pay.) REPRINTED FROM: J' mm JUNE, 1973 The -Union has reached agreement with deep aea operators on several amendments to tte Pension regula­ tions providing added safeguards tor seamen and p«^^ 1. The right of service pensioners to work after retirement without loss of Infoniiation made available to the Union points to the fact that pensioned NMU men working the Sabine ships had been instructed to vote for the com­ pany union as a means of keeping the SIU from being designated bargaining representative for the Sabine seamen. If the 14 or 15 NMU retirees reported aboard had voted for the NMU, that would have giveji the company union 14 or 15 less votes and a total of 76 or 77. Thus, with the SIU getting 82 votes, a run-off election would have been nec­ essary. The information provided the SIU revealed that the NMU pensioned members had- been given employment on the understanding that they would vote for the company union. But the real concern among true union seamen is that such a tactic "uses" retired sea­ men against working seamen who need the jobs, and allows them to serve as a threat to the job security and conditions of union seamen. In any case, the strategy worked to the benefit of the company employer and to the disadvantage of the seamen involved. On tlie basis of the heavy increase in support for the SIU amon<T the Sabine tankermen, and in response to urging by Sabine crewmen, the Union is pre­ paring for a new campaign to give the Sabine men true union protection and representation. One hundred and seventy two objec­ tions against the company for miscon­ duct in the election were filed with the NLRB. Hearings on these alleged com­ pany violations will be held in 30 days. SIU of Canada Goes on Strike The SIU of Canada went out on strike against the Canadian Lake Carriers Association Mar. 15 after the refusal by shipowners to discuss wages led to the breaking off of negotiations for a new contract. Union President Roman Gralewicz said that more than 300 union mem­ bers had voted "overwhelmingly" to strike. "I have a clear mandate to hack our demands to the fullest," he said. "The membership gave me authorization and asked that there he no backtracking." The SIU of Canada is seeking a two-year contract with 15 percmit wage increases each year, better working conditions and certain fringe benefits. The biggest stumbling block, Gralewicz said, is the union's aim to scrap the traditional 30-day work month and "bring some simple dignity" to the job. The strike is halting 90 percent of Canadian shipping on the Great Lakes, idling about 268 ships oper­ ated by 17 firms. House Passes Bill to Set Pension Plan Standards WASHINGTON — The House of Representatives has passed a pension reform bill which provides federal standards for private pension plans, and includes a system of insurance against loss of pensions when companies go bankrupt. The SIU supported the House pension legislation, which now goes to a conference committee of the House and the Senate. The Senate previously adopted a differ­ ent version. When the differences are worked out the final version will he brought hack to each of the legislative bodies for a final vote. The House pension bill was sub­ mitted by Rep. John Dent (D-Pa.), chairman of the Labor Subcommittee of the House Education and Labor Committee, and Rep. A1 Ullman (DOre.), of the House Ways and Means Committee. SIU representatives have been in continuous touch with House staff members and with the Union's legal counsel, accountants and actuaries to determine the effects of this legislation on the present SIU Pension Plan. Full details will be published in the LOG as they are compiled by SIU Headquarters. The bill does not require any com­ pany to set up a pension plan for work­ ers but establishes standards for those companies that have such plans. A provision in the legislation recog­ nizes the difference between single em­ ployer and multi-employer plans, such as the Seafarers Pension Plan and those of other maritime workers and building and construction trades workers. Under terms of the legislation, pen­ sion funds will be required to meet cer­ tain standards on funding and vesting. The bill also creates a Pension Bene­ fit Guaranty Corporation to provide reinsurance against the failure of pen­ sion plans. This corporation would be administered under the Secretary of Labor and is similar to the Federal De­ posit Insurance Corporation which in­ sures depositors against bank failures. Page 5 March 1974 i 1 y y. �Bosum R«C0iiincaHdii Progitim CAN IINDERSTAND oar problents^ we can tu$ effectively: #ii>}re tbem. This one iff flie most impoitutt par|KMes iff ffie iUMN»tlb»rtiim Ihi^ twi^ weeks at the SIU Training and Upgrading Center in Pin^ Point and four WMks at Union Headquarter»~-the bosuns are provided wiffi an nnderstmidb^ of the workings and day-tiMiay pndilenis of ffieir Union, the problems conbronting ffte nmritime industry and tiie iinaportance of onr Union's poiitkai efforts in Wasbii^ton. Thui month, 12 more Seafarers--Haiost of thmn v^erans of the earily otthe $IU-~-^mpl<eted the eighth class in &e cunent Bosuns and received ffieir certilcatm at ffie nimber. 4. litis ra&es to 70 the nmidie^ of bosuns Vflio have conipietM the recerttficatkm pri^ram; Tvrelve more bosuns are now in Piney Point in the first phase of their recertification training and 12 are at Headquarters in the second phase. Uie recmtlBed bmams ndwimve a better understanding of the importance of the idl In^rt bill and the Jones Act->-ound how they relate directfy to fliOre ^ilps, more cargo and continued job security for our membership. When the recertified bosuns return to our contracted ships, diey vnHl go abtmrd better equipped to provide the leadership that is the strength of our Union. They wiB have a dei^pmr insight into ffie importance of txainittg to meet the noeds of our rapMly changing industry. Th^ will have an understanding of the serious threats to our Union, the maritime industry and our job security that come from the persistent attacks from Ihe ghuM oS, grs^ and fo the bosuns teD in their own words what the progpram ihas meant to them. What it means to our Union is ttiore effective teadersh^ aboard sIiip--^-leadershlp whidh will provide all of our Seafan^, vi^ a brmider imderstanding of the problems of oitr Union and our ^h^hstiy, and wffl oismo the continued growth of the American merchmff marine as well the shieiigth and job^ni% of our menibmps, •fff < Stanley Bojko Bosun Stanley Bojko became a member of the SIU in November, 1938 when he joined the Union in the port of Philadelphia. He has been sailing as bosun for seven years. Seafarer Bojko served in the U.S. Marine Corps from 1942 to 1945 and returned to the SIU after he received an honorable dis­ charge. He now lives in Alameda, Calif, and ships out of San Francisco. I have been going to sea for 36 years and I can remember the hard times we had—fighting for better food, living conditions, job security and a better way of life. We won the battles, but we can't let our guard down. I learned a very im­ portant thing during this recertification program and it was that our future and our job security depends on our staying alert and fighting through SPAD to make sure that we get more ships and more cargo, and to protect ourselves against foreign-flag operators who are trying to break our backs by killing the Jones Act. Our morning meetings at Headquar­ ters impressed me and taught me a great deal about our Union and our industry. Everyone was helpful and answered all my questions pertaining to the Union. One more thing I must say to our SIU brothers—SPAD is our life and security. Page 6 Joseph E. Ivcyal Seafarer Joseph Leyal joined the SIU in the port of Baltimore in 1955 and was originally certified to ship as bosun in 1962. Born in New York City, he lives in Pennsylvania and ships out of Philadelphia. I found this program to be of excep­ tional interest to me and I am proud to have been a part of it. While at Piney Point, I had the opportunity of visiting the many classes where our future sea­ men are being taught and I was very impressed with the effort they showed in their studies. I must in all honesty say that my trip to Washington and what I learned about our work there opened my eyes —and let me say this, a donation to SPAD is the smartest investment you will ever make in your future. I honestly feel that any of our broth­ ers who get the opportunity to take ad­ vantage of this program should do just that. Raymond W. Hodges Seafarer Raymond Hodges has been a member of the SIU for more than 30 years and has been shipping as bosun for the past 22 years. Seafarer Hodges who was born in North Carolina lives with his wife Lucy in Baltimore. He at­ tended the SIU Educational Confer­ ence in Piney Point in October, 1970. I've been a member of the SIU for many years but I have learned a lot of things about our Union while attend­ ing the Bosuns Recertification Program that I never knew before. That proves to me that you are never too old to learn. I learned about our training and up­ grading programs at Piney Point and why they are so important today be­ cause of new ships and new technology that mean we have to keep up with the times. I also learned the importance of SPAD in not only protecting the job security we now have but also in keep­ ing up our work in getting more ships and more cargo. At Union Headquarters all of the officials and employees were very help­ ful in answering all my questions and explaining the workings of the various departments. Wallace G. Perry, Jr. Seafarer Wallace Perry joined the SIU in 1953. He attended the Andrew Furuseth Training School in Baltimore in 1962. Seafarer Perry also attended the SIU Educational Conference in Piney Point in 1970. He now sails out of San Francisco. I've been asked if this Bosuns Recer­ tification Program was to make us brainwashed, but let me tell you it has sure enlightened me about a lot of things I didn't know about our Union and our industry. For instance, I went to Washington and learned what the Transportation Institute means. It means job security through getting laws passed beneficial to all of us, showing us who our friends and who our enemies are in Congress, and why it is so important that we sup­ port our friends through our SPAD donations to make our Union stronger as the years go by. The training we got also was very helpful, particularly the firefighting training. I've worked with explosives before but I learned something new when I saw how 'ia OB A cannister ex­ plodes when mixed with water and oil. And I've learned more about our contract than I knew before, as well as our welfare program. I feel that now I will be better able to answer questions of my Union brothers who haven't yet had Ae opportunity to go through our upgrading programs. Julio D. Delgado Bosun Julio Delgado joined the SIU at the Beaver St. Headquarters in Man­ hattan in 1946 and has been shipping as bosun for the past five years. He served in the U.S. Army from 1950 to 1952 during the Korean War and re­ turned to the sea after receiving an honorable discharge. Seafarer Delgado lives with his wife Concorcia and his three children Julio, Jr., Milca and Daniel in Ponce, Puerto Rico. I have found out many things about our Union and many changes for the better that are taking place. As for our school in Piney Point, it is giving train­ ing to the newcomers as well as the upgraders and is combining an educa­ tional program with the vocational training. In simple words it is great. I also had an opportunity to visit the Transportation Institute in Washington where our Union works and fights to protect our job security by getting laws passed to get us more ships as well as to battle against foreign-flag ships and those who want to destroy the Ameri­ can merchant marine and our Union. While I was at Headquarters I went through the whole operation and had the opportunity to see for myself how Union matters are handled. When you can see and judge for yourself, you know that the job at Headquarters and in Washington is well done. Leo J. Koza Seafarer Leo Koza joined the SIU in the port of Baltimore in 1945 and has been shipping as bosun and car­ penter for 20 years. Born in Massa­ chusetts, he now lives in Baltimore. 1 have been sailing for 32 years. It has been my way of life and it is what I want to do. The SIU means as much to me as my job aboard ship because without our Union I probably wouldn't have a job. I am deeply impressed with the prog­ ress our Union has made since I have been a member. We have come a long way but we still have a long way to go. If every member will take the oppor­ tunity the upgrading programs offer, then they will see it as it is. Attending the Bosuns Recertifica­ tion Program at Piney Point and at Union Headquarters has opened my eyes to the need for upgrading and the need to support SPAD so we can con­ tinue our work in Congress. SPAD is job security. It means more ships under American flag and it means protection of the Jones Act. These are never-end­ ing battles and we must all participate if we are going to win. Seafarers Log �FoUowIng are names and home ports of the 70 Seafarers who have Wdcc^sfu^ the Bosuns Recertification Program. George A. Burke Hans S. Lee Bosun George Burke, who now sails out of New York, joined the Sailors Union of the Pacific in San Francisco in 1944. Two years later he joined the SIU in New York. He has shipped as bosun since 1965. Seafarer Burke lives in New York with his wife Dominica and a daughter Diane, 16. The Bosuns Recertification Program is designed to be a learning experience because understanding our problems will make us able to work to solve them. In the past two months I learned a great deal at Piney Point, in Washing­ ton and at Union Headquarters that will make my life richer and more complete, and will help to make me more eflfective when I go back aboard ship. The knowledge I gained about our Union, the maritime industry and the importance of supporting our polit­ ical action through SPAD, I can pass on to other Seafarers. Another very important thing I learned is that education is becoming more necessary in every field, includ­ ing the maritime industry. That educa­ tion and training is available to every Seafarer at Piney Point and I would strongly urge everyone to take advan­ tage of it. Seafarer Hans Lee, who was born in Norway, joined the Sailors Union of the Pacific in 1938. In 1957 he trans­ ferred to the Inland Boatmen's Union and sailed towboats between Seattle and Alaska. He joined the SIU in 1960 and has sailed as bosun for six years. Seafarer Lee attended an SIU Educa­ tional Conference in Piney Point in 1971. He now ships out of the port of Seattle. This recertification program is of special interest to me because when I attended the SIU Educational Confer­ ence in August, 1971 I was one of the bosuns that recommended the pro­ gram. I can't think of any other Union that affords the opportunity to its mem­ bers to delve into the innermost work­ ings of their Union to such a degree as we have here at Union Headquar­ ters. We observed how our funds are handled; we saw the tremendous work­ loads in all of the various departments like welfare and records, and we got willing answers to all our questions from officials and staff which helped to enlighten and educate us. And last, but most important of all, I understand better why we must re­ main in Washington and fight the en­ emy in his own backyard to make sure that the Merchant Marine Act of 1970 continues to build ships, that we get more cargo for American ships and that our enemies don't scuttle the Jones Act. Sven E« Janssoh, Pifew York Jacob J. Levin, Baltimore Ewing A. Rilin, New Orleans Alfonso Arma^, Baltimore Jan J. Beye, New York William J. Clegg, New York Burt T. Hanback, New York Robert J. Lasso, Puerto Rico Robert F. IViackert, Baltimore James Gorman, New York Jean Latapie, New Orleans Dennis Manning, Seattle Walter Nash, New York Velkko Pollanen, New Orleans Malcolm B. Woods, San Francisco David L. Dickinson, Mobile Calvain A. James, New Yorit Stanley J. Jandora, New York IJam^ W. Pail^r, W. PuUlam, San C^cisco iSven- Stockmarr,:^w Yoik ; iDavidB. Atkinson, Seattle lEdgar Anderson, Nc^Ycirk iDonald J. Pressly, New York Frank Teti, New York |Rayroond T. Lavoine^^^l^^ sjKaiiBtellman^ Seattle Vernon Bryant, Tampa |Allred H. Anderson, Norfolk iStanley Bojku, Sau FranciscO lAlbert £. Bourgot, Mobile ijulio D. Delgado, New York Richard A. Cbiistenbeiiy^ SanJ^r^cisco EttgehO B. Flowers, New York . Elbert Hogge, Baltimore William R. Kleimola, New Yoilg Alfonso Rivera, Puerto Rico James C. Baudoin, Houston Donato Gianglord^o, FbJladi^iiia Stephen Homka, New York Raymond J. Kholes, San Francisco Fr^ Olson, San Francisco Thomsu L. Self, Baltimore Marion E. Beeching, Houston Walter G. Butterton, Norfolk Donald Hicks, New York Morton J. Kemgood, Baltimore Gaetano M^ttioli, New Ybric Clyde E. Milter, Seattle Edward Morris, Jr., Mobile ^ Ervin D. Moyd, Mobile Ovidio R. Rod^guez, Neyr Y Richaid R. WMiaw, HomteW Homer 0. WOrtEni^ New Orteans Charles lYAnuco, Ffoustoh || George Libby, New Orleans Albert Qiminaner, San Francisco Elmer Fred Cooper, Mobife Perry Greenwood, Seattle Noiroan F^ New Orl^s , George Burke, New Yorir Richard E. Darville, Honstcm Raymond W.HOdg^, Btdtimore Leo J. Balthnore Wallace G. Perry, Jr;, San •'.fr , K'. 'x 9 Albert E. Boorgot . Seafarer Albert Bourgot has been a miember of the SIU since 2938 and has sailed as bosun since 1942. Seafarer Bourgot has averaged more than eight months seatime every year for the past 20 years. He now ships out ofihe port of Mobile. I came into the SIU as a charter member back in 1938 and I have seen how far the SIU has come since then in strength and unity. Through this Bosuns Recertification Program I now have a much clearer picture of why the Seafarers Union was organized and how important it is today that all of us participate to keep our Union strong and united. While at Piney Point I learned a lot about the new type of ships of today's American merchant marine including the LNG's, OBO's, LASH and the new crane-type cargo carriers. I made a trip to Washington to visit the Transportation Institute. Here I found out whyjt is so important that you and I donate to SPAD to help those Congressmen who are working to build a bigger and better merchant ma­ rine and also to help American-flag ships get more cargo. March 1974 Richard E. DarvlUe Seafarer Richard Darville joined the SIU in the port of Houston in 1946 and has been sailing as bosun for the past 24 years. He now lives with his wife Patricia, his sons Richard and Douglas, and his daughter Jacqueline in Houston. After coming through Piney Point as one of the Educational Conference delegates in 1971 and now again through the Bosuns Recertification Program, I can see the tremendous strides our Union has made in its many programs there. We picked up a lot of valuable in­ formation about the new types of ships and we were given books and articles on them that we can pass on to our shipmates. The QMED program is es­ pecially valuable for these new ships, and although the course is tough, I saw that if you're willing to buckle down they have the lest instructors and the best courses that will make sure you get through. Norman F. Beavers Seafarer Norman Beavers joined the SIU in Baltimore in 1952. He now lives in Slidell, La. with his wife Alma and ships out of the port of New Orleans. Seafarer Beavers was born in West Virginia and served with the U.S. Navy during World War II. Since I began sailing with the SIU in 1952 there have been many changes. We have welfare, vacation and pension plans that are second to none. And now we have educational programs that are helping all of our members to advance themselves and keep up with the new kinds of ships and new equipment. I was amazed at the progress made at our school in Piney Point. It's a place where a young man can come and learn the basics of his trade, and he can get his high school diploma, too. What im­ presses me is how polite and clean these young men are and how they raise and lower the flag each day. All of our members can upgrade in deck, engine and steward departments and this is important if we are going to get the new ships and the job security that goes with it. Alfred H. Andei'son Seafarer Anderson joined the SIU in July, 1939 in Norfolk and has shipped as bosun for the past 30 years. Born in Norfolk, he still lives there with his wife Mary. He has three grown chil­ dren, Alfred, Jr. and Elwood who have completed their college education, and a daughter Barbara. I have learned more things about the SIU and our maritime industry in the past two months ffian 1 did in the past 35 years as a member of our Union. I have asked questions and I got straight answers which has not only been a personal benefit to me but will make me do a better job as ship's chairman. The morning meetings at Union Headquarters were the highlights of this program for me. It was at these meet­ ings that I learned of the many prob­ lems that face our industry and our Union, and the importance of under­ standing these problems so that to­ gether—being united and participating —we can solve the problems and maintain our strength and job security. Page 7 It 1 �s I Transerie Ship's Committee .1 I i Headquarters Notes i •X X! by SIU Vice President Frank Drozak §i •I*? :5 BOSUNS RECERTIFICATION PROGRAM This month 12 more of our bosuns graduated from the Bosuns Recertification Program, In all, 70 bosuns have completed the program which is adding the kind of leadership to our Union which will ensure the continued strength and job security of our membership. I am sure that all of you join me in congratulating Bosuns Joseph Leyal, Raymond Hodges, Stanley Bojko, Wallace Perry, Julio Delgado, Leo Koza, George Burke, Hans Lee, A1 Bourgot, Richard Darville, Norm Beavers and A1 Anderson. These bosuns now have a better understanding of the problems that face our Union and the maritime industry—and you have seen me write many times before that if we can understand our problems we can deal with them effectively. Because these bosuns do have a better understanding of our problems, they will be able to discuss them with our membership at the weekly meetings aboard ship and at port meetings ashore—and share with them the knowledge and understanding they have gained. The ship's committee aboard the Transerie gather topside for a photo at a payoff at the Gatex Oil docks In Carteret, N.J. on Mar. 6. They are, from left: Darry Sanders, engine delegate; Eddie Cane, deck delegate; F. Johnson, ship's chairman; F.T. DiCarlo, secretary-reporter, and Ctis Paschal, steward delegate. The Transerie had just returned from the Mediterranean carrying a cargo of gasoline. SENIORITY UPGRADING PROGRAM Five more "A" Seniority Upgraders also graduated this month. I want to congratulate Richard Markarewicz, Henry Manning, Charles Kirksey, Thomas Kegney and Patrick Graham. These new full book members have gone through an intensive training program to provide them with a better understanding of what we are doing to protect our job security, to get more ships and cargo and to continue our fight in Washington against those who are working every day trying to destroy our Union and our industry. I want to remind each of our upgraders that as full book members of our Union they carry a heavy responsibility of par­ ticipating in the activities of this Union—^both on the ships and ashore. LNG TRAINING The first class in our new LNG training program started Feb. 19 at Piney Point. Two other courses are scheduled; they will begin on Mar. 25 and May 6. The classes will be limited, so it is important that you get your appli­ cations in as soon as possible. The first two LNG's which will carry the American flag are now being built, and the first of these ships—the Kentown—will be crewing this spring. I don't have to tell you how important it is that we demonstrate that this Union can supply fully-trained and qualified crewmembers for these new ships. These are only the first two ships, but eight more are being built in American shipyards and within the next five years there will be some 70 to 80 LNG's under American flag. We have developed a first-class training program for LNG's at Piney Point. It will be up to us—and it will be the responsibility of all of us—to prove to the American maritime industry that we can man these ships safely and efficiently, and make them competitive in the world market. Again, this means job security for all of us. QMED TRAINING I want to stress again the importance of our QMED training program at Piney Point. This industry is changing rapidly—and we have to change with it. All of the new ships built by our contracted companies have been designed with highly advanced technology which requires new skills for the men who sail them. We have a responsibility to our contracted companies, and to the industry to provide qualified men for these ships. But most important this goes to the guts of protecting our jurisdiction and job security. The training program we have at Piney Point is the best anywhere, and I would urge all of you who are qualified to take the time to get your QMED endorsement. NAVY TANKERS The performance of our crews aboard the Navy tankers has continued to be in the best tradition of the SIU, and very soon we will be taking these ships off organizational status. As you know, bids on nine new tankers to replace the old T-2's have already been opened, and the Navy is calling in several of our contracted-companies to discuss manning these ships We are confident that because of our record of performance for stability, etliciency and safety that we will be awarded these charters. Page 8 FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submilled to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disburse­ ments of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N. Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, socia} and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as'a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. Seafarers Log �SlU Maintains Vigilance On Jones Act Attacks The Joi>es Act which reserves do­ mestic waterborne transportation for U.S.-flag vessels is being attacked in this session of Congress with greater intensity than at any time during the last ten years. The attempts to take over this do­ mestic system of transportation by foreign-built and foreign-manned ships and barges is being carried on in the face of ample evidence that American craft are available. So far none of these efforts have met with any degree of success; thanks to the enlightened at­ titude of a majority of the members of both Houses of Congress. Legislation presently pending before Congress seeing waivers from the Jones Act present a serious threat to the job security of JSeafarers. SIU legislative representatives have been vigilant in calling to the attention of members of Congress the dangerous precedent that would be set by grant­ ing any of the pending requests. The pending bills include requests which would permit foreign-flag coal carriers to operate between Hampton Roads and New England; phosphate rock carriers to run between Tampa and Baton Rouge; LNG ships to sail between Alaska and states on both the Pacific and Atlantic Coasts, and an .v.- \ f effort by the Collier Carbon Ammonia Company, a subsidiary of Union Oil Company, to obtain a waiver for a Japanese refrigerated ship to transport anhydrous ammonia from Alaska to Oregon. The Collier Carbon case is typical of the deception being employed by oil companies or their subsidiaries to break down the Jones Act. Obviously such a breakdown would result in the capture of all coastwise tanker shipping by the runaway foreign-flag fleets operated by the multinational oil companies. The Collier Carbon case has been manipulated so as to try to mislead farmers in Oregon and Idaho to be­ lieve that they are being deprived of fertilizer needed for their 1974 crop production because U.S.-flag ships are not available. An investigation of the facts of the case by government officials and SIU representatives disclosed, however, that U.S.-flag ships could be provided to carry the Collier Carbon cargo and, in any event, the fertilizer would not be available in time for Spring 1974 use by the farmers because Collier Carbon has committed its output to foreign cus­ tomers at higher prices than the fer­ tilizer would bring in the U.S. market. Farah Strike Ends The 21 month-old strike and boycott against the Farah Manufacturing Co. by the Amalgamated Clothing Workers of America has ended with the com­ pany's recognition of the union as the bargaining agent for its employes. In a joint statement made in New York by Willie F. Farah, president of the company, Clothing Workers Presi­ dent Murray H. Finley, and SecretaryTreasurer Jacob Sheinkman, it was an­ nounced that an agreement had already been reached on the rehiring of strikers and the calling off of litigation by both sides. The statement said that "good faith negotiations" for a contract would begin "as soon as a union negotiating committee can be elected." The striking workers sent a letter to I' W f i. the SIU thanking the union for its help and support during the 21 month-long walkout and boycott of Farah goods. Nearly all of the workers who make Farah slacks are Chicano, and most of them are women. Farah had insisted that his workers didn't want a union, pointing to the fact that fewer than 3,000 of a labor force that once was nearly 10,000 were actually on the picket lines. The Clothing Workers came up with cards signed by more than two-thirds of all the workers, non-strikers as well as strikers. The mayor of El Paso, Tex., by the consent of both parties, super­ vised the verification of the card check. The figures stood up. -if SIU President Paul Hall, (left) who is also a vice president of the AFL-CIO, discusses the energy crisis with other members of the AFL-CIO Executive Council at its mid-winter meeting in Miami, Fla. last month. Seated next to him are, from the left, Peter Bommarito, President of the Rubber Workers Union, Frederick O'Neal, President of the Actor's Union and Paul Jennings, President of the Electrical, Radio and Machine Workers union. AFL'CIO Backs Bill to Use US, Ships in Oil Trade MIAMI—In a strong 13-point pro­ gram aimed at coping with all phases of the energy crisis, the AFL-CIO Execu­ tive Council urged a "massive rebuild­ ing" of the U.S.-flag tanker fleet to reduce dependence on foreign-flag ships and supported legislation that would require use of U.S. ships in the carriage of oil imports. SIU President Paul Hall is a member of the federation's Executive Council which, at its quarterly meeting here late last month, analyzed the current fuel emergency and expressed particular concern over its impact upon American workers, and the community at large. The Council charged that the truth about the energy emergency is "hidden from the public by the veil of secrecy of the giant oil companies." Lucrative tax loopholes, the Council said, have encouraged and subsidized foreign oil operations and foreign-flag shipping at the expense of American production and employment, and have enabled the giant multinational oil com- Navy's Threat to Private Shipping With the Navy seemingly intent on expanding its Military Sealift Command operations to the detriment of the nation's commercial shipping industry, a battle appears to be shaping up over the issue of government competition with private industry. In the view of the SIU, which has been carefully watching the Navy's activities and plans, such government take-over is a matter of "grave concern and could be extremely inimical to the national interest." SIU President Paul Hall said that such a development "would be particularly unfortunate in view of the national policy to promote the development of a competitive private American shipping indus­ try." Signs indicate that the Navy's plans are a long-range strategy to build up the Military Sealift Command fleet, which would engage in the carriage of supplies and materiel that has been and can be carried by private shipping com­ panies under charter arrangement. Although budgetary requests for the Navy's private-type shipping operations have been denied over past years, the March 1974 military agency nevertheless appears determined to develop and expand noncombat and support shipping activities, and thus reduce substantially the aux­ iliary role of the American merchant marine prescribed by law. The Navy seems determined to ex­ pand the MSC by by-passing the budgetary appropriations route through subtle financing schemes that would have banking institutions provide the funds for Navy transportation ships with government-secured mortgages. It appears that the first step in the Navy strategy to acquire commercialtype vessels for its use is takeover of the four SlU-contracted Falcon tankers, remove the SIU crews and put the ships in the Military Sealift Command fleet operations. The SIU has registered strong op­ position to the plan and will fight the Navy's invasion of private shipping. The Navy scheme comes at a time when slow but strong progress is being made toward a mutually beneficial Navy-merchant marine combined seapower approach. The AFL-CIO Maritime Trades De­ partment condemned the Navy plan at its Executive Board meetings last month. The MTD said that the "only beneficiary of the take-over plans would be the bureaucracy of the MSC which, as a result of having displaced private ownership and labor, would create ad­ ditional billets for the Navy." The MTD position pointed out that "the civilian-manned, privately-ownedand-operated U. S. merchant marine stands ready and willing to discharge the function of the support service to the military, a responsibility clearly delegated as a matter of public policy to the merchant marine by the Merchant Marine Act of 1936 and reiterated in the amendments contained in the 1970 Act." panics to pay U.S. income tax rates as low as 2.7 percent in 1972. "The American people can respond to*difliculties now as they have in the past if they are provided with a candid appraisal of the situation and with fair and equitable government measures to cope with it," the Council stated. As part of its program to deal with the effects of the current energy crisis, the AFL-CIO Executive Council stated; "A massive rebuilding of the American-flag tanker fleet is an es­ sential part of reducing this conntry's dangerous dependence on foreign petroleum imports, trans­ ported in foreign-flag vessels. "We support legislation to re­ quire that 20 percent of oil imports he transported on privately-owned U.S.-flag vessels, to the extent that the vessels are available at fair rates, and that this reserve share increase to 25 percent after mid1975 and to at least 30 percent by mid-1977." Among tlie other recommendations called for in the Executive Council's program are these: • Establishment by Congress of adequate government machinery to as­ sure verified information on the oil in­ dustry and its operations. Federal chartering of all major oil companies should be required, with federal stan­ dards of disclosure. • Elimination immediately by Con­ gress of the depletion allowance and intangible drilling tax breaks provided the oil companies on their foreign oper­ ations; phasing out of special loopholes on domestic operations and a genuine excess profits tax. •Off u • Review by Congress to determine whether the oil industry is in fact a pub­ lic utility which should be subject to regulation by the federal government. ^upiNirt SPAD /. . Seafarers are uiged to contribute to SPAD. It b the way to have your Voice heard and to ke^ your union effective In the fight for ieghtotion hV |i protect the security of every Seafarer and his family. Pages ^ �DISPATCHERS REPORT FEBRUARY 1-28, 1974 TOTAL REGISTERED All Groups Class A Class B Class C Port TOTAL SHIPPED All Groups Class A Class B Class C A DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 0 2 0 0 0 0 0 4 0 0 0 2 0 4 0 2 1 0 0 4 4 52 4 27 14 1 13 39 33 55 27 6 5 43 0 3 2 13 5 13 5 1 0 19 23 26 18 1 6 14 6 3 0 1 0 0 0 0 0 0 0 0 0 0 1 1 0 2 3 21 4 14 1 6 4 1 0 8 12 17 10 8 1 13 0 1 1 0 0 3 21 4 7 7 6 482 0 0 104 0 1 20 7 7 362 0 1 155 0 3 15 60 23 2 75 0 ......... 4 . . .. 8 161 17 58 24 14 63 139 58 133 26 54 19 165 0 3 6 2 17 25 0 3 5 1,001 5 35 5 8 12 4 11 26 13 33 12 17 3 34 0 2 0 0 0 2 0 1 0 223 1 6 0 0 1 0 0 6 0 0 1 2 0 7 0 3 3 0 2 2 0 0 0 34 3 110 14 50 18 11 54 92 35 87 10 27 24 105 0 0 3 2 8 28 0 1 6 692 3 73 5 18 16 1 22 42 18 42 4 24 5 40 0 2 2 0 0 4 0 1 0 322 0 13 0 1 1 0 0 12 6 4 0 0 0 11 0 0 1 0 3 0 0 1 0 53 1 61 16 25 14 6 59 69 34 68 10 21 15 81 0 2 1 1 1 6 0 0 2 493 3 10 1 2 7 0 2 6 5 21 1 7 2 23 0 1 0 0 0 0 0 0 2 93 0 2 1 0 0 0 0 2 1 0 0 0 0 1 0 1 0 0 0 0 0 0 0 8 5 45 9 27 10 6 20 57 9 38 10 21 18 33 0 0 2 6 11 48 1 11 4 391 2,577 4 133 23 48 29 6 57 90 44 87 20 24 31 85 0 9 6 3 0 17 1 3 1 721 1,359 12 70 0 22 14 1 1 33 7 9 4 3 5 85 0 5 10 3 7 46 0 3 6 346 431 ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 3 42 3 15 13 0 8 42 21 54 17 5 5 32 0 1 2 1 28 6 9 2 0 3 24 17 36 10 3 7 15 6 3 4 0 2 0 0 0 1 0 0 2 0 1 0 .0 0 0 3 3 9 2 — 0 _ 178 1 — 0 — 14 1 62 5 20 5 9 19 39 30 57 11 9 8 49 0 1 5 0 0 18 — 2 5 355 1 42 4 8 9 0 6 21 15 25 4 10 2 17 0 2 3 0 0 1 — 0 0 170 1 6 0 1 0 0 0 6 3 2 0 0 0 4 0 2 2 0 1 1 — 0 0 29 0 26 9 11 9 4 17 26 21 33 3 7 1 0 1 0 1 2 1 13 3 6 1 12 1 0 0 0 0 0 0 1 0 0 0 0 0 0 2 0 0 0 0 0 0 2 0 0 0 0 0 30 2 19 8 0 6 34 10 43 13 4 4 24 0 1 1 0 2 54 0 0 5 2 0 206 2 _ 271 STEWARD DEPARTMENT Port Boston New York Philadelphia . Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals . 10 5 40 0 1 1 0 0 3 » 0 2 227 5 1 25 3 3 7 1 4 17 9 30 15 9 13 15 22 1 0 — _ 2 — 0 1 178 0 3 0 0 0 0 0 0 1 2 1 1 1 1 0 4 0 — 1 — 0 0 15 ENTRY DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Totals All Depts ....... 1 24 3 15 7 4 8 28 6 22 9 9 8 18 0 0 3 4 5 35 — 6 5 222 1,286 1 79 10 26 17 5 18 46 35 64 13 14 20 52 33 4 7 1 0 14 — 1 2 462 790 4 24 0 7 3 0 0 9 5 4 4 2 2 21 0 7 9 1 1 29 — 2 4 138 192 * ' * 839 'A ^ 511 • A will be avaiiaMe for tti^ to of the 1,394 jobs shipped, 839 were SIU Atlaiitic, Gulf, Lalii & Inland Wateis Inland Boatmen's Union United Industrial Workers REGISTERED ON BEACH All Groups Class A Class B Class C t PRESIDENT PaulHaU SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS 675 4 Ave^ Bklyn. 11232 (212) HY 9-6600 ALPENA, Mkh 800 N. 2 Ave. 49707 (5i7) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass. 215 Esse* St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin SI. 14202 SlU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, III.. .9383 S. Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn. 2014 W. 3 St 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287 415 Main St 49635 (616) EL 7-2441 HOUSTON, Tex. ... .5804 Canal St 77011 (713) WA 8-3207 JACKSONVILLE, Fla.. 2608 Pearl St. 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery St 07302 (201) HE 5-9424 MOBILE, Ala.. ....IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St 23510 (804) 622-1892 PADUCAH, Ky. 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St 19148 (215) DE 6-3818 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1321 Mission St. 94103 (415) 626^793 SANTURCE, P.R..1313 Fernandez, Jnncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Giavois Ave. 63116 (314)752-6500 TAMPA, Fla. 312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 Wn.MINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6NnionOlidori Naka-Kn 231-91 201-7935 Ext 281 ™ M y» ^ ^ ' ^ �t Two members of the class, Egil Sorensen (left) and Charles Wagner take down some notes during class. Vocational Instructor Charles Nalen explains the circuitry of some of the auto­ mated controls aboard an LNG vessel to the first class of Seafarers attending the four-week course at the Lundeberg School in PIney Point, Md. I f:' ) . Since the Merchant Marine Act of 1970 went into effect, the iSIU hes seen many new and varied types of vessels slide down the ways, the trainuig facilities of the Harry Lundeberg School fliese ships ° , have been crewed by Seaforers who have bad the advantage of both classi toom and practical training prior to boarding these vessels. From the report of both the companies and the crews of these vessels the training received at the Lundeberg School has been invaluable in i; ^ maintaining the highest level of safe and efficient shipboard operation. \ The Lundeberg School is now in the midst of the new revolution in I; shipping, the Liquid Natural Gas carrier. Never before has there been such hi^y sophhdicated systems of transporting the world's energy needs. < The Lundeberg School realizes that as the complexity of the ships increase so do^ the need for well-trained pnd qualified men to man these energy carriers. The school's staff has met extensively with the chemical engineers I ,, who have desqpied die cargo containment and cargo pitmpmg i^stems so I ^ that all the school's instructors are cpniplet<# fatnlliar with^^^t^ 'ifcjLt is haii^ to inm^e wbat vroffid be maniiing these ye^ls SO years 1^0 when there was no training available. ^ ~ • Since die cargo fficilitles on these vessels have nothing hi cpmmon with those now In use on strmd^ man these vessels become familiar with the systems In a daasroom rmnoi^here i^ore going aboard ship. ^ , Ihe coiuse offeitd at ffie jtundeberg School is a good iiitroductlon to the chemhitry of bodi M prddiicte such as pri^an^ and ethylene. Understanding the chemical and physical properties of . diese gases wiO allow the men on the ships to recognize proper imaradng " coiididons, but more important it will allow one to recognize abnomml tioiis and theii take i^isii^actiott^^ Lvesseli One example of the importance in understanding the properties of these gases is the effect that super cold has on steel plates on a ship. Recently when a LNG carrier was being loaded, the cargo officer was lax in his duties and one tank overflowed. The result of having this extremely low temperature liquid contact the steel deck caus^ the ship's deck to develop a 10 foot crack. Had the cargo officer had a better undershmduig of the'product he Was loading this might not have occurred. The LNG course offered at the school is not limited to any cme department, but rather contains the information necessary for all who will sail on the vessels, whether they be in die deck, engine or steward departments. Since th^ ships are capable of carrying Liquid Petroleum Gas, as well as LNG they are equipped with special gas ffeeing and tank cleaning systems with which all who woric on board must be familiar. The physical act of mucking tanks has been replaced with inert gas systems but the Able Seaman or die QMED who wiff be periutiiil^ the opemthni is still there and he m^ Imovriedge of dime new systems. (All engine department members who widi to enter the LNG program must have their QME^ The crews who will report to the SlU-contracted LNGs, Kentown ......... LNG course birii^ bfbered Ihshres thrt thu bort tiained and^^^ c safety conscious individuals will man the energy camors of tM The photos on this page show some higUights 9^^ course at the Lundeberg School. if; r f if LNG class members listen attentively as Vocational Instructor Lee DeMasters explains the molecular structure of fuels. March 1974 Director of Vocational Education Bob Kalmus uses this blueprint to explain the safety systems found aboard the new ships. Pagtill �•jk / ASHORE Third LASH for Waferman SS Sam Houston Launched Last Month Florida The state legislature here is considering a measure which would replace the state's current "no defense" oil spill law, which has caused a serious curtail­ ment of tanker services. The present law, which took effect in March, 1971, imposes absolute, or unlimited, liability on any vessel that pollutes Florida waters, or creates coastal damage by a spill of oil or chemicals. None of the traditional defenses available to the operator (claiming that the spill was caused by an act of war, act of God, deliberate act of another party, etc.) are permitted under the present law. In addition, the law requires a certificate of financial responsibility from the operator of any vessel bringing oil or other pollutants into the state's waters. As a result of this law, many vessel operators have refused to accept charters involving calls at Florida ports. The new law, as it is presently drafted, would set up a $200 million state fund to handle claims of persons whose property was damaged by oil or chemical spills. The legislature is expected to consider the measure this month. Port Elizabeth^ N.J. Sea-Land has opened its new 232-acre terminal complex here on Newark Bay after four years of planning, design and construction. The new terminal becomes the hub of Sea-Land's containership operations in the port of New York. According to a spokesman for the Company, the line's old facilities (a 100-acre site on the inland end of the Elizabeth channel) will remain open for the time being, and its ultimate disposition has yet to be decided. San Francisco Cargo tonnage here increased more than 16 percent to a total of 3,677,020 tons during 1973. Last year's volume represented a 516,000-ton increase over 1972's total of 2,161,970 tons. The rise in 1973 resulted from a number of factors, including increased use of the port's grain terminal which handled 250,000 tons of grain and related commodities during the year. Newsprint tonnage was also up considerably. Baltimore The new 2,400-foot long access to Baltimore's Dundalk Marine Terminal has been officially opened by the Maryland Port Administration after a year's delay. The new ship channel is considered a key project for the fast turn­ around of large containerships. Alexandria^ Egypt Egypt has announced it will reopen the Suez Canal. The canal has been closed for the past six and one-half years. Experts feel the canal could be in minimal operation condition by the end of 1974. Houston This port handled a record 86.2 million tons of cargo in 1973, due in large part to heavy grain shipments. Last year's total tonnage was 21 percent higher than 1972, which set the previous record. Bulk cargo tonnage (grain, petroleum and other products) leaped almost 100 percent in 1973 over the previous year. The port handled between 75 and 80 percent of the massive Russian grain shipments. Seattle Seafarer Alfred L. Yarborough received his first pension check here at the monthly informational meeting on Feb. 22. Brother Yarborough spoke to the membership; "It was almost 30 years ago when I joined the Seafarers Union in Boston, Mass. on Sept. 1, 1945. We have come a long way since that time, and as you know, we have gained many benefits which were unknown to us then. It is for this reason that I am about to receive the long-awaited pension which I am about to enjoy. I am proud to have been a member of the SIU. I wish my shipmates who still go down to the sea smooth sailing and good luck." Page 12 The SS Sam Houston, the third and last of the Waterman Steamship Corp.'s new LASH vessels, was launched into the Mississippi River on Feb. 16 at the Avondale Shipyards in New Orleans. The Sam Houston joins her sisterships, the Robert E. Lee and the Stone­ wall Jackson, which were both launched in late 1973. Each ship is capable of carrying 89 LASH barges at a service speed of 22 knots. All three ships were built from funds obtained by Waterman under the Mer­ chant Marine Act of 1970. The passage of this important maritime legislation was strongly supported by the SIU which bought for its enactment in Con­ gress. Through donations to SPAD, the SIU was able to gain the crucial support in Washington that was needed for the passage of the act. Edward P. Walsh, president of Wa­ terman, has stated in the past that "The Merchant Marine Act of 1970 was the key to our rebuilding program. We could not have gone ahead without it." In about a year, these three new SIUcontracted ships will replace six World War Il-built conventional freighters now on the run from the Gulf and East Coast to the Indian Ocean, Red Sea, Persian Gulf, Arabian Sea and Bay of Bengal. The Sam Houston has a cargo capac­ ity of 25,600 long tons, or 1,744,400 cubic feet. Her propulsion machinery is steam turbine, with a rated propulsion horsepower of 32,000. The ship's cruising radius at service speed is 18,500 miles. Principal speaker at the launching ceremonies was Robert J. Blackwell, assistant secretary of Commerce for maritime affairs. Commenting on the completion of the three-ship building program. Blackwell said, "This is an accomplishment in which all of you in Avondale—blue collar and white collar—can take pride. For series production of standardized ships is a key element in closing the price gap between U.S. and foreign shipbuilding costs. It also is an under­ lying principle of the 1970 Act which is geared to improving the competitive position of American shipyards and shipping lines." "I think we can agree that we have come a long way in just a few short years. Our shipbuilding industry has made quantum jumps in productivity, and I believe it will continue to improve its competitive position with each pass­ ing year." 1970 Marine Act Helps Waterman Rebuilc Last month when the SS Sam Hous­ ton was launched from the Avondale Shipyards in New Orleans, it marked the completion of Waterman's threeLASH shipbuilding program which was subsidized by the Merchant Marine Act of 1970. The funds which Waterman obtained from the government after the passage of this Act were crucial in the com­ pany's construction of three LASHtype vessels. The Robert E. Lee and the Stonewall Jackson were launched last year. Before this legislation was passed there weren't any federal funds avail­ able for operating cost subsidies or for ship construction. Waterman was just one of many American companies that were strug^ing under heavy com­ petition from the cheaper-to-operate foreign-flag vessels. The 1970 Act, which was spear­ headed by the SIU's Washington legis­ lative efforts, also provided operating differential subsidies along with funds to be used for shipbuilding. Waterman is one company that benefited greatly from these subsidies. The company was able to secure a 20-year contract for Trade Route 18— from the Atlantic and Gulf coasts to the Red Sea, Persian Gulf and Indian Ocean. It also obtained two short-term three-year contracts for Trade Routes 12 and 22 (the entire Far East, with the exception of Singapore and Indonesia) and Trade Route 21 (the United King­ dom and the continent, with permission to call at Baltic and Scandinavian ports). Both short-term contracts will be converted to 20-year ones in the future, after public hearings are held. The Waterman Steamship Corpora­ tion today is one of the major freight cargo steamship operators in the U.S. It was founded by John B. Waterman and two associates in 1919 in Mobile, Ala. Waterman, a native of New Or­ leans, came to Mobile in 1902, and until his death in 1937 helped establish Mo­ bile as a major port. At the time of World War II, Water­ man was operating 125 vessels (37 of its own), with 450 employees located at shipping centers from the Gulf to the North Atlantic. In 1955 Waterman sold all its capital stock to McLean Industries, Inc. In 1965 McLean sold its interests to Cor­ nelius and Edward Walsh, with the for­ mer becoming chairman of the board of Waterman Industries, and the latter president of Waterman Steamship Cor­ poration. A year later the Walsh inter­ ests sold half of their stock to United States Freight Company. Waterman In­ dustries and United States Freight, which is a holding Company, now jointly own Waterman Steamship Cor­ poration. When the Walsh's took over Water­ man in 1965 they bought a company containing 16 C-2 ships. Since then, they have replaced them with C-4's, mariners and now the three new LASH ships. Ed Walsh says, "We built up an old World War II fleet into a much more modern and effective fleet. The Mer­ chant Marine Act of 1970 was the key to our rebuilding program." Seafarers Log �2nd OBO, the Ultrasea, Takes on Her SlU Crew Another ship built under the Mer­ chant Marine Act of 1970 to curtail the foreign-flag monopoly on the United States' bulk trade—the giant oil, bulk and ore (OBO) carrier, Ultrasea (Aries Marine) — took on her SlU crew Mar. 11 in San Diego, Calif. The Ultrasea will sail from San Diego to Vancouver, Canada, where she will load grain and head for Japan. She'll then go to the Persian Gulf for oil. took place more than a year ago about the same time the Ultramar was launched. The contract for these ships was the first one awarded under the Merchant Marine Act of 1970 for oil, ore, bulk carriers, another example of the bene­ fits of the Seafarers Political Activities Donation (SPAD) fund which, through the contributions of the mem­ bership, helped produce the legislation to build these new vessels. The results are more jobs for Seafarers. The 80,500 dwt San Clemente-class carrier joins her sistership, the Ultra­ mar, which was the first OBO built for the company. The Ultramar sailed on a round-the-world maiden voyage Aug. 8 from Vancouver to Japan. She was then the largest oil, bulk, ore carrier ever built on the West Coast. Like her sistership, the 16.5-knot Ultrasea is of the maximum length (S92V2 feet) that can transit the Pan­ ama Canal. The steam turbine, single screw ship has a beam of 105 feet 9 inches and a depth of 62Vi feet. Keel laying of the Ultrasea, which will provide more jobs for Seafarers, She was built at the National Steel and Shipbuilding Co. yard in San Diego. A Giant of the Great Lakes Presque Isle,World's Largest Tug-Barge Debuts A new addition to the SIU's grow­ ing merchant fleet on the Great Lakes — the 1,127-foot M/V Presque Isle (U.S. Steel), believed to be the globe's biggest tug-barge, recently completed her maiden voyage. The $35-million tug-barge is unique in that, although she looks like a super ore carrier, her 152-foot tug fits into a slot at the stern of the 975-foot barge. She is second in size only to the largest ore carrier on the Great Lakes, the Stewart J. Cort (Bethlehem Steel). The Presque Isle's Seafarer crew delivered 52,000 tons of taconite iron ore pellets (enough to manufacture 10,000 automobiles) to South Chicago and Gary, Ind. from Two Harbors, Minn, on Dec. 22. Completing the 1,700-mile roundtrip to Erie, Pa. in six days, where she was built for Litton Industries, the Presque Isle went into winter layup to fit out sometime in early Spring. The tug-barge was christened Dec. 8 and after sea trials on Lake Erie crewed Dec. 15. Her five-deck tug, built in New Orleans, is powered by twin 7,500 hp diesels which push the barge at 16 mph. A 250-foot unloading boom dis­ charges 10,000 tons of cargo an hour. S/U Firm's 7ih New Ship in 3 rears I AT SEA i I .J •V7i Sea-Land Venture Able-seaman E.E. Lindberg was injured while-working on deck on sailing day from Rotterdam, the Netherlands. He was hospitalized there. The ship docked in Houston for a payoff Feb. 26. Ship's Chairman is Bosun Charles Boyle, reporter-secretary is Chief Steward John E. Adams and Educational Director is Electrician-Pumpman Charles Henley. SS Yellowstone A bumed-out electric blower in the forced draft ventilator system in the engine room of the SS Yellowstone (Ogden Marine) produced a 1 a.m. smokey fire Feb. 2 near Cape Town, South Africa. As smoke poured from the fire room vent, the ventilator system went out on the starboard side soaring the temperature to 120 degrees. Only the quick action in the emergency of Chief Electrician S. P. Gondzar saved the day. Rolling out of the sack five minutes after the fire began, he isolated the burned out blower. By afternoon coffee time, the vent system was back in operation dropping the temperature ih the engine room back to normal. "Luckily," says engine delegate John H. Ford, "there was a spare blower motor on board." He and the entire engine department thanked and com­ mended Gondzar and his electricians for their unselfish devotion to duty. SS Vantage Horizon The Military Sealift Command has chartered the tanker. Vantage Horizon (Vantage Steamship) to carry about 33,000 tons of bunker C Fuel from the Arabian Gulf to the United Kingdom, the continent of Europe, the Azores, and West Africa. SS Seatrain Georgia On a two to four month run on the West Coast is the Seatrain Georgia carrying 15,000 tons of dry cargo for the U.S. Government. SS Penn Challenger Still carrying oil last month from Black Sea ports is the 30,000-dwt tanker Penn Challenger (Penn Navigation). She discharged her tanks on the U.S. East Coast. USNS Taluga The SIU crew of the USNS Taluga (Hudson Waterways) got high marks for "outstanding support performance" in the first part of this year from both the commanders of Service Group 3, Pacific, and Adm. W. S. Guest, Military Sealift Command, PAC. This is the second time the Taluga crew has been cited. Over a year ago MSC chief, Adm. John D. Chase visited the ship in San Francisco Bay saying "The civilian crew on the Taluga are all performing in an outstand­ ing manner." Adm. Guest added "Taluga has again shown the way. Your performance continues to be rated outstanding and best in the West in spite of hectic, numerous reschedulings and three diversions. Despite fast changing require­ ments, she has always been ready to meet all commitments. It is my distinct pleasure once again to extend a well done to all hands." The ship was judged on reliability, mission effectiveness and readiness, maintenance and performance and management practice. Mi n Lakes Ore Carrier Fleet Grows As H.Lee White is Launched With Great Lakes carriage of coal and iron ore helping to beat the energy crunch, the SlU-contracted American Steamship Co. of Buffalo, N.Y. has launched the 32,080-ton H. Lee White, its seventh new ship in three years. . The $15-million ore/bulk self-unloader, launched late last year at the Bay Shipyard in Sturgeon Bay, Wise, was the third new ore carrier added to the company's fleet in 1973. She was the largest ship ever built in that ship­ yard. At 704 feet, the twin-diesel H. Lee White will be .christened in June to join her sister-ships, the SlU-manned Charles E. Wilson and the Roger M. Kyes, both launched last summer. Three more new ore carriers for the steamship company's 21 carrier fleet are on order. The first, an 18,000-ton, 630-foot vessel, will be delivered next March 1974 year in April. In 1976, a 680-foot ship will go into service. Finally, in 1977, a 780-foot, 42,000 dwt self-unloader worth $20 million will be built for the firm to carry 30,000 tons of iron ore or 25,000 tons of coal for a total of 1.8-million to 2-million tons during a Lakes season. f! r .*1 She will be the third largest selfunloader on the Great Lakes. The new unnamed vessel will also be the first ship on the Lakes with double-belted, twin-conveyor machinery in her hold to unload coal. The H. Lee White can unload 6,000 tons an hour from her six holds with conveyors and a boom on rails. She also has 1,000 hp stern and bow thrusters for maneuverability. The new ship succeeds the former H. Lee White, operating since 1945, which will be renamed the SS Sharon. A new lady of the lakes, the 32,000-ton bulk carrier, MV H. Lee White makes a big splash at year end as she's launched at the Bay Shipyard in Sturgeon Bay, Wise, for service in June. Page 13 i'I ,:f li. j -I �Keep the Door Locked! HISTORIC PRESERVATION. • V f "4 /^ . V >" . .' Makes the Rounds ; >the latest edition ot the Seafarers Log has just b^ re^^ ihied to me after making its rounds in the neighborhood. ~ • Because of the Log, folks around here are ^tter informed i !of the real facts concerning the maritime industry. Many local ; 'businessmen are now beginning to write their Congressmen ' , mging them to support such important maritime bUls as the ^ • Qillmports Quota law. / There was a time when the neighbors borrowed the local morning newspaper-Amow its the Seafarers Log. FntfmnaDy, Alhms & ^ishbs Stronghold on Job Security Far more than any one piece of federal sgislation, the Jones Act of 1920 proects the livelihoods and job security of seafarers and thousands of other Amer­ ican maritime workers. One of the Act's major provisions states that any and all cargoes shipped from one U.S. port to another U.S. port must be carried on an American-flag, American-manned vessel. This provision completely covers not only our nation's domestic coastal and intercoastal deep sea trade, but also traffic .on our vast inland waterway sys•tein including our rivers and the Great Lakes. in view of the fact that nearly 50 percent of die approximate 560 deep sea vessels operating under the Ainerican flag are engaged strictly ifl domestic ship­ ping, total retention of this provisioii^of the Jones Act is extremely vital to Ihe very existence of the U.S. inerchant marine. Another important provision of the Act is that all vessels which do engage in domestic trade miist be built in an Amer­ ican shipyard. And, looking to the future, the soon to be built Trans-Alaska Pipeline will spur the need for at least 40 new crude car­ riers, all of which, because of the Jones Act, must be constructed in American yards for the American-flag fleet to be manned by American seamen. With the exception of several occasions during the crucial days of World War II, the Jones Act has been strictly enforced since its passage over 50 years ago. However, in the last few months alone, the big oil lobbies and other special in­ terest groups have initiated seven pro­ posals for waivers of the Act's provisions. Let us look at some of these recent at­ tempts . • During the Senate debate on the Emergency Energy Act last December, Sen. Paul Fannin (R-Ariz.) introduced Page 14 an amendment that would have allowed for "case by case" waivers of the Jones Act to allow foreign-flag ships to carry fuel between U.S. ports. It was defeated. • A bill, still pending action in the Senate, was introduced by Sen. Robert Packwood (R-Ore.) that would permit foreign-flag ships to carry fertilizer from Alaska to West Coast U.S. ports. The product in question is manufactured by a subsidiary of a large oil company. • A proposal was made by the De­ partment of Defense to allow liquid natural gas to be transported from Alaska, and coal from Norfolk to New England via foreign-flag ships. A-definite pattern in these attempts to breach the Jones Act is clearly emerging. The requests are always for a few for­ eign ships to operate on a temporary basis. Yet the long term, underlying pur­ pose of these concerns is the eventual total destruction of the Act's power. The oil concerns have given no sub­ stantial cause for any of these waivers. Their reasons are contrived and their proposals unwarranted. In studies conducted by the Maritime Administration, it has been firmly estab­ lished that no part of the nation. New England included, has suffered any short­ age due to lack of U.S. shipping tonnage. SIU President Paul Hall has notified the House Merchant Marine and Fish­ eries Committee that "there is no justifi­ cation for permitting foreigners to invade our coastwise shipping on any pretext; particularly since we have adequate ton­ nage to serve our coastwise require­ ments." The U.S. must not allow foreign-flag operators in any circumstance to invade our domestic shipping rights. And, the SIU backed by the AFL-CIO and the Maritime Trades Department, will continue to fight all attacks against this Act—our stronghold on job security. In view of the many accmhpiishments within the niaritiipe industry in the last few yearn and of the many battles that lie ahead, strong support of SPAD becomes more and more nec­ essary every day. In the tradition of this Union, we must all pull together and support our friends In the legisiatura^ > , Loyalty is spelled SIU! \ - • J^teniaBy» AftLonuis,!!^ ' - - -^Bromrrffle, N;K I:i —fare Pjan HelpsJ J' ^ ^ ' • I i 4 . In the past four years since tt^ death of my wife I have beenv'-iA;-:.' in tlm hospital many times—^and each time the SIU has come through for me. If not for the SIU's Welfare Flan I would have had to sell my home to meet the hospital and doctor bills. Young men just entering the industry should be aware of what it really means to be 100 percent Union and how our Union wprks when you are down on your luck. fid yoms, •• i *r- . , ' *. s^mm IM, Bdeiiji N»C€; .... .y' xxxvi. No. 3 PH^icatfon of Saafawre International Union of North Amenca, Atlantic. Golf, Ukes and inland Waters District, AFLHCIO : Executive Board Paul Hall, Pf^sfdent 389 s "• , 'j > i Seafarers Log �SEAFARERS LOG OFFICIAL PUBLICATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO Variety of Measures Passed at Quarterly Meeting MIAMI—The Executive Board of the AFLCIO Maritime Trades Department took action on a wide range of issues of vital importance to Sea­ farers and other workers, among them a call for passage of legislation that ^ould require a percent­ age of U.S. oil imports to be carried on Americanflag ships. In its two-day quarterly meeting here on Feb. 14-15, the MTD Executive Board also announced vigorous opposition to a proposed plan to abolish the House of Representatives' Merchant Marine and Fisheries Committee. The MTD Board sessions were chaired by SlU President Paul Hall, who heads the Department which is composed of 44 national and interna­ tional AFL-CIO unions representing eight million workers. The MTD Executive Board said that the tanker requirement legislation, presently the subject of hearings before the House Merchant Marine and Fisheries Committee, would remove a threat to "the nation's political and economic freedom of action." Citing the oil producing countries' cut-off of oil to the United States, the Board cited the fact that the U.S. is dependent on foreign-flag tankers for the carriage of 95 to 97 percent of our oil im­ ports—a dual dependency that is dangerous to the nation's welfare. Attacking the opponents of the legislation, led by major American oil companies and their front organization—the Federation of American Con­ trolled Shipping, the MTD Board said "it is im­ portant that they no longer be allowed to place their own selfish interest above the welfare of the United States." The MTD Board pointed out that the oil cargo legislation "in addition to strengthening our secu­ rity, would provide jobs for American workers, improve the nation's balance of payments position and better protect our environment." With respect to the proposal now being consid­ ered by the House Select Committee on Commit­ tees that would radically change the present Com­ mittee structure in the House, the MTD Board stressed the effectiveness of the House Merchant Marine and Fisheries Committee as it is presently constituted. Abolition of the Merchant Marine Committee and the scattering of its functions among several other committees would be "counter productive," the MTD Board said. In urging retention of the Merchant Marine Committee, the maritime labor group said that the nation needs "more urgently than ever before the benefits of the leadership that can best flow from the House Merchant Marine and Fisheries Committee " In addition, the MTD has been advised by the railway unions that the proposed dissolution of the Interstate and Foreign Commerce Committee into a Public Works and Transportation super com­ mittee, would rob them of the expertise in railway matters the Interstate Committee has acquired over the years. The MTD Executive Board also took action on many other matters of vital concern to not only the American maritime worker, but all American workers, the American consumer, and the nation as a whole. Myth of Eflfective Control For years now, American oil companies and various Federal departments have maintained that American-owned vessels under the registry of foreign nations are still "effectively controlled" by the United States. t '4- I SlU President Paul Hall, center, also president of the AFL-CIO Maritime Trades Department, chairs a session of the MTD's Executive Board meeting in Bal Harbour, Fla. last month. Hall is flanked to the left by Pete McGavin, MTD executive secretary-treasurer, and to the right by William Moody, MTD administrator. The MTD Board, by citing a recent interna­ tional incident, proved that "effective control" is nothing more than a convenient theory put forth by these concerns—and constitutes dangerous na­ tional policy. Last November, Liberia issued an executive order prohibiting any vessel flying the Liberian flag, many of which were American-owned, from carrying arms to the Middle East, thereby seriously affecting U.S. foreign policy. Energy Policy The MTD pointed out that, at the present time, the U.S. lacks both a strong national energy policy and the organizational framework to implement one. The Board affirmed that the U.S. "must develop a coordinated master plan," which would clearly define and efficiently administer a national energy policy, to insure the competitiveness of U.S. in­ dustries and achieve the goal of national energy independence. Oil Firm Responsibility The Executive Board noted that, encouraged by tax loopholes, the oil industry has neglected the building up of domestic refinery capacity, concen­ trating on the expansion of its foreign operations, which dangerously increases our dependence on foreign sources for our energy needs. In addition, the MTD released a 62-page report entitled America's Oil Industry: End of a Myth, which bares the causes of the energy crisis and urges Congress to take swift action "to insure that the American people will never again find them­ selves at the mercy of a small group of multina­ tional oil companies and oil producing nations." Mutual Aid Pacts In 1958, U.S. airlines instituted a strike insur­ ance plan, the so-called Mutual Aid Pact, whereby struck companies are reimbursed by other com­ panies for any losses incurred during a labor dis­ pute. The Act has proved a failure, in that, instead of preventing strikes it has induced and prolonged them. To prevent such strike insurance systems from spreading to other U.S. industries and to preserve industrial peace for this nation, the MTD Execu­ tive Board urged Congress to implement measures outlawing all such strikebreaking mutual aid pacts. i MSC's Plans The Military Sealift Command is seeking to take over privately-owned merchant ships now operat­ ing under charter to the Navy. The move would eliminate hundreds of jobs now held by civilian seamen and create a greater burden on the Amer­ ican taxpayer. The Executive Board denounced the proposed action, and again affirmed that the privatelyowned and operated U.S. merchant marine is thor­ oughly capable and willing to provide any and all support services to the miUtary. Pension Reform The MTD urged that quick and deliberate ac­ tion be taken to enact Federal pension plan regu­ lations that would effectively safeguard the inter­ ests and rights of the American worker. Over the years, too many workers have been cheated out of their legitimate benefits because of poor funding, inadequate record keeping, payment delays and, in some cases, plan termination due to so-called "business reasons." Jones Act Using the energy crisis as an excuse, the U.S. oil and energy firms continue to wage a determined campaign to breach provisions of the Jones Act, which protects American domestic shipping from being invaded by foreign-ffag vessels. The MTD maintains that any such breach, no matter how small, would open the door to the oil concerns to eventually wipe out the strength of the Jones Act entirely. Mort Brandenburg The MTD Executive Board expressed its pro­ found grief and sorrow at the death of Mort Brand­ enburg, president of the Distillery, Rectifying, Wine and Allied Workers' International Union of America. The Board called him "a good friend and colleague, a dynamic and respected labor leader, a valued and active member of this Board and a strong and progressive voice in the trade union movement." Brother Brandenburg is succeeded as president of his union by George J .Oneto, who will also serve on the MTD Executive Board. • '''I v.»f I il: •SI" 1 l-i �a 5 wy j;- f^.^'JU WW! SlU and MTD President Paul Hall confers with W.Wimpsinger.Vlce President of the Association of Machinists and Aerospace Workers while Morris Weisberger, Executive Board member and executive vice president of SlUNA looks on. Leon Schachter, Executive Board member and vice president of Amalga­ mated Meat Cutters and MTD President Paul Hall listen as Charlotte Roe, executive director of Frontlash reports on her organization's efforts in get­ ting young people registered to vote and actively involved in politics. • 1 •t' MTD delegates acted on a variety of vital issues during the mid-winter Executive Board meeting in Miami, Fla. heid February 14-15. 1 •' Floyd Smith, Executive Board member and president of the Machinists and Aerospace Workers Union listens as MTD delegates discuss business. Peter Hall (left), secretary-treasurer and James Housewright, Executive Board member and president of the Retail Clerks International Association. Jack Curran, legislative representative of the Laborers' International Union gave a comprehensive report on the status of pension legislation in Congress. Merle Adium (left), of the SlUNA's Inland Boatmen's Union of the Pacific and Stephen ' PRIIP FYfirutivp Board member and oeneral vice oresident of the International Union Executive Board members Ben Feldman, president of the Leather Goods, Plastics and Novelty Workers and' Louis Isaacson, president of the Dolls, Toys and Playthings Workers listen to status report on Trade Bill legislation. Thomas Murphy (left). Executive Board member and president of the Brick­ layers, Masons and Plasterers Union and Bernard Puchalski (center)^ presi­ Robert Coonoy (standing). Executive Board member and vice president of the Bridg^ dent of the Chicago Port Council listen to Executive Board member ueorge Oneto, president of the Distillery Workers Union give a report. Structural and Ornamental Iron Workers addresses delegates as Executive Board member Russell Crowell (seated at right), president of the Laundry and Dry Cleaning Union looks on. I Michael Monroe (left), vice president of the Brotherhood of Painters and Allied Trades. Al Heaps (center). Executive Board member and secretarytreasurer of the Retail, Wholesale and Department Store Union, and Harvey Poole, executive vice president of Amalgamated Meat Cutters. •!??•-. ') Joseph Ames (left) of the Federation of State, County and Municipal Em­ ployees, and William Lucy, Executive Board member and secretary-treasurer of that union attend the meeting. Id 1- Special Supplement Executive Board member Page Groton, assistant to the Executive Board member George Knaly of the Brother- president of the Boilermakers and Iron Ship Builders dehood of Electrical Workers reads report to MTD delegates, livers report of the Commission on American shipbuilding. Dominic assistant to the |presi-* UUIIMIHty Carnevale, oaiMovai*=>, administrative im • • "itters, was was dent of the Association of Plumbing and• Pipe FiUers, Executive designated to represent his organization as an Executive C. L. Dennis, Executive Board member and president of the Raiiway, Airline and Steamship Clerks discusses pending legislation with MTD President Hall. Board member. Special Supplement •A, ' tI- 1'.i �The Journeymen Barbers, Hairdressers and Cos­ metologists' International Union of America International Brotherhood of Boilermakers, Iron Ship Builders, Blacksmiths, Forgers and Helpers Boot and Shoe Workers' Union Bricklayers, Masons and Plasterers International Union of America United Brotherhood of Carpenters and Joiners of America United Cement, Lime and Gypsum Workers In­ ternational Union Communications Workers of America Distillery, Rectifying, Wine and Allied Workers' International Union of America International Union of Dolls, Toys, Playthings, Novelties and Allied Products of the United States and Canada, AFL-CIO International Brdtherhood of Electrical Workers International Union of Elevator Constructors International Union of Operating Engineers International Association of Fire Fighters International Brotherhood of Firemen and Oilers Glass Bottle Blowers' Association of the United States and Canada American Federation of Grain Millers Graphic Arts International Union Hotel and Restaurant Employees' and Bartenders' International Union International Association of Bridge, Structural and Ornamental Iron Workers Laborers' International Union of North America AFL-CIO Laundry and Dry Cleaning Interna­ tional Union International Leather Goods, Plastics and Novelty Workers Union International Association of Machinists and Aero­ space Workers There are 44 anions representing eight miUioH f ftm^ the Maritime Trades Department. While many of the member unions do not have interests directly relating to maritime affairSy they find it to their distinct advantage to belohg to the MTD. They benefit from being part of a strong organization that is extremely success­ ful in obtaining passage of favorable legislation in Congress: an organization that has a; strong voice in the American labor movement. The 44 member unions of the MTD are: Industrial Union of Marine and Shipbuilding Workers of America Amalgamated Meat Cutters and Butcher Work­ men of North America Office and Professional Employees International Union Oil, Chemical and Atomic Workers International Union International Brotherhood of Painters and Allied Traded of the United States and Canada United Paperworkers International Union Operative Plasterers' and Cement Masons' Inter­ national Association of the United States and Canada United Association of Journeymen and Appren­ tices of the Plumbing and Pipe Fitting Industry of the United States and Canada International Brotherhood of Pottery and Allied Workers International Federation of Professional and Tech­ nical Engineers Brotherhood of Railway, Airline and Steamship Clerks, Freight Handlers, Express and Station Employees Retail Clerks International Association Retail, Wholesale and Department Store Union United Rubber, Cork, Linoleum and Plastic Workers of America Seafarers International Union of North America She^t Metal Workers International Association American Federation of State, County and Mu­ nicipal Employees United Telegraph Workers United Textile Workers of America Upholsterers' International Union of North Amer­ ica American Guild of Variety Artists MTD 'Score Sheet' The Maritime Trades Department is cur­ rently compiling a "congressional score sheet" listing members of the House and Senate and how they voted on key pieces of maritime legislation. The score sheet is similar to the one that AFL-CIO COPE prepares on Congressmen on their overall labor voting record. Some of the bills to be listed on the MTD score sheet are the Oil Cargo Bill, USPHS Hos­ pitals, the Fannin Amendment to the Jones Act and the Alaska Pipeline issue. All other maritime legislation will he similarly listed in order to guide the political activities of the department's affiliates. the PRESIDENT'S REPORT: 74 Million Members Strong: American Labor Supports SlU Programs W E HAVE SAID MANY TIMES that the Paul Hall s's' K ' ||:'•-TT' continued strength and the future of our Union and our industry lies in the unity of this membership. There is another kind of unity—the unity of the American Labor Movement—that is adding the strength of 14 million Amer­ ican workers in the Seafarers'fight for legislative programs which will provide our membership with continued growth and job security. We have recently concluded our quar­ terly meeting of the Maritime Trades Department where some 44 national and international unions—representing eight million workers — unanimously adopted our programs for an oil import quota bill; for a federal pension bill which will safeguard the rights of our members under our Pension Plan; for a continued vigorous fight against those who would destroy the Jones Act, and for the continuation of the effective House Merchant Marine and Fisheries Committee, Beyond this, all of the maritime reso­ lutions adopted at the Maritime Trades Department Convention last year were unanimously supported by the Executive Council of the 14 million member AFLCIO, Resolutions supporting the Sea­ farers' legislative programs have been adopted by State Labor Federations in nearly every state in the nation calling on their members to write to their Con­ gressmen to support our programs. This support of the American Labor Movement is essential to the achieve­ ment of our goals. It is true that nobody is going to help the sailor but the sailor himself—and as Seafarers, we have ini­ tiated the programs which have revital­ ized the American merchant marine and built the job security of this member­ ship, But the support of the labor move­ ment has been of immeasurable help in securing passage of those bills which have moved us to progress. We can point to the Merchant Marine Act of 1970, the preservation of the United States Public Health Service hos­ pital system. Congressional resistance to repeated attacks on the Jones Act, and appropriations to implement this nation's shipbuilding program as evidence of our successes. The support we have and are now receiving is because we—as Seafarers— have understood the meaning of unity within the labor movement. Since our earliest days we have stood in the fore­ front of the struggles of our brothers in their fight to organize and win decent wages and working conditions. Many of our old-timers will remem­ ber the bitter "Battle of Wall Street" in 1949, And many of our members re­ member the long strike of the New York City Welfare Department workers and the long hours of picket duty in a bitter cold winter, and the heat in the fields of Delano in California for the United Farm Workers.This is a continuing process and at this verymoment we are involved in a number of organizing programs with our AFL-CIO affiliated organizations. But this is what the American Labor Movement is all about. Brother helping brother to organize and achieve a decent standard of living for all Americans, And this is why our involvement and our commitment to the Maritime Trades De­ partment and the AFL-CIO is so impor­ tant, It represents unity and strength— not only for Seafarers—but for all Amer­ ican workers and their families. Again, nobody is going to help the sailor but the sailor himself. We are going to have to continue to initiate the programs that will benefit our Union and the maritime industry. We are going to have to lead the fight to see to it that our legislative programs for ships and cargo and job security for our membership are successful. However, the united support of all affiliates in the Maritime Trades Depart­ ment, the strong legislative support of the AFL-CIO and the grassroots support from local and state central councils all add strength and encouragement to our continuing fight in Congress for the pro­ grams that are so vital to our member­ ship. But basically the fight is ours. In Washington we must be constantly alert to attacks on our Union and our industry from the giant oil and grain lobbies, and the foreign-flag operators. And it is all of us as Seafarers who must participate in our legislative efforts through our support of SPAD to get more ships and more cargo. We have the strength; we have the understanding; we have the determina­ tion—and we have the unity to achieve our goals. .J �Digest of SlU CHARLESTON (Sea-Land), Janujary 20—Chairman J. F. McCollom; Secretary Hutchins; Deck Delegate P. IMcDaniel; Engine Delegate J. J. Tobin; I Steward Delegate A. Romero. EveryJthing running smoothly. No disputed loT. A vote of thanks to all delegates [for a job well done and for the coopera[tion of the entire crew. Observed one j minute of silence in memory of our dej parted brothers. Next port Baltimore, (Md. SEA-LAND GALLOWAY (SeaiLand), January 6—Chairman Peter A. Ucci; Secretary Duke Hall; Education­ al Director Emerson Walker; Steward Delegate Thomas Ventura. No disputed OT. Vote of thanks to the messmen for an excellent job in the crew mess and to the steward department for a fine Christmas dinner. Observed one min­ ute of silence in memory of our de­ parted brothers. SEATTLE (Sea-Land), January 13 I—Chairman Gionniotis; Secretary T. I Deloach; Educational Director Tselentis; Deck Delegate S. Rossoff; Engine Delegate C. Thompson; Steward Del­ egate J. Fanoli. $16 in ship's fund. No disputed OT. Everything running smoothly. Next port in New Jersey. TAMARA GUILDEN (Transport Comm. Corp.), January 6—Clliairman H. O. Leake; Secretary S. Hawkins; Educational Director Poulakis; Stew­ ard Delegate M. DeGollado. $6 in ship's fund. Some disputed OT in deck and steward departments. Next port Seven Isles. DELTA ARGENTINA (Delta Lines), January 21—Chairman Recer­ tified Bosun Jean Latapie; Secretary S. Wright; Educational Director J. D. Burchinal; Engine Delegate Edward J. Kosecki. $5.95 in ship's fund. $200 in movie fund. Some disputed OT in stew­ ard department. Everything running smoothly. Next port Houston. TRANSIDAHO (Hudson Water­ ways), January 7—Chairman Recerti­ fied Bosun Elbert Hogge; Secretary O. Vola; Educational Director Robert E. LaGasse; Steward Delegate Juan Ruiz. Bosun had a discussion on contributions to SPAD and how everyone should go to Piney Point to upgrade themselves. Some disputed OT in deck department. Vote of thanks to the steward depart­ ment for a job well done. Next port San Juan. Ships' Meetings Iberville Ship's Committee The SlU-manned freightship Iberville, operated by Waterman, came into the port of New Orleans on Feb. 12 before embarking on a Far East voyage. The ship's committee noted they are looking forward to a smooth run. They are. from the left: William Simmons, deck delegate; Donald Chestnut, ship's chairman; Eddy A. Bowers, steward delegate, and Harvey M. Lee, secretaryreporter. IBERVILLE (Waterman Steamship), January 23—Chairman Donald Chest­ nut; Secretary Harvey M. Lee; Educa­ tional Director Stephen Divane; Engine Delegate J. J. Logan, Jr.; Steward Dele­ gate Eddie Bowers. No disputed OT. Everything running smoothly. BETHTEX (Bethlehem Steel Corp.), January 20—Chairman W. T. Baker; Secretary T. A. Jackson; Educational Director James M. McDonald; Deck Delegate G. A. Paschall; Engine Dele­ gate Edmund Lee Bumette. No disputed OT. Observed one minute of silence in memory of our departed brothers. Next port Houston. DELTA MAR (Delta Lines), Janu­ ary 13—Chairman J. Collins; Secretary D. Collins; Educational Director E. Synan; Steward Delegate Peter Hammel. $5.20 in ship's fund. No disputed OT. A vote of thanks to the steward depart­ ment for the fine food. Next port Rio de Janeiro. ALEX STEPHENS (Waterman Steamship), January 6—Chairman A. Antoniou; Secretary H. Donnelly; Edu­ cational Director A. Cox. $35.25 in ship's fund. No disputed OT. Held a general discussion on LASH ships. Next port Aquaba, Jordan. SEATRAIN CAROLINA (Hudson Waterways), January 31—Chairman Enos E. Allen; Secretary O. Payne; Deck Delegate Richard C. Mason. $43.38 in ship's fund. No disputed OT. Everything running smoothly. Observed one minute of silence in memory of our departed brothers. PANAMA (Sea-Land), January 27 —Chairman C. A. Perreira; Secretary V. Gerner; Deck Delegate V. C. Dowd; Engine Delegate G. Byoff; Steward Del­ egate C. A. Carter. No disputed OT.. Everything running smoothly. Next port Long Beach. PECOS (Hudson Waterways), Janu­ ary 13—Chairman Billie Price; Secre­ tary J. B. Harris; Educational Director James Chianese. No disputed OT. A vote of thanks to the steward depart­ ment for a job well done. GALVESTON (Sea-Land), January 6—Chairman Recertified Bosun Denis Manning; Secretary Gus Skendelas; Ed­ ucational Director Maurice D. Stover; Deck Delegate Walter H. Rogers; En­ gine Delegate John A. Sullivan. $26.65 in ship's fiind. No disputed OT. Every­ thing Tunning smoothly. Observed one minute of silence in memory of our de­ parted brothers. Seatram Georgia Committee COLUMBIA (Ogden Marine), Janu­ ary 12—Chairman L. Gribbon; Secre­ tary C. Lanier; Deck Delegate C. Bairstow; Engine Delegate E. Williams; Steward Delegate R. Adams. Some dis­ puted OT in deck and engine depart­ ments. A special vote of thanks by the crew to the steward department for the good menus and quality of food still being served after so long a time. Next port New York. ROSE CITY (Sea-Land), January 27 —Chairman J. Cisiecki; Secretary D. F. Kaziukewicz; Deck Delegate Charles Frank; Engine Delegate Brooke Butler; Steward Delegate Francis Smith. Some disputed OT in deck and engine depart­ ments. Vote of thanks to the deck de­ partment for keeping up the messroom and pantry during off hours. A vote of thanks to the steward department for a job well done. March 1974 OVERSEAS ULLA (Maritime Over­ seas Corp.), January 20—Chairman John Leskun; Secretary John S. Burke, Sr.; Educational Director Franklin Mil­ ler; Deck Delegate M. C. Cooper; En­ gine Delegate Joseph Colly; Steward Delegate Herbert Hollings. $8.50 in ship's fund. No disputed OT. Have a dangerous cargo aboard so all crewmembers were advised to be careful where they are smoking. Next port Sardina, Italy, TRANSERIE (Hudson Waterways), January 20 — Chairman F. Johnson; Secretary F. DiCarlo; Educational Di­ rector L. Stanton. Had a long discussion on safety and observing safety rules. $15 in ship's fund. No disputed OT. Vote of thanks to the steward depart­ ment for a job well done. Next ports Rota, Spain and Augusta, Sicily. SEA-LAND GALLOWAY (SeaLand), January 20—Chairman Peter A. Ucci; Secretary Duke Hall; Educational Director Emerson Walker; Steward Del­ egate S. W. Wier. $65 in ship's fund. Had a discussion on safety aboard ship. Observed one minute of silence in mem­ ory of our departed brothers. I i •a t• I OVERSEAS JUNEAU (Maritime Overseas), January 13—Chairman Re­ certified Bosun R. F. Mackert; Secretary J. Gross; Educational Director D. Murphy; Deck Delegate John R. Murphy, Steward Delegate H. Gardner. No disputed OT. Vote of thanks to the steward department for a job well done. Next port, Capetown. <; TRANSOREGON (Hudson Water­ ways), January 20—Chairman Recer­ tified Bosun G. Mattioli; Secretary C. L. White; Engine Delegate David Able; Steward Delegate Fernando Zavola. No disputed OT. Everything running smoothly. Vote of thanks to all and to the steward department. Observed one minute of silence in memory of our departed brothers. TRANSHAWAH (Seatrain), Janu­ ary 6—Chairman Victor Carbone; Sec­ retary H. McCurdy; Engine Delegate William Cachola; Steward Delegate Darie Rio. No disputed OT. Vote of thanks to the steward department for excellent holiday dinners. Next port Baltimore, HOUSTON (Sea-Land), January 13 -Chairman Juan C. Vega; Secretary T. Williams; Deck Delegate Anderson Johnes; Engine Delegate R. Scotti. $4 in ship's fund. Some disputed OT in engine department. Everything running smoothly. Next port San Juan. ! '-.it Official ships' minutes were also received from the following vessels: MAYAQUEZ LA SALLE MARYMAR BROOKLYN MOUNT VERNON VICTORY The Ship's committee aboard the Seatrain Georgia gather for a photo in the ship's lounge at her most recent payoff in the port of San Francisco. They are, from left: T. Richbrds, ship's chairman; H. Wooten, steward delegate; P. Dolan, deck delegate; H. Sormunen, engine delegate, and P. Franco, secretary-reporter. The Seatrain Georgia will be laid up for a short while. I WALTER RICE I NEW YORKER •'V'4.- JACKSONVILLE J Page 15 A �wm New SIU Pensioners Joseph V. Bissonnet, 64, joined the SIU in 1944 in the port of New York sailing in the deck department as a bosun and an AB for the Marven Steamship Corp. Brother Bissonnet sailed 35 years on Ameri­ can-flag ships. Bom in Dallas, Tex., he is now a resident of Porterville, Calif. Markos E. Potiriadis, 66, joined the Union in the port of New York in 1956 sailing in the steward de­ partment for the Waterman Steam­ ship Co., Victory Carriers, Calmar Lines, Cities Service and Sea-Land Service Corp. Brother Potiriadis is a Navy veteran of World War II. Born in Egypt, he now resides in New York City. Fedele Di Giovanni, 66, joined the SIU in the port of New Orleans in 1954 sailing in the steward de­ partment for the Maritime Overseas Corp., the Mississippi Steamship: Corp., and the Penn Navigation Co. Brother Di Giovanni attended the seventh SIU Educational Confer­ ence at Piney Point, Md. He is a U.S. Navy veteran of World War II. Bora in New Orleans, he is now a resident of Metairie, La. with his wife, Philippa. Allen L. Miller, 65, joined the Union in the port of Galveston in 1956 sailing in the engine depart­ ment last for Cities Service. Brother Miller sailed for 28 years. A native of Columbus, Tex., he presently resides in Westlake, La. with his wife, Irene. Otto R. Hoepner, 65, joined the Union in 1945 in the port of Norfolk sailing as an AB in the deck depart­ ment. Brother Hoepner attended an SIU Educational Conference at the HLSS in Piney Point, Md. He is a 1934-1943 veteran of the Navy. A native of Hamburg, Germany, he now resides in New York City. Edward J. Jasinski, 67, joined the SlU-affiliated IBU in 1942 in the port of Chicago sailing in the engine department as an oiler on tugs for the Great Lakes Dredge and Dock Co., and the Clark Oil and Refining Co. Brother Jasinski presently lives in Chicago with his wife, Esther. •mi Ronald L. Karns, 48, joined tlfe SIU in 1946 in the port of New York sailing in the engine depart­ ment. Brother Karns was bora in Emlenton, Pa., and is now a resi­ dent of Metairie, La. with his son, Gary. John A. MacDonald, 67, joined the SlU-afiiliated IBU in the port of Detroit in 1961 sailing as an oiler in the engine department for the Dunbar and Sullivan Dredging Co. from 1942 to 1946. Bora in Nova Scotia, Brother MacDonald resides in Detroit with his wife, Christina. Joseph J. Melita, 65, joined the Union in 1944 in the port of Balti­ more sailing in the deck department. Brother Melita was bora in Balti­ more where he now lives with his wife, Louise. Salvador J. Malhabour, 65, joined the SIU in the port of Philadelphia in 1958 sailing in the steward de­ partment for the Waterman Steam­ ship Co., and Calmar Lines. Brother Malhabour is a native of the Philip­ pine Islands and presently resides in San Francisco. Alfred L. Yarhorough, 59, joined the SIU in 1945 in the port of Boston sailing in the steward depart­ ment. Brother Yarborough was a delegate from Seattle to an SIU Educational Conference at the HLSS in Piney Point, Md. Born in Seattle, he presently resides there. Juan Nieves, 64, joined the SIU in 1938 in the port of New York sailing in the deck department for Maritime Overseas Corp. and SeaLand Service Corp. Brother Nieves walked the picket line in the New York Harbor strike in 1961. Born in Puerto Rico, he now lives in La Riviera, Rio Piedras, P.R., with his wife, Gregoria. Daniel I. Butts, 65, joined the Union in 1938 in the port of New York sailing in the deck department as a bosun. Brother Butts sailed for 45 years. He was the SIU's Puerto Rico port agent for five years, an HLSS instructor, and had attended the Maritime Advancement Pro­ gram. A native of Staten Island, N.Y., he now resides in Colma, Calif, with his wife, Maria. Charles W. Hall, 51, joined the SIU in 1944 in the port of New York sailing in the steward depart­ ment for U.S. Steel. Brother Hall is a 1940-42 veteran of the Navy. Bom in Chattanooga, Tenn., he now resides in Baltimore. Q. P. Bailey, 65, joined the Union in the port of New York in 1955 and last sailed in the engine depart­ ment for the Mississippi Shipping Co. Brother Bailey was born in Alabama where he now lives in Samson with his wife, Willie Belle. Delta Brazil Committee Andrew Aspseter, 65, joined the SIU in the Great Lakes port of Detroit in 1959 sailing in the deck department as an AB. Brother Asp­ seter sailed for a total of 45 years. A native of Hubble, Mich., he is now a resident of Exeland, Wise, with his wife, Helen. Dioscoro B. Militar, 73, joined the SIU in 1943 in the port of New York sailing in the steward department last for Victory Carriers. Brother Militar sailed for 45 years. Born in the Philippines, he now resides in San Francisco. Fred Gentry, 67, joined the Union in the port of Houston in 1957 sailing in the engine department. Brother Gentry sailed for 51 years. He is a native of San Francisco where he now resides. James A. Hellems, 65, joined the SlU-affiliated IBU in the port of Buffalo in 1961 sailing as a tug deck­ hand for the Great Lakes Dredge and Dock Co. from 1957 to 1973. Brother Hellems currently resides in Rochester, N.Y. tfkffll Deep Sea' IBU — ...5:00p.m New York ...... Apri Philadelphia ...April Baltimore ..«v ,. April The Delta Brazil recently crewed up in the port of New Orleans for a voyage to Africa. Recertified Bosun Ewing Rihn-, center, who was one of the original committee members that set up the Recertification Program, will serve as ship's chairman. Electrician Abner Abrams, left, will serve as educational director and Chief Steward Robert Marion as secretary-reporter. Page 16 Houston New Orleans Mobile San Francisco ,. Columbus Chicago ....... Port Arthur ... Buffalo St. Louis , Cleveland 115... — Seafarers Log �'M New A Book Members 'A' Seniority Upgrading Program First Group to Graduate Under Expanded Program Henry Manning Seafarer Henry Manning obtained a Cook and Baker's rating from the Harry Lundeberg School in December, 1973. The 26-year old native of Texas ships out of the port of Houston. He's been in the €I U for eight years. I have learned several things that 1 needed to know about the Union. 1 have come to learn about the Union and how members feel about the Union. I believe that the Union is looking out for the best interests of the 'members, and I have learned in my "A" class the Union benefits and what it takes to be qualified for the benefits. I encourage each member to express his own views to the Union. Five more Seafarers achieved full books through the SIU "A" Seniority Upgrading Program and took the oath of obligation at the general membership meeting in New York this month. This group includes men who were able to upgrade under the new expanded program. The program, which was previously lim­ ited to graduates of the Lundeberg School's entry-rating program, now includes Seafarers who successfully complete an advanced course of training at the school. This month's class brings to 77 the number of members who have attained full book status since the upgrading program began last ywr. The five Seafarers are: Richard Makarewicz, Henry Man­ ning, Charles Kirksey, Thomas Kegney and Patrick Graham. The Seniority Upgrading Program was established in order to mahitahi tibe SIU's tradition of providing well-trained and highly qualified Seafarers for all its contracted ships. Its main objective is to prepare our members for the innovations hi the new ships being built, and to give all Seafarers a better understanding of the problems we face and how to deal with them in the future. On this page the five new "A" Seniority full book members tell in their own words what the program has meant to them. about Piney Point, I would recommend it liighly to him and encourage him in every way to attend. I have had the opportunity of getting a deeper insight into the workings of our Union and a better overall under­ standing of the role that our members and I play in the shipping organization. and the teaching staff that is at our dis­ posal at Piney Point. I learned quite a lot about our Union in the two weeks that I spent at Piney Point. We even took a trip to Washington to the Trans­ portation Institute; these people are there fighting for us. We must support SPAD. I honestly feel that if it wasn't for the fine leader­ ship in our Union, and SPAD dona­ tions, we would not be where we are today. The educational facilities at Piney Point are proof of just how far our Union has come. It is a place where all of our members, both young and old, can come to upgrade to better jobs, and to qualify for the new ships that are coming out. I know that my Union is working with me and for me. In Washington I saw the powerful political arm of our Union, and I learned the importance of our partici­ pating through our support of SPAD. In my two weeks of "A" Seniority Up­ grading in New York, I learned more about the Union than I thought I ever would learn. 1. Patrick Graham Seafarer Patrick Graham graduated from the Harry Lundeberg School in Aug. 1972. Born in Louisiana, the 21year old Seafarer ships out of the port of Houston. f; During the process of my seniority upgrading course I have seen with my own eyes how our Union actually oper­ ates. This is an asset to any member, for then he can fully understand his in­ dustry and what his Union is doing to protect his job security. Richard Makarewicz Seafarer Richard Makarewicz, who sails"out of the port of Baltimore, re­ ceived a QMED rating from the Harry Lundeberg School this past January. A native of Pennsylvania, he has been an SIU member for 11 years. Before entering the upgrading pro­ gram you could say that I was com­ pletely ignorant of the opportunities that are open to the members of our Union. During my stay at the school I had lots of time to sit back and observe, and I have come to find that it is the best vocational training school in the nation. If asked by another member year old Seafarer joined the SI U at the urging of his father, Clarence Burrows, who is a Chief Cook and has been an SIU member for 20 years. Seafarer Kirksey ships as oiler out of the port of Mobile. Charles Kirksey Today we use lawyers and lobbyists, not sticks and fists to achieve new jobs. Our industry has matured to a point where we can get more accomplished in Washington, D.C. than we can on the docks. Seafarer Charles Kirksey graduated from the Harry Lundeberg School in 1970. A native of Alabama, the 23- With a well-educated membership, as well as our strong leadership, we have nowhere to go except ahead. Thomas Kegney Seafarer Thomas Kegney graduated from the Harry Lundeberg School in 1966, and he upgraded to electrician at the School in 1971. Born in Brook­ lyn, the 25-year old Seafarer sails out of the port of New York. I was very impressed by the facilities V. •" '• iii Ei Oil Import Hearings have resumed on H.R. 8193, a bill to reserve a portion of oil import cargo for American-flag ships. There are already 226 sponsors of the House bill, and a companion bill in the Senate has been referred to the Commerce Committee. An SIU representative will testify in favor of H.R. 8193 this month. Committee Realignment By B. Rocker Social Security Increase As a result of a bill passed by Congress and signed by the President on Dec. 31, Social Security benefits will increase seven percent in March and another four percent in June. The increase replaces a 5.9 percent cost of living increase scheduled for July 1974. Benefits were raised by 15 percent in 1969, 10 percent in 1971, and 20 per­ cent in 1972 in an effort to step up benefits to match rising living costs. March 1974 The Select Committee on Committees has recommended abolishment of the Merchant Marine and Fisheries Committee and scattering of its work among other committees. SIU is strongly opposed to such a change. The Merchant Marine and Fisheries Committee has taken a leading role in the development of a strong U.S. merchant marine, has been concerned with the development of a balanced approach to the environment, and has pushed for development of a policy for the exploration of the oceans. Pension Plan Regulation ii .1 •A. The House of Representatives passed by a vote of 375 to 4 a bill to regulate the thousands of pension plans which cover more than 30 million workers in the United States. H.R. 2 combined provisions of bills from both the Ways and Means Com­ mittee and the Committee on Labor and Education. Page 17 .f ij i- �Portmar Ship's Committee The SlU-manned freightship Portmar, operated by Calmar Steamship Co., paid off in the port of Baltimore on Feb. 28 after another good intercoastal run. The Portmar's ship's committee took time out for a photo with several fellow crewmembers before taking part in the Union meeting. They are, seated from the left: George Kontos, educational director: Irwin Moen, ship's chair­ man, and George Manning, steward delegate. Standing from the left are: B. Maldonado, deck delegate; W. Addison, engine delegate, and J. Marshall, secretary-reporter, along with crewmembers M. Hill and L. Proffitt. Monticello Victory Commiffee The Monticello Victory, operated by Monticello Tankers, paid off on Feb. 27 at Stapleton Anchorage off Staten Island, N.Y. The ship's commitee agreed it was another good intercoastal voyage, with all departments working well together. They are, from the left: Ervin Bradley, secretary-reporter; Richard Koch, educational director; Joe Bennett, deck delegate; Bill Scott, ship's chairman, and Joe Roberte, steward delegate. Transchamplain Committee NewYorker Ship's Commiffee The SlU-manned T-2 tanker Transchamplain, operated by Hudson Water­ ways, paid off in the port of San Francisco late last month. The Ship's committee members are, seated from left: R. Tollman, deck delegate; H. Rapp, engine delegate; H. Houston, secretary-reporter, and M. Guidera, steward delegate. Standing on left is Bosun L. Suckocki, ship's chairman, along with two other members of the Transchamplain deck crew. Usual run for the Transchamplain is Hawaii. The SlU-manned containership New Yorker, operated by Sea-Land, paid off in the port of Norfolk, Va. on Feb. 26. The ship's committee noted it was a good voyage and they are "looking forward to the next." They are, standing from the left: Bobby High, engine delegate, and Julian Wilson, ship's chairman. Seated from the left are: R. H. Avery, Norfolk patrolman, Joe Woolford, deck delegate, and Jerry Wood, steward delegate. The New Yorker is on a coastwise run. Ogcfen Wabash Commiffee Delta Mar Ship's Committee 4JMIW. I The LASH carrier Delta Mar paid off in the port of New Orieans on Feb. 13 after another run to South America. The ship's committee members are, from the left: Irvin Glass, deck delegate; Al DeArgo, engine delegate; Don Collins, secretary-reporter, and Peter V. Hammel, steward deiegate. The Delta Mar was the first of three revolutionary LASH vessels built for Delta Steamship at the Avondale Shipyards in New Orleans. She can carry 74 barges along with 288 containers at one time. Page 18 Recertified Bosun Homer Workman, seated second from left, who recently completed the SlU's two-month Bosun's Recertification Program, is now sailing aboard the Ogden Wabash. Photo was taken at a recent payoff in the port of New Orleans. Other committee members are, standing from the left: John Wallack, engine deiegate; Sam A. Solomon, secretary-reporter, and Bob Munroc, deck delegate. Seated from the left are: Joseph Huszar, educational director; ship's chairman Workman, and Benny Cuncia, steward delegate. New Orleans Patrolman Jimmy Martin is seated right. Usual run for the Ogden Wabash is Russia. Seafarers Log �Annual Reports of Seafarers Plans Annual Report of Seafarers Welfare Fund Appears on Pages 19 and 20 Annual Report of the United Industrial Workers of North America Welfare Fund Appears on Page 21 Annual Report of the Seafarers Pension Fund Appears on Page 2 2 •h y{ Annual Report of the United Industrial Workers of North America Pension Plan Appears on Page 23 •' t I- •; • I Annual Report of the Great Lakes Tug and Dredge Pension Plan Appears on Page 24 I 'i ! •?. I I I II ANNUAL REPORT For the four months ended March 31,1973 SEAFARERS WELFARE FUND (Name of Welfare Fund) 275 20th Street, Brooklyn, New York 11215 (2) The Annual Report is required to be filed, in duplicate, not later than five months after end of fiscal year. Address replies to New York State Insurance Department, 55 John Street, New York, New York 10038. (.3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment, refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Insurance Department, 55 John Street, New York, New York 10038. (Address of Fund) to the SUPERINTENDENT OF INSURANCE STATEMENT OF CHANGES IN FUND BALANCE (RESERVE FOR FUTURE BENEFITS) ADDITIONS TO FUND BALANCE of the STATE OF NEW YORK NOTES: (1) Ail data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 has been filed in lieu of pages 7 to 14 of the New York Annual Statement, Part IV—Section A of Form D-2 may be substituted for Page 3 herein. mmc Item 1. Contributions: (Exclude amounts entered in Item 2) (a) Employer (Schedule 1) (b) Employee -. (c) Other (Specify) (d) Total Contributions 2. Dividends and Experience Rating Refunds from Insurance Companies $2,610,802.65 $2,610,802.65 •^1 a: Page 19 J • -T ' ' . s. I ' 'i ip.- u I �3. Investment Income: (a) Interest (b) Dividends (c) Rents (d) Other (Specify) (e) Total Income from Investments • •. • , 4. Profit on disposal of investments 5. Increase by adjustment in asset values of invest­ ments , 6. Other Additions: (Itemize) (a) Adjustment to Reserve for Wage Insurance Claims Receivable (b) Receipts from other entities, food sales, interest on delinquencies, misc (c) Total Other Additions 7. Total Additions 18,966.43 467.76 19,434.19 43,999.83 138,365.06 182,364.89 $2,812,601.73 LIABILITIES Insiu'ance and Annuity Premiums Payable Unpaid Claims (Not Covered by Insurance) Accounts Payable $3,116,578.20 Accrued Expenses 96,701.24 Other Liabilities (Specify) Estimated Liabilities Re Claims and future Benefits, Unapplied Contributions, Misc 1,227,124.20 14. Reserve for Future Benefits (Fund Balance) 1,018,891.53 15. Total Liabilities and Reserves $5,459,295.17 9. 10. 11. 12. 13. DEDUCTIONS FROM FUND BALANCE 8. Insurance and Annuity Premiums to Insurance Carriers and to Service Organizations (In­ cluding Prepaid Medical Plans) 9. Benefits Provided Directly by the Trust or Sep­ arately Maintained Fund 10. Payments to an Organization Maintained by the Plan for the Purpose of Providing Benefits to Participants (Attach latest operating state­ ment of the Organization showing detail of administrative expenses, supplies, fees, etc.) . 11. Payments or Contract Fees Paid to Independent Organizations or Individuals Providing Plan Benefits (Clinics, Hospitals, Doctors, etc.) .. 12. Administrative Expenses: (a) Salaries (Schedule 2) (b) Allowances, Expenses, etc. (Schedule 2) .. (c) Taxes (d) Fees and Commissions (Schedule 3) (e) Rent (f) Insurance Premiums (g) Fidelity Bond Premiums (h) Other Administrative Expenses (Specify) Tabulating, employee benefits, office ex­ penses (i) Total Administrative Expenses 13. Loss on disposal of investments 14. Decrease by adjustment in asset values of in­ vestments 15. Other Deductions: (Itemize) (a) Provision for receivables deemed doubtful of collection (b) (c) Total Other Deductions 16. Total Deductions 5. Loans and Notes Receivable: (Other than Real Estate) 4<ooiioa (a) Secured • 43y,yi i.y4 (b) Unsecured * 6. Real Estate: (a) Operated (b) Other Real Estate 7. Other Assets: (a) Accrued Income i#: IQO (b) Prepaid Expenses • ••; 10,198.65 (c) Other (Specify) Fixed Assets—Net; Loan Program—Net; Misc 573,058.27 8. Total Assets $5,459,295.17 $1,290,686.94 560,133.41 92,984.08 1 The assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued at their aggregate cost or present value, whichever is lower, if such a statement is not so required to be filed with the U.S. Treasury Department. 157,203.02 4,911.51 7,700.20 13,126.13 36,715.40 3,091.18 ANNUAL REPORT OF THE SEAFARERS WELFARE FUND 220,584.06 443,331.50 43,462.91 STATE OF. ss. 24,944.34 24,944.34 $2,455,543.18 COUNTY OF. and Trustees of the Fund and affirm, under the penalties of perjury that the contents of this Annual Report are true and hereby subscribe thereto. RECONCILEMENT OF FUND BALANCE 17. Fund Balance (Reserve for Future Benefits at Beginning of Year) 18. Total Additions During Year (Item 7) 19. Total Deductions During Year (Item 16) 20. Total Net Increase (Decrease) 21. Fund Balance (Reserve for Future Benefits) at end of Year (Item 14, Statement of Assets and Liabilities) $ 661,832.98 $2,812,601.73 2,455,543.18 357,058.55 $1,018,891.53 STATEMENT OF ASSETS AND LIABILITIES ASSETSi Others (Indicate titles): End of Reporting Year •*V Item 1. Cash $ 462,462.67 2. Receivables: (a) Contributions: (1) Employer 1,602,217.27 (2) Other (Specify) (b) Dividends or Experience Rating Refunds (c) Other (Specify) Due from other entities; Wage Insurance Claims—Net 105,133.26 3. Investments (Other than Real Estate): (a) Bank Deposits At Interest and Deposits or Shares in Savings and Loan Associations 39,144.49 (b) Stocks: (1) Preferred (2) Common (c) Bonds and Debentures: (1) Government Obligations (a) Federal (b) State and Municipal (2) Foreign Government Obligations (3)'Non-Government Obligations (d) Common Trusts: (1) (Identify) (2) (Identify) .". (e) Subsidiary Organizations (Identify and Indicate Percentage of Ownership by this plan in the subsidiary) (1) % See attachment 2,201,168.62 4. Real Estate Loans and Mortgages Page 20 SEAFARERS WELFARE PLAN ATTACHMENT TO NEW YORK STATE INSURANCE DEPARTMENT ANNUAL REPORT FOUR MONTHS ENDED MARCH 31,1973 Page 7—Item 3e—Subsidiary Organizations Name Welfare Mobile Building Corp. Welfare Philadelphia Building Corp Welfare New Orleans Building Corp Welfare Baltimore Building Corp Welfare New York Restaurant Corp Welfare Baltimore Restaurant Corp Welfare New York Building Corp Percentage of Amount of Ownership Investment 100% $ 83,257.72 100% 143,675.40 100% 578,803.91 100% 436,158.31 100% 47,836.84 100% 27,828.60 100% 883,607.84 $2,201,168.62 ' Seafarers Log �, L— ANNUAL REPORT For the fecal year ended April 30,1973 UNITED INDUSTRIAL WORKERS OF NORTH AMERICA WELFARE FUND (Name of Welfare Fund) RECONCILEMENT OF FUND BALANCE 17. Fund Balance (Reserve for Future Benefits at Beginning of Year) 18. Total Additions During Year (Item 7) $1,819,008.17 19. Total Deductions During Year (Item 16) 1,797,363.12 20. Total Net Increase (Decrease) 21. Fund Balance (Reserve for Future Benefits) at end of Year (Item 14, Statement of Assets and Liabilities) $ 521,279.24 21,645.05 $ 542,924.29 275 20th Street, Brooklyn, New York 11215 (Address of Fund) STATEMENT OF ASSETS AND LIABILITIES to the ASSETS SUPERINTENDENT OF INSURANCE End of Reporting Year of the STATE OF NEW YORK NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 has been filed in lieu of pages 7 to 14 of the New York Annual Statement, Part IV—Section A of Form D-2 may be substituted for Page 3 herein. (2) The Annual Report is required to be filed, in duplicate, not later than five months after end of fiscal year. Address replies to New York State Insurance Department, 55 John Street, New York, New York 10038. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment, refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Insurance Department, 55 John Street, New York New York 10038. CHANGES IN FUND BALANCE (RESERVE FOR FUTURE BENEFITS) ADDITIONS TO FUND BALANCE Item 1. Contributions: (a) Employer (b) Employee (c) Other (Specify) (d) Total Contributions 2. Dividends and Experience Rating Refunds from Insurance Companies 3. Investment Income: (a) Interest (b) Dividends (c) Rents (d) Other (Specify) (e) Total Income from Investments 4. Profit on disposal of investments 5. Increase by adjustment in asset values of invest­ ments 6. Other Additions: (Itemize) (a) Reimbursed Expenses (b) Interest on Delinquencies (c) Total Other Additions 7. Total Additions $1,786,524.73 $1,786,524.73 26,814.24 26,814.24 4,274.27 1,394.93 March 1974 i. LIABILITIES Insurance and Annuity Premiums Payable Unpaid Claims (Not Covered by Insurance) Accounts Payable Accrued Expenses 28,315.71 Other Liabilities (Specify) Estimated Liabilities Re Claims and Future Benefits, Unapplied Contributions, Misc 349,766.47 14. Reserve for Future Benefits (Fund Balance) 542,924.29 15. Total Liabilities and Reserves $ 921,006.47 9. 10. 11. 12. 13. ' <y-i ] 5,669.20 $1,819,008.17 ANNUAL REPORT OF THE UNITED INDUSTRIAL WORKERS OF NORTH AMERICA WELFARE FUND DEDUCTIONS FROM FUND BALANCE 8. Insurance and Annuity Premiums to Insurance Carriers and to Service Organizations (In­ cluding Prepaid Medical Plans) 9. Benefits Provided Directly by the Trust or Sep­ arately Maintained Fund 10. Payments to an Organization Maintained by the Plan for the Purpose of Providing Benefits to Participants 11. Payments or Contract Fees Paid to Independent Organizations or Individuals Providing Plan Benefits (Clinics, Hospitals, Doctors, etc.) .. 12. Administrative Expenses: (a) Salaries (b) Allowances, Expenses, etc (c) Taxes (d) Fees and Commissions (e) Rent (f) Insurance Premiums (g) Fidelity Bond Premiums (h) Other Administrative Expenses (Specify) Tabulating, employee benefits, office ex­ penses (i) Total Administrative Expenses 13. Loss on disposal of investments 14. Decrease by adjustment in asset values of in­ vestments 15. Other Deductions: (Itemize) (a) Provision for Contributions deemed Doubt­ ful of Collection (b) (c) Total Other Deductions 16. Total Deductions Item 1. Cash $ 151,534.49 2. Receivables: (a) Contributions: (1) Employer 262,941.71 (2) Other (Specify) (b) Dividends or Experience Rating Refunds (c) Other (Specify) Due from Other Funds; Travel Advance .... 21,236.64 3. Investments (Other than Real Estate): (a) Bank Deposits At Interest and Deposits or Shares in Savings and Loan Associations 425,000.00 (b) Stocks: (1) Preferred (2) Common (c) Bonds and Debentures: (1) Government Obligations 55,000.64 (a) Federal (b) State and Municipal (2) Foreign Government Obligations (3) Non-Government Obligations (d) Common Trusts: (1) (Identify) (2) (Identify) (e) Subsidiary Organizations (Identify and Indicate Percentage of Ownership by this plan in the subsidiary) (1) % (2) % 4. Real Estate Loans and Mortgages 5. Loans and Notes Receivable: (Other than Real Estate) (a) Secured (b) Unsecured 6. Real Estate: (a) Operated (b) Other Real Estate 7. Other Assets: (a) Accrued Income 4,067.73 (b) Prepaid Expenses 271.82 (c) Other (Specify) Fixed Assets—Net 953!44 8. Total Assets $ 921.006.47 V . STATE OF ) , .1 •( SS. $1,336,552.26 COUNTY OF. and 95,233.53 $ 122,906.47 14,674.80 7,768.85 22,171.10 29,742.26 884.94 406.78 Trustees of the Fund and. affirm, under the penalties of perjury that the contents of this Annual Report are true and hereby subscribe thereto. •' 1 Emplojfer\rustj J •' i t 'f ( • r- W 130,883.50 'fil ' i'' i 329,438.70 .. 4, Employee trus 1 , 36,138.63 i . if Others (Indicate titles): 36,138.63 $1,797,363.12 Page 21 I �ANNUAL REPORT For the four months ended March 31) 1973 SEAFARERS PENSION FUND (Name of Welfare Fund) 275 20th Street, Brooklyn, New York 11215 SUMMARY OF OPERATIONS 1. 2. 3. 4. 5. 6. Contributions from employers Contributions from employee-members Interest, dividends and real estate net income Profit on disposal of investments Increase by adjustment in asset values of investments Dividends and experience rating refunds from insurance carriers in connection with member benefits Other income: 7 8 9 10. Total $ 5,116,997.59 It441,801.69 9,057.21 $ 6,567,856.49 (Address of Fund) to the SUPERINTENDENT OF BANKS of the STATE OF NEW YORK NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 is required to be filed in lieu of Pages 7 to 14 of the New York Aimual Statement, the Statement of Assets and Liabilities (Part IV, Section A) and the Statement of Receipts and Disbursements (Part IV, Section B) of Form D-2 may be substituted for Pages 2 and 3 herein. (2) The Annual Report is required to be filed, in duplicate, within five months after the close of the fiscal year used in maintaining the records of the fund. Address replies to New York State Banking Department, Employee Welfare Fund Division, 100 Church Street, New York, New York 10007. (3) The data contained herein is for the purpose of providing general information as to the condition and alTairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment refer to the Annual Statemen, copies of which may be inspected at the office of the fund, or at the New York State Banking Department, Employee Welfare Fund Division, 100 Church Street New York, New York 10007. DEDUCT; 11. Premiums and annuity considerations to insurance carriers for member benefits 12. Beijefits directly provided to members 13. General expenses 14. Loss on disposal of investments •• 15. Decrease by adjustment in asset values of investments Other: 16 17 18 19. Total (Lines 11-18 incl.) 20. Increase or decrease (Line 10 less Line 19) 21. Net change from previous year in amounts set aside for payment of benefits 22. Net increase or decrease (Line 20 plus or minus Line 21) $ 1,929,301.00 325,302.30 $ 2,254,603.30 $ 4,313,253.19 $ 4,313,253.19 BALANCE OF FUND 23. Balance of Fund at beginning of year 24. Net increase or decrease from Item 22 above Other charges or credits (Itemize): 25 26 27 28. Balance of Fund at end of year (Line 19, Page 2) $81,145,529.39 4,313,253.19 $85,458,782.58 ASSETSi 1. Cash: a. On interest $ 766,580.89 38,079.29 b. Not on interest $ 804,660.18 c. In office 2. Bonds: a. Government obligations $ 120,372.00 b. Other obligations 50,488,491.70 50,608,863.70 3. Stocks: a. Preferred $ 2,524,971.60 b. Common 26,297,484.21 28,822,455.81 4. Mortgage loans on real estate 189,997.49 5. Real estate, less $ encumbrances and less $ allowance for depreciation 6. Interest and other investment income due and accrued 1,047,855.93 Other assets (List each separately): 7. Mortgage Investment Trust 999,732.43 8. Contributions receivable 3,139,644.93 9. 10. Total Assets $85,613,210.47 ANNUAL REPORT OF THE SEAFARERS PENSION FUND STATE OF. SS. COUNTY OF_ and Trustees of the Fund and being duly sworn, each for himself deposes and says that this Annual Report is true to the best of his information, knowledge and belief. Employer LIABILITIES 1• ; I. V'. l1 •; 11. Outstanding benefit claims not covered by insurance carriers ... $ 12. Other amounts set aside for payment of benefits 13. Premiums and annuity considerations due to insurance carriers for member benefits 14. General expenses due or accrued $ 42,870.93 Other liabilities (List each separately): 15. Due to other Plans !.. 111,556.96 16 17 18. Total Liabilities 19. Balance of Fund 85,458,782.58 20. Total $85,613,210.47 Others (Indicate titles): t'i ft 1 The assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued at their aggregate cost or present value, whichever is lower, if such a statement is not so required to be filed with the U.S. Treasury Department. Subscribed and sworn to before me this 6th day of Feb. 1974. \ - Page 22 IJ: Seafarers Log �ANNUAL REPORT For the fiscal year ended April 30,1973 UNITED INDUSTRIAL WORKERS OF NORTH AMERICA PENSION PLAN (Name of Welfare Fund) SUMMARY OF OPERATIONS 1. 2. 3. 4. 5. 6. Contributions from employers $ 849,610.62 Contributions from employee-members Interest, dividends and real estate net income 42,514.94 Profit on disposal of investments Increase by adjustment in asset values of investments Dividends and experience rating refunds from insurance carriers in connection with member benefits Other income: 7. Interest from delinquent contributors 105.53 8. Collection expense recovered 234.90 9 10. Total $ 892,465,99 275 20th Street, Brooklyn, New York 11215 (Address of Fund) DEDUCT; to the SUPERINTENDENT OF BANKS of the STATE OF NEW YORK NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 is required to be filed in lieu of Pages 7 to 14 of the New York Annual Statement, the Statement of Assets and Liabilities (Part IV, Section A) and the Statement of Receipts and Disbursements (Part IV, Section B) of Form D-2 may be substituted for Pages 2 and 3 herein. (2) The Aimual Report is required to be hied, in duplicate, within five months after the close of the fiscal year used in maintaining the records of the fimd. Address replies to New York State Banking Department, Employee Welfare Fund Division, 100 Church Street, New York, New York 10007. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Banking Department, Employee Welfare Fund Division, 100 Church Street New York, New York 10007. ASSETS! 1. Cash: a. On interest b. Not on interest $ 73,349.08 c. In office $ 73,349.08 2. Bonds: a. Government obligations b. Other obligations $604,723.70 604,723.70 3. Stocks: a. Preferred $ 12,172.30 b. Common 630,658.90 642,831.20 4. Mortgage loans on real estate 5. Real estate, less $ encumbrances and less $ allowance for depreciation 6. Interest and other investment income due and accrued 10,062.36 Other assets (List each separately): 7. Prepaid Expenses 253.39 8. Contributions receivable (Less reserve for doubtful accounts of $38,503.67) 110,656.84 9 0. Total Assets 7 $1,441,876.57 11. Premiums and annuity considerations to insurance carriers for member benefits 12. Benefits directly provided to members 13. General expenses 14. Loss on disposal of investments 15. Decrease by adjustment in asset values of investments Other: 16. Provision for doubtful accounts 17 18 19. Total (Lines 11-18 inch) 20. Increase or decrease (Line 10 less Line 19) 21. Net change from previous year in amounts set aside for payment of benefits 22. Net increase or decrease (Line 20 plus or minus Line 21) $ 24.961.02 106,814.74 836.84 28,268.65 $ 160,881.25 $ 731,584.74 ^ 731,584.74 BALANCE OF FUND 23. Balance of Fund at beginning of year $ 572,653.48 24. Net increase or decrease from Item 22 above 731,584.74 Other charges or credit (Itemize): 25. Adjustment re: change in accounting method from cash to accrual basis 94,137.18 26 : 27 28. Balance of Fund at end of year (Line 19, Page 2) $1,398,375.40 ANNUAL REPORT OF 1HE UNITED INDUSTRIAL WORKERS OF NORTH AMERICA PENSION PLAN r if n STATE OF. •'"i SS. ! -f;i COUNTY OF. and !41 Trustees of the Fund and being duly sworn, each for himself deposes and says that this Annual Report is true to the best of his information, knowledge and belief. \ I • I 1 ! '•'J • • T^IAu^ •'.I Employer tr LIABILITIES 1. Outstanding benefit claims not covered by insurance carriers $ 107.00 2. Other amounts set aside for payment of benefits 13. Premiums and annuity considerations due to insurance carriers for member benefits 14. General expenses due or accrued 31,963.84 Other liabilities (List each separately): " 15. Unapplied contributions 3,873.27 16. Due to other Plans 7,557.06 17 18. Total Liabilities 43,501.17 19. Balance of Fund 1,398,375.40 20. Total .... $1,441,876.57 ^ pie assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued at their aggregate cost or present value, whichever is lower, if such a statement is not 30 required to be filed with the U.S. Treasury Department. March 1S74 '1^1! '•4 . r I ! •i • f Employee Others (Indicate titles): Subscribed and sworn to before me this 13th day of Feb. 1974. Page 23 I- �m rrsv" V.-411S ANNUAL REPORT For the four months ended March 31,1973 SEAFARERS PENSION FUND (Name of Welfare Fund) 5 i 275 20th Street, Brooklyn, New York 11215 SUMMARY OF OPERATIONS 1. 2. 3. 4. 5. 6. Contributions from employers Contributions from employee-members Interest, dividends and real estate net income Profit on disposal of investments Increase by adjustment in asset values of investments ......... Dividends and experience rating refunds from insurance carriers in connection with member benefits Other income: 7 8 9 10. Total $ 5,116,997.59 1,441,801.69 9,057.21 $ 6,567,856.49 (Address of Fund) to the DEDUCT; SUPERINTENDENT OF BANKS I . of the i STATE OF NEW YORK NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 is required to be filed in lieu of Pages 7 to 14 of the New York Annual Statement, the Statement of Assets and Liabilities (Part IV, Section A) and the Statement of Receipts and Disbursements (Part IV, Section B) of Form D-2 may be substituted for Pages 2 and 3 herein. (2) The Annual Report is required to be filed, in duplicate, within five months after the close of the fiscal year used in maintaining the records of the fund. Address replies to New York State Banking Department, Employee Welfare Fimd Division, 100 Church Street, New York, New York 10007. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment refer to the Annual Statemen, copies of which may be inspected at the office of the fund, or at the New York State Banking Department, Employee Welfare Fund Division, 100 Church Street New York, New York 10007. 11. Premiums and annuity considerations to insurance carriers for member benefits 12. Benefits directly provided to members $ 1,929,301.00 13. General expenses 325,302.30 14. Loss on disposal of investments •• 15. Decrease by adjustment in asset values of investments Other: 16 17 18 19. Total (Lines 11-18 incl.) $ 2,254,603.30 20. Increase or decrease (Line 10 less Line 19) $ 4,313,253.19 21. Net change from previous year in amounts set aside for payment of benefits 22. Net increase or decrease (Line 20 plus or minus Line 21) $ 4,313,253.19 BALANCE OF FUND 23. Balance of Fund at beginning of year 24. Net increase or decrease from Item 22 above Other charges or credits (Itemize) : 25 26 27 28. Balance of Fund at end of year (Line 19, Page 2) $81,145,529.39 4,313,253.19 $85,458,782.58 ASSETS! 1. Cash: a. On interest $ 766,580.89 b. Not on interest 38,079.29 $ 804,660.18 c. In office 2. Bonds: a. Government obligations $ 120,372.00 b. Other obligations 50,488,491.70 50,608,863.70 3. Stocks: a. Preferred $ 2,524,971.60 b. Common 26,297,484.21 28,822,455.81 4. Mortgage loans on real estate 189,997.49 5. Real estate, less $ encumbrances and less $ allowance for depreciation 6. Interest and other investment income due and accrued 1,047,855.93 Other assets (List each separately): 7. Mortgage Investment Trust 999,732.43 8. Contributions receivable 3,139,644.93 9 10. Total Assets $85,613,210.47 ANNUAL REPORT OF THE SEAFARERS PENSION FUND STATE OF. SS. COUNTY OF_ and Trustees of the Fund and • being duly sworn, each for himself deposes and says that this Annual Report is true to the best of his information, knowledge and belief. Employer LIABILITIES 11. Outstanding benefit claims not covered by insurance carriers ... $ 12. Other amounts set aside for payment of tenefits 13. Premiums and annuity considerations due to insurance carriers for member benefits 14. General expenses due or accrued $ 42,870.93 Other liabilities (List each separately): 15. Due to other Plans 111,556.96 16 17 18. Total Liabilities 19. Balance of Fund 85,458,782.58 20. Total $85,613,210.47 1 The assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued at their aggregate cost or present value, whichever is lower, if such a statement is not so required to be filed with the U.S. Treasury Department. Page 22 Others (Indicate titles): Subscribed and sworn to before me this 6th day of Feb. 1974. Seafarers Log �ANNUAL REPORT For the fiscal year ended April 30,1973 UNITED INDUSTRIAL WORKERS OF NORTH AMERICA PENSION PLAN (Name of Welfare Fund) SUMMARY OF OPERATIONS 1. 2. 3. 4. 5. 6. Contributions from employers $ 849,610.62 Contributions from employee-members Interest, dividends and real estate net income 42,514.94 Profit on disposal of investments Increase by adjustment in asset values of investments Dividends and experience rating refunds from insurance carriers in connection with member benefits Other income: 7. Interest from delinquent contributors 105.53 8. Collection expense recovered 234.90 9 10. Total $ 892,465.99 275 20th Street, Brooklyn, New Yorik 11215 (Address of Fund) DEDUCT; to the SUPERINTENDENT OF BANKS of the STATE OF NEW YORK NOTES: (1) All data in the Annual Reporris to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 is required to be filed in lieu of Pages 7 to 14 of the New York Annual Statement, the Statement of Assets and Liabilities (Part IV, Section A) and the Statement of Receipts and Disbursements (Part IV, Section B) of Form D-2 may be substituted for Pages 2 and 3 herein. (2) The Annual Report is required to be filed, in duplicate, within five months after the close of the fiscal year used in maintaining the records of the fimd. Address replies to New York State Banking Department, Employee Welfare Fimd Division, 100 Church Street, New York, New York 10007. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Banking Department, Employee Welfare Fund Division, 100 Church Street New York, New York 10007. ASSETS^ 1. Cash: a. On interest b. Not on interest $ 73,349.08 c. In office $ 73,349.08 2. Bonds: a. Government obligations b. Other obligations $604,723.70 604,723.70 3. Stocks: a. Preferred $ 12,172.30 b. Common 630,658.90 642,831.20 4. Mortgage loans on real estate 5. Real estate, less $ encumbrances and less $ allowance for depreciation 6. Interest and other investment income due and accrued 10,062.36 Other assets (List each separately): 7. Prepaid Expenses 253.39 8. Contributions receivable (Less reserve for doubtful accounts of $38,503.67) 110,656.84 9 10. Total Assets 7 $1,441,876.57 11. Premiums and annuity considerations to insurance carriers for member benefits 12. Benefits directly provided to members 13. General expenses 14. Loss on disposal of investments 15. Decrease by adjustment in asset values of investments Other: 16. Provision for doubtful accounts 17 18 19. Total (Lines 11-18 incl.) 20. Increase or decrease (Line 10 less Line 19) 21. Net change from previous year in amounts set aside for payment of benefits 22. Net increase or decrease (Line 20 plus or minus Line 21) $ 24,961.02 106,814.74 836.84 28,268.65 $ 160,881.25 $ 731,584.74 $ 731,584.74 i i BALANCE OF FUND 23. Balance of Fund at beginning of year $ 572,653.48 24. Net increase or decrease from Item 22 above 731,584.74 Other charges or credit (Itemize): 25. Adjustment re: change in accounting method from cash to accrual basis 94,137.18 26 : 27 28. Balance of Fund at end of year (Line 19, Page 2) $1,398,375.40 tfe' , 15 i.i ANNUAL REPORT OF THE UNITED INDUSTRIAL WORKERS OF NORTH AMERICA PENSION PLAN (• i" STATE OF. '•! - SS. 4- ii 1 COUNTY OF. and ' •( r'l • Ir' i' : i, ^ Others (Indicate titles): Subscribed and sworn to before me this 13th day of Feb. 1974. % March 1974 n. Trustees of the Fund and being duly sworn, each for himself deposes and says that this Annual Report is true to the best of his information, knowledge and belief. LIABILITIES ^ The assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued at their aggregate cost or present value, whichever is lower, if such a statement is not so required to be filed with the U.S. Treasury Department. i ! -i Employer t 11. Outstanding benefit claims not covered by insurance carriers .... $ 107.00 12. Other amounts set aside for payment of benefits 13. Premiums and annuity considerations due to insurance carriers for member benefits 14. General expenses due or accrued 31,963.84 Other liabilities (List each separately): " 15. Unapplied contributions 3,873.27 16. Due to other Plans 7,557.06 17 18. Total Liabilities 43,501.17 19. Balance of Fund 1,398,375.40 20. Total $1,441,876.57 V ir Page 23 •y k r �ANNUAL REPORT For the fiscal year ended March 31,1973 GREAT LAKES TUG & DREDGE PENSION PLAN (Name of Welfare Fund) 275 20th Street, Brooklyn, New York 11215 (Address of Fund) to the CASH RECEIPTS Item 1. Contributions: (Exclude amounts entered in Item 2) a. Employer (Schedule 1) $ 190,035.22 b. Employee 63,547.44 c. Other (Specify) d. Total Contributions $ 253,582.66 2. Dividends and Experience Rating Refunds From Insurance Companies ........................................a 3. Receipts From Investments: a. Interest $ 74,593.94 b. Dividends 35,405.11 c. Rents d. Other (Specify) e. Total Receipts From Investments 109,999.05 4. Receipts From Sale of Assets: a. Sales to parties-in-interest b. Sales to others $ 924,106.83 c. Total Receipts From Sale of Assets (Schedule 2) 924,106.83 5. Other Receipts: a. Loans (Money borrowed) b. Other (Specify) From other Plans $ 6,404.67 c. Total Other Receipts 6,404.67 6. Total Receipts $1,294,093.21 CASH DISBURSEMENTS SUPERINTENDENT OF BANKS of the STATE OF NEW YORK NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 is required to be filed in lieu of Pages 7 to 14 of the New York Annual Statement, the Statement of Assets and Liabilities (Fart IV, Section A) and the Statement of Receipts and Disbursements (Part IV, Section B) of Form D-2 may be substituted for Pages 2 and 3 herein. (2) The Annual Report is required to be filed, in duplicate, within five months after the close of the fiscal year used in maintaining the records of the fund. Address replies to New York State Bunking Department, Employee Welfare Fund Division, 100 Church Street, New York, New York 10007. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Banking Department, Employee Welfare Fund Division, 100 Church Street New York, New York 10007. ASSETS! 1. Cash: a. On interest b. Not on interest $ 24,176.71 c. In office $ 24,176.71 2. Bonds: a. Government obligations $ 221,958.85 b. Other obligations 1,072,314.70 1,294,273.55 3. Stocks: a. Preferred $ 161,983.12 b. Common 845,678.57 1,007,661.69 4. Mortgage loans on real estate 5. Real estate, less $ encumbrances and less $ allowance for depreciation 6. Interest and other investment income due and accrued 22,009.24 Other assets (List each separately): 7. Contributions receivable 25,954.83 8. Advances for administrative expenses 277.99 9 10. Total Assets $2,374,354.01 7. Insurance and Annuity Premiums Paid to Insurance Carriers and Payments to Service Organizations (Including Prepaid Medical Plans) 8. Benefits Provided Directly by the Trust or Separately Maintained Fund $ 69,381.25 9. Payments to an Organization Maintained by the Plan for the Purpose of Providing Benefits to Participants (Attach late.st operating statement of the Organization showing detail of ad­ ministrative expenses, supplies, fees, etc.) 10. Payments or Contract Fees Paid to Independent Organizations or Individuals Providing Plan Benefits (Clinics, hospitals, doc­ tors, etc.) 11. Administrative Expenses: a. Salaries (Schedule 3) $ 17,626.58 b. Allowances, expenses, etc. (Schedule 3) 3,498.46 c. Taxes 1,101.96 d. Fees and commissions (Schedule 4) 10,515.23 e. Rent 5,046.29 f. Insurance premiums 703.28 g. Fidelity bond premiums 79.00 h. Other administrative expenses (Specify) Tabulating, stationery, misc 18,302.10 i. Total Administrative Expenses 56,872.90 12. Purchase of Assets: a. Investments: (Other than real estate) (1) Purchased from parties-in-interest (2) Purchased from others $1,161,345.37 b. Real Estate: (1) Purchased from parties in-interest (2) Purchased from others c. Total Purchase of Assets 1,161,345.37 13. Loans (Money loaned) 14. Other Disbursements: (Specify) a. Contribution to Pension Plan; payments for other Plans, fees and interest purchased .. $ 6,892.31 c. Total Other Disbursements 6,892.31 15. Total Disbursements $1,294,491.83 ANNUAL REPORT OF THE GREAT LAKES TUG & DREDGE PENSION PLAN STATE OF. SS. COUNTY OF_ and Trusteesof the Fund and being duly sworn, each for himself deposes and says that this Annual Report is true to the best of his information, knowledge and belief. LIABILITIES 11. Outstanding benefit claims not covered by insurance carriers ... $ 1,691.57 12. Other amounts set aside for payment of benefits 13. Premiums and annuity considerations due to insurance carriers for member benefits 14. General expenses due or accrued 10,631.26 Other liabilities (List each separately): 15 16 17 18. Total Liabilities 19. Balance of Fund 2,362,031.18 20. Total $2,374,354.01 Employer trusjpe: Employee trustee Others (Indicate titles): 1 The assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued at their aggregate cost or present value, whichever is lower, if such a statement is not so required to be filed with the U.S. Treasury Department. Page 24 Subscribed and sworn to before me this 9th day of Jan. 1974. Seafarers Log �^• SIU pensioner Raymond J. Moran, 52, died of cancer Oct. 4. Brother Moran joined the SIU in the port of Cleveland in 1961 sailing in the deck department for the Great Lakes Dredge and Dock Co. from 1951 to 1972. He was an Army veteran of World War 11. Bom in England, he was a resident of North Olmsted, Ohio, when he died. Interment was in Holy Cross Cemetery, Cleveland. Surviving are his widow, Bette; two sons, John and Michael, and five daughters, Eileen, Patricia, Jeanine, Danette and Rae Anne. Lamar Palmer, 50, drowned in the Mississippi River near New Or­ leans Oct. 24. Brother Palmer joined the SIU in 1944 in the port of Mobile sailing in the deck department. He had sailed 31 years. Bom in Yazoo County, Miss., he was a resident of Jackson, Miss, when he died. Burial was in Cedarlawn Cemetery, Jack­ son. Surviving are two brothers, Cal­ vin E. and Earl, both of Jackson. Charles D. Peterson, 21, died in Sacred Heart Hospital, Pensacola, Fla., Dec. 19. Brother Peterson joined the SIU in the port of New York in 1970 sailing in the steward department. He was an HLSS grad­ uate. A native of Foley, Ala., he was a resident of Pensacola when he died. Interment was in Myrtle Grove Cem­ etery, Pensacola. Surviving are his mother, Mrs. Dixie A. Purvis of Pen­ sacola and his father, Fred Peterson. George E. Osika, 60, died Feb. 27 in St. Catherine's Hospital, East Chi­ cago, Ind. Brother Osika joined the SIU in the port of Buffalo in 1957 sailing in the deck department. He was a World War 11 Army veteran. Bom in McKeesport, Pa., he was a resident of Williamsfield, Ohio when he passed away. Surviving are his mother, Ann of McKeesport, and a sister, Mrs. Helen Dacrr. SIU pensioner Frank C. Messner, 72, succumbed to a cerebral hemor­ rhage in Seaway Hospital, Trenton, Mich., Nov. 18. Brother Messner joined the Union in the port of De­ troit in 1961 sailing as a tugman for the Dredge Towing Co. from 1925 to 1940 and the Great Lakes Towing Co. from 1940 to 1963. Bom in Calumet, Mich., he was a resident of Trenton when he died. Burial was in Michigan Memorial Cemetery, Hud­ son Twsp., Mich. Surviving are his widow, Dorothy; two sons, Michael and Walter, and a daughter, Dorothy. SIU pensioner Eduardo T. de la Pena, 82, died of pneumonia Jan. 13 in University Hospital, Baltimore. Brother de la Pena joined the SIU in the port of Baltimore in 1955 sail­ ing in the engine department as a machinist. Born in Spain, he was a resident of Baltimore at the time of his death. He attended an SIU Crews' Conference in 1970 at the Harry Lundeberg School of Seamanship, Piney Point, Md. Interment was in Lake View Cemetery, Carroll County, Md. Surviving are his widow, Martha and his daughter, Yvonne, both of Baltimore. March 1974 William E. Pinkham, 60, died in Orange Memorial Hospital in Or­ lando, Fla. from injuries sustained in an auto crash Nov. 5. Brother Pinkham joined the SIU in the port of Jacksonville in 1970 sailing in the deck department as an AB. Born in Pinetown, N. C., he was a resident of Orlando when he passed away. Burial was in Oakdale Cemetery, Washington, N. C. Surviving is his widow. Ruby. Grover A. Peterson, 48, died Jan. 6. Brother Peterson joined the Union in the port of New York in 1958 sailing in the deck department as an AB. He had sailed for 33 years. A native of Forrestville, Mont., he was a resident of Wilmington, Calif, at the time of his death. Surviving are his widow, Dorothy of Panorama City, Calif.; his mother, Ethel; two sons, Robert and Bradley, and two daughters, Geraldine and Sherry. William Condon, Jr., 63, passed away Jan. 15. Brother Condon joined the Union in the port of Philadelphia in 1957 sailing in the engine depart­ ment. He attended an HLSS Edu­ cational Conference in Piney Point, Md. and took engineering training at the school in 1967. He was an Army infantry veteran of World War 11. Born in Philadelphia, he was a resi­ dent there at the time of his death. Surviving is a cousin, John Condon of Rossmont, Pa. Leslie A. Bennett, 18, was lost on the high seas Dec. 27 off the Norfolk (Cities Service) near the Panama Ca­ nal Zone. Brother Bennett joined the Union in 1972 in the port of New York sailing in the steward depart­ ment. Born in Waycross, Ga., he was a resident of Bainbridge, Ga. when he died. He was a graduate of the Harry Lundeberg School of Seaman­ ship, Piney Point, Md. Surviving are his parents, Mr. and Mrs. James R. Bennett, Sr. of Bainbridge and his grandmother, Mrs. W. C. Pitman of Waycross. Michael Gottschalk, 79, passed away Dec. 23. Brother Gottschalk joined the SIU in 1941 in the port of New York. He had sailed in the steward department for 56 years. He was a veteran of the July 1942 Mur­ mansk run to Russia on the SS Robin Goodfellow. He was also a veteran of World War 1 and the Korean con­ flict. Seafarer Gottschalk was on the picket lines in the N. Y. Harbor and Isthmian Line strikes. He was a grad­ uate of the Maritime Advancement Program and the 1964 Stewards Recertification Program. Born in Hoboken, N. J., he was a resident of Kaernten, Austria at the time of his death. Surviving are his widow, An­ na; a son, Roy and a daughter, Linda. Robert E. Kemper, 45, passed away in New Orleans, La. Nov. 7. Born in Oregon, he was a resident of Seattle at the time of his death. Brother Kemper joined the Union in the port of Seattle in 1969 last sail­ ing in the engine department on the Mobile. Seafarer Kemper was a vet­ eran of the U.S. Air Force in 1947 and 1950. Burial was in Visitation Cemetery, Verboort, Ore. Surviving are a son, Richard; his parents, Mr. and Mrs. Bernard Kemper and a brother, Clarence, all of Forest Grove, Ore. SIU pensioner Robert V. Ken­ nedy, 59, died of heart failure Dec. 7 in the Bethesda Clinical Center, Bethesda, Md. Brother Kennedy joined the SIU in the port of New Orleans in 1958 sailing in the steward depart­ ment. He was a veteran of World War 11. Bom in Boston, he was a resident of New Orleans. Burial was in St. Bernard Memorial Gardens, New Orleans. Surviving is his widow, Betty Mae. Robert B. Byrne, 57, succumbed to cancer Nov. 30 in the USPHS hos­ pital in New Orleans. Brother Byrne joined the SIU in 1947 in the port of Mobile sailing in the deck depart­ ment. A native of Canada, he was a resident of Galveston, Tex. at the time of his death. He walked the picket line in the 1961 N. Y. Harbor strike. Burial was in St. Bernard Memorial Gardens, New Orleans. Surviving is his sister, Mrs. Irene Patterson of New Orleans. SIU pensioner Antonio Fernandez, 86, died of pulmonary complications Jan. 20. Brother Fernandez joined the Union in the port of New York in 1955 sailing in the steward depart­ ment as a chief cook. He had sailed for 36 years. A native of Portuguese Goa, India, he was a resident of Mayaguez, Puerto Rico at th^ time of his death. Surviving is his widow. Carmen. Robert T. McManus, 38, drowned Feb. 24 after falling overboard off theSS Transoregon (Hudson Water­ ways). His body was subsequently re­ covered. Brother McManus joined the Union in the port of New York in 1970 sailing in the engine depart­ ment. Born in Jersey City, N. J., he was a resident of Oxford, N. J. when he died. He was a 1953-6 Army vet­ eran. Surviving are his widow, Lois; two daughters, Nancy and Tara; a brother, Joseph, of Bayville, N. J.; a sister, Mrs. Rosemary Poerksen, of Washington, N- J-. and a sister-inlaw, Mrs. Betty Widenor, of Oxford. i , 1 U si ; :-r. - ij ! 'S • i 'a Porter J. Causey, Jr., 60, died Oct. 1. Brother Causey joined the Union in 1945 in the port of Norfolk last sailing in the deck department as an AB for Cities Service. He had sailed for 44 years. Born in Missis­ sippi, he was a resident of Slidell, La. when he died. Surviving is his widow, Josephine. Politics Is Porkchops '- I• ,1, I • I 'i . t Donate to SPAD 1 ' I i ^1/ 1 . ^ Page 25 �-V . ^ QMED Program Filling the Need for Well-Trained Seafarers Recognizing the need for well-trained, versatile men in the engine departments of SlU-contracted vessels, the Harry Lundeberg School in Piney Point, Md. institutes its QMED program in June 1972. Since that time, 187 men have grad­ uated from the Lundeberg School with the QMED-Any Rating certificate and over 1,800 graduates have obtained ratings leading toward the QMED endorsement. handle any emergency which might arise, and consequently facilitates the eflScient operation of the vessel. Currently, the Lundeberg School is constructing mock-up instrument con­ soles to simulate those found aboard the automated ships in the engine rooms. These mock-ups will be used in the QMED program to help the student further understand functions such as the steam-water cycle, the lube-oil sys­ tems and the fuel oil systems. The training simulators are moni­ tored by an instructor's console, which will allow the instructor to give a prob­ lem to the student and monitor the solving process. Robert Kalmus, HLS Vocational Ed­ ucation Director, said the new teaching tools will allow a QMED graduate to go aboard ship with "ho fear of pushing a button, or when to push a button." "The course will create more aware­ ness of all engine room systems without having to have all the valves and pumps directly in front of the QMED gradu­ ate," said Kalmus. Panel on MeHc System Meets at HLSS Before an applicant can register for the U. S. Coast Guard approved eightweek course, he must have held at least one advanced rating for at least six months in the engine department. The Panel on Metrication in the U.S. Maritime Industry met Jan. 30 to Feb. 1 at the Harry Lundeberg School in Piney Point, Md. to further develop a compre­ hensive plan for the orderly conversion To obtain the QMED-Any Rating, to the use of the International System the student must receive his Fireman, of metric units for the U.S. Maritime Water Tender, Oiler, Electrician, Reef'r Industry and for those government Engineer, Machinist, Boiler Maker, agencies concerned with maritime mat- ' Pumpman, Deck Engineer, Junior Engi­ ters. neer and Deck Engine Mechanic en­ The panel is under the auspices of dorsements. This assures that a member the Maritime Transportation Research of the engine department is qualified to Board, National Academy of Sciences of the National Research Council. During the meeting at the Lundeberg School, the 11 members of the panel and a liaison representative from the Maritime Administration studied and revised various sections of a report draft, and agreed upon the details of a time-bar chart, which summarizes the HLS Director of Academic Education Margaret Naien explains the metric sys­ proposed metric conversion time-table tem to some of the Seafarers attending the LNG/LPG program at the School. for the U.S. maritime industry over a government agencies for converting to Walton said the Maritime Trans­ 10 year period. J: '" the metric system assuming that Con­ portation Research Board began think­ According to S. Lynn Walton, gress passes legislation to effect the ing in terms of the orderly and least ex­ project manager, the purpose of the re­ transition from the present system to pensive method of converting to the port is not to convince the country to the metric system, and assuming the metric system in the maritime industry 'v;,' go metric. It will only serve as a guide­ change-over will take place in a 10- following preliminary moves by Con­ line in the maritime industry and related year time span. gress and the Bureau of Standards to bring the U. S. in line with other in­ dustrialized nations currently using the metric system. In referring to the maritime industry, the MTRB includes in its definition both management and labor interests in the areas of ship and terminal operations, shipbuilding, marine equipment manu­ Jan.24.Feb.20,1974 facture and supply, naval architecture, and. marine and marine-related engi­ SEAFARERS WELFARE PLAN neering. ELIGIBLES The conversion plan, when published, will include a recommended mechanism Dailys" ® "SI'M * "woo for a continuing metrication resource and information center to assist the in­ dustry during the conversion period. Walton said the report will be further revised before it will be com­ pleted and submitted to the Maritime Transportation Research Board for final Supplemental Medicare Premiums . 20 "^32 UZOizO 2!458.30 review. DEPENDENTS OF ELIGIBLES The project is being funded jointly by Hospital & Hospital Extras 424 725 73 047 92 128 707 98 the Maritime Administration, the Mili­ Docto.- Visits In Hospital 73 120 'tZ's tary Sea Lift Command and the U. S. Coast Guard. Mafernhv 15.180.50 26,777.80 B^T-sfuskms-::::::::::J - Politics w •• Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid special Equipmeni-.'.".'! .*!! i i i i ;.*i^.921.^ PENSIONERS & DEPENDENTS Hospital & Hospital Extras Doctors' Visits & Other Medical Exp OnMcaf Optical Blood Transfusions Special Equipment Meal Books Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Tota &afarers Pension Plan SS FTotal Welfare, Pension & Vacation 134 103 19 252 218 21,000.00 21526 ZQ 50 _ 4 _ 1 1,783 123 2 5 _ 2 1,795 L631.00 1455 30 _ 1 08I 60 L081.^ 72 00 12,151.10 57,000.00 45 718 6,677.62 2J6L00 2 5fi5 «H i?nno 1 1,260.^ 383 20 12,57000 8 15 4,135.15 6,745.15 Ii,040 2,184 22,081 2,200 2,562 26,843 271,101.27 521,760.00 572,658.77 $1,365,520.04 521,164.42 538,033.90 1,408,348.33 $2,467,546 65 14,246 Schedule 1 — FOWT ^iq?rjl4 ~ Lifeboat, and all Steward Dept Ratings AprO 18 — Lifeboat, QMED,Able Seaman, Welding and ; all Steward Dept Ratings 24 — FOWT May 2 — Lifeboat, QMED, and all Steward Dept Ratings I mmSi Page 26 Seafarers Log �Lundeberg School Deck Department Upgrading Quartermaster 2. 24 months seatime in Steward Department, six months of which must be as Third Cook and Assistant Cook or; 3. Six months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. Chief Cook Ahle-Seaman 1. 12 months seatime as Cook and Baker or; 2. Three years seatime in Steward Department, six months of which must be as Third Cook or Assistant Cook and six months as Cook and Baker or; 3. Six months seatime as Third Cook or Assistant Cook and six months seatime as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook and Second Cook and Baker's Training Course or; 4. Twelve months seatime as Third Cook or Assistant Cook and six months sea­ time as Cook and Baker and are holders of a "Certificate" of completion from the Cook and Baker Training Program. Able-Seaman—^unlimited—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 36 months seatime as Ordinary Seaman or AB—12 months. Lifeboatman 1. Must have 90 days seatime in any department. Engine Upgrading FOWT—(who has only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and have normal color vision). 2. Have six months seatime as wiper or be a graduate of HLS at Piney Point and have three months seatime as wiper. (Those who have less than the six months seatime will be required to take the four week course.) FOWT—(who holds an engine rating such as Electrician) 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30 and have normal color vision). 2. Have six months seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds an engine rating such as FOWT) 1. No requirements. QMED—any rating 1. Must have rating (or successfully passed examinations for) FOWT, Electri­ cian Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, and Deck Engine Mechanic. 2. Must show evidence of seatime of at least six months in any one or a combina­ tion of the following ratings: FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, or Deck Engine Mechanic. 1. Three years seatime in ratings above that of Third Cook and hold an "A" seniority in the union or; 2. Six months seatime as Third Cook or Assistant Cook, six months as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Cook and Baker and Chief Cook Training Courses at the Lundeberg School or; 3. Twelve months seatime as Third Cook or Assistant Cook, six months seatime as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training programs. 4. Twelve months seatime as Third Cook or Assistant Cook, twelve months sea­ time as Cook and Baker and six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. V , i HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING APPLICATION -Age- Name. (Last) ; t (Middle) (First) Address(Street) -Telephone. (City) (Zip) (State) (Area Code) Seniority. Book Number. Port and Date Issued. Social Security #• HLS Graduate: Yes • No • -Ratings Now Held. Lifeboat Endorsement: Yes • No [ Dates Available For Training I I Am Interested In: DECK • AB 12 Months • AB Unlimited • Quartermaster • Lifeboatman • • • • • • ENGINE QMED • Electrician FWT • Dk.Eng. Oiler • Jr. Eng. Dk.Mech. • Pumpman Reefer • Machinist Boilermaker • Welder • LNG-LPG RATING HELD DATE OF SHIPMENT > i h' DATE OF DISCHARGE l.vl; ri' LNG/LPG Program 1. Engine personnel must be QMED—^Any Rating. All other (Deck and Stew­ ard) must hold a rating. Steward Upgrading 1. 12 months seatime in any Steward Department Entry Rating. 2. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimum of three months seatime. Cook and Baker J>ATE. PORT- ^r '.i i i-l;) SIGNATURE. RETURN COMPLETE APPLICATION TO; [i u • LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 ' fh'- t'i'i 1• 12 months seatime as Third Cook or; •:) i March 1974 11 v. i 1. Must hold endorsement as QMED—any rating. Assistant Cook ! \ 'j . STEWARD • Assistant Cook • Cook & Baker • Chief Cook • Steward RECORD OF SEATIME — (Show only amount needed to upgrade in rat ing checked above or attach letter of service, whichever is applicable.) SHIP Welding I Y • Chief Steward 1. No requirements. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds only a wiper endorsement) iL, .1 1. Must hold an endorsement as Able-Seaman—unlimited—any waters. Abie-Seaman—12 months—any wafers 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3, Have 12 months scatimc as an Ordinary Seaman or 4. Be a graduate of HLS at Piney Point and have 8 months seatime as Ordinary Seaman. (Those who have less than the 12 months seatime will be required to take the four week course.) t^T.. Page? 1) I ? J1 > f 9 i ""I �pi Bill®'™ ,„««r is a toevet , .. ,,—• to, a limHto" ttoe • • • is ^rigbJtoteUveU^^SS.^'Xe^t sen or aste'^ assume the at sea leam a ^^"e Xn't let drugs desWy you or your Steer a cl^«?|^^ — industry «•»« p.p^' and ^ � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource March 1974 Description An account of the resource Headlines: THE JOURNAL OF COMMERCE HALL URGES CONGRESS REQUIRE U.S. SHIPS IN OIL IMPORT ORGANIZED LABOR AND POLITICAL ACTION AFL-CIO OPPOSES HOUSE COMMITTEE CHANGE AFL-CIO FORMS NEW ORGANIZING DEPT. SIU DOUBLES SUPPORT IN SABINE FLEET; FLUKE BLOCKS WIN IN NLRB VOTE HOUSE PASSES BILL TO SET PENSION PLAN STANDARDS UNDERSTANDING OUR PROBLEMS FARAH STRIKE ENDS NAVY'S THREAT TO PRIVATE SHIPPING AFL-CIO BACKS BILL TO USE U.S. SHIPS IN OIL TRADE LNG COURSE BEING OFFERED AT HARRY LUNDEBERG SCHOOL SS SAM HOUSTON LAUNCHED LAST MONTH 1970 MARINE ACT HELPS WATERMAN REBUILD 2ND OBO, THE ULTRASEA, TAKES ON HER SIU CREW PRESQUE ISLE, WORLD'S LARGEST TUG-BARGE DEBUTS LAKES ORE CARRIER FLEET GROWS AS H. LEE WHITE IS LAUNCHED STRONGHOLD ON JOB SECURITY VARIETY OF MEASURES PASSED AT QUARTERLY MEETING HIGHLIGHTS OF MARITIME TRADES DEPARTMENT MID-WINTER MEETING AMERICAN LABOR SUPPORTS SIU PROGRAMS FIRST GROUP TO GRADUATE UNDER EXPANDED PROGRAM FILLING THE NEED FOR WELL-TRAINED SEAFARERS PANEL ON METRIC SYSTEM MEETS AT HLSS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 3/1/1974 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVI, No. 3 1974 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/570acc3a00896649c7dc1c5e3188b30c.PDF 9ca1fd3c272e1b0c478280f664fdde32 PDF Text Text LNGC 'ly US. Flag �Hearings Resume Use of U.S. Ships For Oil Imports Vital To Nation WASHINGTON — Confess was urged to adopt legislation which would require that a percentage of American oil imports he carried on U.S.-flag tankers. The U.S.-flag tanker requirement legislation was urged by Herbert Brand, President of the Transportation Insti­ tute, a maritime research organization, before a House Merchant Marine and Fisheries Subcommittee as hearings re­ sumed Feb. 5 on H.R. 8193 that calls for 20 percent of the nation's oil imports to be carried on American-flag vessels. The percentage would go to 25 in 1975 and to 30 in 1977. In calling for the legislation, the Transportation Institute's spokesman said that passage of the bill would pro­ vide jobs for American seafaring and shipbuilding workers, improve the country's balance of payments posi­ tion, strengthen the national security and enable the U.S. government to initiate a "much-needed" oil transpor­ tation cost monitoring system. Attacks Oil Ccmpanles Brand sharply attacked the big oil companies which, he said, are the major opponents of the legislation and which operate large fleets of foreign-flag tankers. He accused the major oil companies of "shrouding their operations in sec­ recy. Most relevant to this Committee's hearings is that nobody knows what the industry transportation costs are. We are at the oil companies' mercy, forced to pay the price of whatever they wish to charge." "H.R. 8193 would remove this dan­ ger with respect to transportation and may even prove to cost Americans less than what they are now paying," Brand said. He told the Committee that use of American-flag tankers would afford consumer protection because all the information relevant to the cost of shipping on U.S.-flag bottoms is avail­ able to the government. Brand stressed that the U.S. govern­ ment, through the Maritime Adminis­ tration, is able to determine if the rates being charged for the transportation of oil are fair and reasonable. Brand slapped the oil companies for supporting the "fake theory" that American-owned foreign-flag tankers are "effectively" controlled and avail­ able in emergency situations, and re­ buked the oil companies for having withheld oil from U.S. military forces in Europe during the Mideast military alert last October on the orders of King Faisal of Saudi Arabia. Noting that "if we can't depend on the major international oil companies to show more national allegiance . ..", Brand stated, "how can we allow them to maintain complete and absolute control over our tanker transportation agencies?" He said the oil companies' "allegiance- to this country stops at the border." Brand said that the U.S. would also gain from the legislation because it will initiate a "much-needed transpor­ tation cost monitoring system." A Most Critical Time He said that the Merchant Marine Committee hearings came at a most critical time in our nation's history. The "oil embargo and other develop­ ments," Brand said, have put into "clear focus" the extreme importance of enacting legislation such as H.R. 8193. He pointed out that America faces danger in her position of dual depend­ the PRESIDENT'S REPORT: PaulHaU ;• I ency, not only on other nations for oil, but also on foreign ships to trans­ port that oil to her shores. "Under the conditions existing in the world today, it is clear that it is not in our national interest to formulate policies which perpetuate this dual de­ pendency situation," Brand stated. He added that Congress must move ahead in terms of America's national interest and that the "principal obligation of our government is to promote the wellbeing of our nation and its people." Rejects Reprisal Argument The industry spokesman told the Committee that he vigorously rejected the argument of reprisals and retalia­ tion by other nations if the U.S. were to adopt the requirement that her ves­ sels carry 20 percent of her oil imports. He said that "this country finds itself in a position where we must pay more attention to protecting and strengthen­ ing ourselves." Adding that "other nations of the world are not inhibited by feelings of guilt in setting up requirements for the use of their own flag ships," Brand cited the list of nations which have adopted cargo preference requirements for their own vessels. Brand called the Committee's atten­ tion to the "neutral" stand on the legis­ lation taken last year by the American Institute of Merchant Shipping, a manContinued on Page 9 MTD, AFL-CIO Meetings Being Held This Month Tira lEhseciitive of the Maritiine Trades Depariment, and Ibe Executive Colmci] of the AFL-CIO will hold their mid-winter meetings this month at the Americana Hotel in Bal Harbour, Fla. Hie Executive Board of the MTD, which will meet Feb. 14-15, is ex­ pected to consider a wide-range of subjects affecting its 44 unimis and eight million members. The eneigy crisis, the oil imports biO, the construction of deepwater ports, pension legislation and the dissolution of tte House Merchant Marine and Fisheries Committee, both of which are pending in the U.S. Congress are just some of the Issues the Executive Board will take up. The AFL-CIO Executive Council will meet starting Feb. 18, and con­ clude no later than Feb. 26. A variety of issues of great concern to the entire American labor movement will be discussed by the Council. SIU Pn^dent Paul Hall, who is also prendent of the MTD, is an AFL| is CIO vice president and a member of its Executive Council. i i Leadership for Continued Progress rpHE SIU SHIPS' COMMITTEES X are providing leadership aboard our contracted vessels to encourage our membership at sea to participate more directly in the affairs and programs of our Union. We have said many times that if we can understand our problems we can deal effectively to resolve them. The Ships' Committees through their initiative in leading discussions at the weekly meet­ ings aboard ship on the many issues and problems that face our Union and our industry can do much to provide our membership throughout the world with a better understanding of both our prob­ lems and our goals. Our membership—whether ashore or at sea—^has always been encouraged to express their views and ideas on the pro­ grams and issues which affect the strength of our Union, the continued expansion of our industry, and the job security of all our members. The Ships' Committees, besides en­ couraging membership participation at sea in the developing programs of our Union, also play an important role as the link between the SIU at sea and the SIU ashore. All members of the Ships' Committees have important roles and they should take their responsibilities seriously. The bosun, as ship's chairman, has a particu­ larly vital responsibility in asserting leadership. He must assure that the meet­ ings aboard ship give the crew a better understanding of our problems through discussion of our programs to provide more ships, more cargo and better job security. Our Bosuns Recertification Program is giving our ships' chairmen the insight and understanding of our Union and in­ dustry and is equipping them with the background and information to lead meaningful discussions in the meetings at sea. The other members of the Ship's Com­ mittee have an equal responsibility to encourage participation at the meetings by all of the unlicensed crewmembers aboard their ships, and to make them­ selves aware of the problems that con­ front us so that they too can discuss these problems with understanding. We are now developing educational programs for stewards and electricians similar to the Bosuns Recertification Pro­ gram so that these key members who act as ship's secretary-reporter and educa­ tional director will have the opportunity to learn more about our Union and the maritime industry. A better understand­ ing and a broader knowledge of these areas will help them function more effec­ tively as members of the Ship's Commit­ tee. Our Seniority Upgraders, who have had the benefit of participating in an edu­ cational program which has given them a deeper understanding of the many problems we face, are encouraged to seek election as delegates in their departments and to actively participate in shipboard meetings. Again, what we are talking about is education to understand our problems so that we can face them intelligently and work together to solve them. It has been our unity, participation, and understand­ ing which has enabled us to weather the storms of our earlier years and to build the strength and job security we have today. Our Ships' Committees are playing an essential role in encouraging the closer unity, better participation, and deeper understanding which will insure the fu­ ture of our Union and our industry. Change of address cards on Form 3579 should be sent to Seafarers international Union, Atlantic, Gulf, Lakes and inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, New York 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. XXXVI, No. 2. February 1974. ^ Page 2 Seafarers Log �Under Contract to SlU LNG Carrier Kentown- First to Fly the US, Flag This April, Seafarers will crew up the SlU-contracted liquid natural gas car­ rier Kentown in Tulon, France — mak­ ing it the first time that SIU members will be manning one of these high technology vessels. The Kentown is the first of two SIUcontracted LNG's being built in France to be operated by Interstate Bulk, a subsidiary of the Interstate Oil Co. They will also be the first LNG's to operate under the American flag. Due to the rapidly increasing world­ wide need for new liquid natural and petroleum gas carriers, ships like the Kentown will be playing a very im­ portant role in the years ahead. The United States alone, which year­ ly comprises 60 percent of the world's natural gas market — almost all of which are imports — will need an esti­ mated 30 to 90 new LNG/LPG car­ riers by the mid 1980's to meet the nation's increasing demand. Presently, U.S.-flag operators have contracts out for 13 LNG's and accord­ ing to Assistant Secretary of Commerce for Maritime Affairs Robert J. Blackwell, orders for an additional 20 LNG's will be placed within the next five years alone. With continued hard work on the part of the SIU's dedicated organizing apparatus these new ships will trans­ late into hundreds of additional jobs for Seafarers in the near future. To provide the SIU crewmembers who will be manning these ships with the technical knowledge necessary to operate the vessels at maximum safety and efficiency levels, the vocational staff at the Harry Lundeberg School in Piney Point has developed a comprehensive LNG/LPG course of study. The course will be four weeks in length and upon completion graduates will receive a certificate qualifying them to sail on any LNG vessel. The first course begins Feb. 19 with two additional courses scheduled for March 25 and May 6. The course will include an introduc­ tion into the chemical properties of liquified natural gas and liquified petro­ leum gases as well as detailed studies on the new type cargo tanks and pumps, loading and unloading procedures and tank cleaning. The course will also include an im­ portant section on the new LNG ship­ board firefighting equipment and fire emergency procedures. '.r 1J '• .V. — The above is an artist's rendition of one type of liquidlTaturai The 630-foot long Kentown is capa­ propeller, will be powered by a 23,000 ble of transporting 35,500 cubic meters hp steam turbine engine, with steam of liquid natural gas and petroleum supplied by two boilers. gases, such as butane, propane, buta­ Crew accommodations feature pri­ diene, ethylene, propylene and meth­ vate air conditioned foc'sles located in ane. the ship's aft deckhouse. The Kentown will join less than a The liquified gases are carried in five score of LNG/LPG vessels presently leak-proof insulated cargo tanks at a plying worldwide shipping lanes. temperature of minus 265 degrees Studies into the relatively new art of Fahrenheit. liquified natural gas carriage was initi­ The ship can be fully unloaded in 10 ated only 22 years ago by a U.S. oil hours with the use of two submerged company. pumps in'each cargo tank. The firm experimented with the use All loading and discharge operations of LNG barges but prohibitive eco­ will be by remote control from a Cargo nomic costs torpedoed the project. Handling Control Room from which Five years later, studies were reinnecessary pressure levels for pumps and stituted by the United Kingdom but it valves are maintained. was not until 1963 that a practical However, before any loading takes competitive LNG ship was completed place the tanks and cargo piping must and put into service. be purged with inert gases to rid the Today, triggered by the worldwide cargo spaces of oxygen. This is accom­ energy shortage and the ever increasing plished by vaporizing liquid nitrogen demand for clean burning fuel, 11 na­ or by burning fuel injthe ship's inert gas tions are either building or planning generator. This important procedure construction of LNG tankers. eliminates all chances of a potentially These are the U.S., Japan, France, explosive mixture of the gases accumu­ Algeria, Norway, the Soviet Union, lating in the tanks. Spain, West Germany, England, The Kentown, equipped with a single Sweden and Italy. gas earn Natural gas is a by-product of petro­ leum drilling operations, and is used as fuel in homes and in many industrial chemical syntheses. In addition, the heavy petroleum gas, butadiene, is used in synthetic rubber production. In many cases, even today, when no economically feasible means of trans­ portation exists at a petroleum drilling site, the natural gas is . burned imme­ diately as a means of disposal. The U.S. imports natural gas to our East and Gulf Coasts from Algeria, Libya, Trinidad, Nigeria, Venezuela, Iran and the USSR. The U.S. West Coast receives natural gas imports from Australia, Ecuador, Indonesia, Iran, Malaysia and East Africa. The West Coast also gets domestic natural gas from Alaska. The U.S. shipbuilding industry is al­ ready benefiting from the need of LNG tankers, and in the future, American yards may get foreign orders due to the U.S. supremercy in refrigeration tech­ nology. SIU Fights Plan To Abolish Merchant Marine Body WASHINGTON—A plan to aboUsh the vital House Merchant Marine and Fisheries Committee is being strongly opposed by the SIU. A preliminary report by the Select Committee on Committees of the House of Representatives calls for a restruc­ turing of the various Committees of the legislative body. The Select Committees's plan would wipe out the House Merchant Marine and Fisheries Com­ mittee and spread its many functions and areas of jurisdiction among seven other Committees. In the SlU's view, this would have a devastating impact on the maritime in­ dustry and could seriously jeopardize the revitalization of American shipping just as the maritime program is showing Page 3 signs of successful implementation. Under the proposal being consid­ ered, there would be no Merchant Mar­ ine and Fisheries Committee, as such. The Committees which would deal with merchant marine and other maritimerelated matters such as environmental policy, offshore ports, fisheries, and Coast Guard, would be committees on Public Works and Transportation, Ag­ ricultural and Natural Resources, En­ ergy and Environment, Foreign Affairs, and Science and Technology. In informing the Committee of the Union's position, SIU Presi­ dent Paul Hall said that "dissolv­ ing this Committee and spreading its various areas of responsibility over a number of House Commit­ tees will be extremely harmful.. .** Hall told Members of Congress that fragmenting and dispersing the present jurisdiction of the House Merchant Marine and Fisheries Committee would "destroy the effective interrelationship between the various Subcommittees of the House Merchant Marine and Fish­ eries Committee." Hall also said that the plan would "hinder efforts to achieve a national ocean policy for the United States." Through the years. Hall noted, the House Merchant Marine and Fisheries Committee has "taken a leading role in the development of a strong U.S. mer­ chant marine," and has been "deeply concerned with the need to develop a balanced approach to the environ­ ment." In the Union's view, the SIU President noted, scattering the jur­ isdiction of the House Merchant Marine and Fisheries Committee would not only work against, but could also reverse, the strides that have been made to regain U.S. maritime prominence, and to strengthen the nation's security and economy. In the effort to preserve the House Merchant Marine and Fisheries Com­ mittee as it is presently constituted, the SIU is working with all segments of the maritime industry—labor and man­ agement—and the nation's environ­ mental and conservation groups whose areas of interest and concern also come under ihe jurisdiction of the present House Committee. Seafarers Log 'S' I w\ I "1^ �12 Bosuns, 5 Upgraders Graduate at Meeting Seafarer Perry Greenwood said it for the 12 veteran bosuns who had just completed the Bosuns Recertification Program when he spoke during gradu­ ation ceremonies at the headquarters membership meeting Feb. 4. He stated: "I don't know of any union that gives its members the kind of opportunity we have had to learn everything we wanted to know about our Union and our in­ dustry. Everyone, both in Piney Point and at headquarters, went out of their way to show us everything, and make certain that all of our questions were answered." And Seafarer Fred Cooper also summed it up by saying: "I've learned more about our Union through this program than I would ever have been able to learn in any other way. I only wish every member could have this opportunity." The 12 graduating recertified bosuns were Edgar Anderson, New York; El­ mer Barnhill, Houston; Vernon Bryant, Tampa; Fred Cooper, Mobile; Charles D'Amico, Houston; Perry Greenwood, Seattle; Karl Hellman, Seattle; Ray­ mond Lavoine, Baltimore; Donald Pressly, New York; Albert Oromaner, San Francisco; Frank Teti, New York, and George Libby, New Orleans. (Brother Libby passed away Feb. 6 in Norfolk following a heart attack. See page 6.) Also graduating at the Feb. 4 meeting were five more Seafarers who received their full books after completing the "A" Seniority Upgrading Program. They were Timothy Burke, William Davis and Thomas Vain, all in the deck department; David Gower, engine de­ partment, and Joseph Kundrat, steward department. In congratulating both the recertified bosuns and new full book members, SIU Vice President Frank Drozak said that "the strength and future of our Union and the health of our industry depends on these and our other training and upgrading programs." He urged all 11 k Bosuns who were graduating later In the day met with SIU President Paul Hall and Vice President Frank Drozak Feb. 4 to discuss the program and make recommendations for further improvements. Standing from left are Vernon Bryant, Elmer Barnhill, Fred Cooper, Frank Teti, Al Oromaner, George Libby, Karl Hellman, Charles D'Amico and Raymond Lavoine. Seated from left are Perry Greenwood, Vice President Drozak, President Hall, "Tiny" Anderson and Donald Pressly. Brother George Libby passed away only two days after this photo was taken. Seafarers to take advantage of the train­ ing and upgrading programs available to them. SIU President Paul Hall stressed the importance of the Union's training and upgrading programs as being the key Fifteen bosuns elected a three-man committee to select 12 Seafarers for the March class of the Bosuns Recertification Program. The election took place following the membership meeting in New York Feb. 4. to the future of the Union and the mari­ time industry. He said: "We are facing many problems that will have to be tackled in the weeks and months ahead. But if we can understand our problems, together we can solve them. The Bosuns Recertification Pro­ gram, the Seniority Upgrading Program, our training at Piney. Point and our Ships' Committees are meeting this need to understand and face up to our prob­ lems." The Bosuns Selection Committee, elected this month at the general member­ ship meeting at headquarters, examines the qualifications of bosuns who have applied for the Bosuns Recertification Program. From left are Bosuns Donate Giangiordano, who completed the program in December, Jose Gon­ zalez and John Sweeney. Bosuns Committee Selects 72 More for March Class I A three-man bosuns committee, ele­ cted at a special meeting following the general membership meeting at head­ quarters Feb. 4, selected 12 more bo­ suns and 12 alternates for the March class of the Bosuns Recertification Program. Elected to make the selections for the March class were Donato Giangior­ dano, Jose Gonzalez and John Sweeney. Nominated to attend the next class Page 4 are Floyd Sellx, San Francisco; Reldns Lambert, New Orleans; Lester Smith, Norfolk; John Eddins, Baltimore; An­ drew Honey, Norfolk; Allan Whltmer, New York; Lancelot Rodiigues, Puerto Rico; Frederick Goose, San Francisco; Ernest Bryan, Houston; Arthur McGlnnls, New Orleans; William O'Con­ nor, Seattle, and Ramon Ferrera, New Orleans. Selected as alternates if any of the nominees cannot attend the program are Pete Drews, New York; Ray Todd, New Orleans; Barney Swearingen, Jacksonville; Harold Weaver, Houston; Bobby Gillain, Jacksonville; John Cisiecki, San Francisco; Roberto Zaragoza. New York; Ronald Burton, Nor­ folk; Kasimir Puchalski, New York; Manuel Landron, Puerto Rico; Jimmie Gamer, Mobile, Christian Christensen, San Francisco. A bosuns selection committee is elected following each monthly mem­ bership meeting in New York by all bosuns attending that meeting. To date a total of 58 bosuns have completed the Recertification Program, and currently 12 are in the first phase of the program in Piney Point while 12 more are com­ pleting their training at Headquarters. Seafarers Log �I As Two Committees Study Bills SlU Supports Fair Pension Law Two committees of the House of Representatives, the Ways and Means Committee and the Education and Labor*Committee, are preparing "final drafts" of bills to regulate pension plans. The bills are designed to provide min­ imum standards for vesting and funding as well as prescribing standards for re­ porting procedures-and other adminis­ trative details. The SIU has long been in favor of legislation designed to protect workers aaginst inadequately funded and poorly administered pension plans. SIU rep­ resentatives have been working closely with committee Congressmen and staffs to ensure that pension legislation does not result in penalizing plans, siich as the SIU's, which are based on sound ad­ ministration and financing and which provide decent and well protected bene­ fits. If such legislation requires unwork­ able, complicated, unnecessary admin­ istrative procedures and unreasonable cost increases, the result will be weaken­ ing of presently secure pension plans. Every cost increase must result in low­ ering present or future benefits. It has also been necessary to insure that legislated standards are flexible enough to meet the needs of the wide variety of unions and industries whose members and worker^are now covered by pension plans. To accomplish this, SIU representa­ tives have been working closely with AFL-CIO pension experts and with a group of unions whose members, like SIU members, are covered by plans which involve many employers. These multi-employer plans are typical in the building trades, garment industry, re­ tail trades and others, in addition to maritime. Multi-employer plans must be treated differently, in many aspects of pension legislation, from plans such as those in most factories where only one employer is involved. The work of the SIU and these other unions have resulted in making certain that any legislation passed in the House will be superior to last year's hastily passed Senate pension bill. The SIU objected to a number of points which might be damaging to its members. SIU representatives therefore made sure that these problems were solved in order to insure that the SIU 1974 Outlook Is Bright U.S. Shipyards Hit a Peacetime Peak Last Year A boost by the Merchant Marine Act of 1970 and the energy crisis brought U.S. shipbuilding to a record peacetime high in 1973 and the mini-boom is ex­ pected to continue this year. Much of the industry's resurgence last year stemmed from the 1970 Act which for the first time provided finan­ cial assistance to build tankers and bulk carriers. (It was contributions to SPAD that helped the SIU fight for passage of this Act in Congress.) In 1973 American shipbuilders were snowed under by a deluge of orders for new ships. Behind the soaring demand is the need for new-type vessels to carry crude oil and natural gas in the battle to beat the energy crunch. Other key de­ mand factors are the knowhow edge U.S. shipbuilders have in constructing these new ships and the closing of the cost gap between American and foreign yards. As of Aug. 1, 1973, there were 95 merchant ships totaling 5,704,271 dwt worth $2.9 billion on order or under construction in U.S. shipyards. Of these, 52 ships resulted primarily from the stimulus of the 1970 Act. The 1970 maritime Act was respon­ sible in large part for the revival of. shipbuilding in Brooklyn, N.Y. by the Seatrain Shipbuilding Corp. at the former U.S. Navy Yard there. Seatrain's first 225,000 dwt super­ tanker TT Brooklyn, is on her maiden voyage to the Persian Gulf. The largest Reunion Since 1918! The crew of the U.S.S. Mount Ver­ non, a U.S. Army transport which sailed in World War II, have held their reunion in Boston, Mass., every year since 1918! February 1974 ship built in this country, she carries 1.5-million barrels of oil—enough to keep all New York City dwellers warm for a week. Currently being built at the yard are the Brooklyn's sisterships, the TT Williamsburg and the TT Stuyvesant—all at a cost of $171.9 million. This year, the effects of the war in the Mideast and the Arab embargo on oil to the U.S. are being weighed. Many in the shipbuilding industry believe that their future here lies in the building of much-needed, huge tankers to bring in more oil and gas from Alaska and else­ where for America's energy require­ ments. A substantial expansion of tanker building capacity in the United States is anticipated. It is forecasted that Ameri­ can shipyards each year, will eventually be able to produce eight to 10 Liquid Natural Gas (LNG) vessels and six or seven Very Large Crude Carriers (VLCC) in excess of 200,000 dwt. A spur to tanker construction is the strong chance that Congress will soon pass a law requiring that 20 percent of American oil imports be carried on U.S.-flagships. (See story in this issue of the LOG.) As an example, the SIU- contracted Ogden Marine Corp. operates a fleet of 25 merchant vessels exceeding onemillion dwt. By 1977 this fleet will more than double,at which time about 70 percent of its capacity will be en­ gaged in the carriage of energy prod­ ucts. For 1974 the Merchant Marine Act of 1970 authorizes the building of four ordinary tankers, four VLCCs and four LNGs. From this, shipbuilders see the 1973 impetus carrying over into this year with greater accomplishments for the indus­ try. plan—which is so well managed would not be harmed. The soufissess of the SIU pension plan has once again been proven. The SIU plan meets all proposed require­ ments for funding and other financial considerations. It is likely, however, that some changes in the SIU plan will have to be made in order to meet admin­ istrative procedures that will be re­ quired when the Act is finally passed. Raymond J. Herold Raymond Herold,Dead at 55 Raymond J. Herold, a member of the SlU-afl&liated IBU since its inception and an official of the Union since 1961, passed away Jan. 4 of a heart attack at his home in Baltimore, Md. He was 55. Brother Herold had served as Assist­ ant Regional Director of the IBU since 1961. At the IBU's fourth Quadrennial Convention last November, he was imanimously elected by the Convention to the newly formed post of Assistant Gulf Coast Area Director. Brother Herold's death is a great loss to the Union and to the entire maritime towing industry. He first entered the industry in 1942 and sailed as a deckhand for the Curtis Bay Towing Co. for 14 years. He is survived by his wife, Mary; four sons, Raymond, Jr., Robert, Ralph and Russell, all of Baltimore; two daughters, Mrs. Linda Prevas and Connie Herold, and eight grandchildren. 1' 1 ' Biackweil-Conserve Energy Robert J. Blackwell, Assistant Sec­ retary of Commerce for Maritime Affairs, has written a letter to SIU Presdent Paul Hall asking the entire mari­ time industry "to implement and ini­ tiate energy conservation measures" during the current energy crisis. Stating that the "maritime industry has a large stake in the outcome of our energy conservation program," Blackwell stressed the need for cooperation between maritime labor and manage­ ment. "Management in all sectors of the maritime industry have already insti­ tuted fuel conservation programs," Blackwell said. However, "the success of these efforts will in large measure be determined by their workforces." In order to compensate for the en­ ergy shortages during the current crisis Blackwell said the industry must "insti­ tute stringent conservation measures." In asking maritime labor to do its part, Blackwell pointed out that shipping, shipbuilding and port operations re­ quire extensive uses of energy. He stated that "the level of these opera­ tions will be determined by how well and efficiently they utilize available fuel supplies." In his communication, Blackwell stated the need for the same coopera­ tion between labor-management to conserve energy that has brought about the "resurgence of the American mer­ chant marine under the Merchant Ma­ rine Act of 1970." The cooperation of all SIU members in this effort, said Blackwell, will mean that the operations of the maritime in­ dustry will not be disrupted during the current crisis. Seamar Ship's Committee The ship's committee on the Seamar (Calmer) gathered below deck Feb. 11. for a sign-on in the port of Baltimore. They are from left A. Azez, steward dele­ gate; R. Kelly, deck delegate; W. Wells, engine delegate, B. Browning, chair­ man. Page 5 :.i! •4 �'ij; f.;- ^ - .' J- '/! I '' -; :i, ;i M( /I »"»^' « W "' ®f »»»® R«r^^« ««. ^ "W »^8 ftaintog faiS?* ^ '^in?MU„^^"*^« tare ST®^ '» Committee to ' '. . .^""/oref a" ^-..f»n^ ^ '"ta anl li ^1™®" ''«>''8oartere J?W«e« tte /»/• the past 25 yeals t ^ bosun f r- S'ockholm, Swede f "^" """ "h^m /TO«f ,v, i ""'^ ri »„„, "':'e Kara. Heti 'V' ^'"h. • yoi-k in ms j^"^'''he SW '•"Prised at whaft " "-"e. 1 wTs 1^ ^ into tile 1/ ""• """"T. Uli Mttmrni. ^••^. o„ » me to» ft. ^•^'• ?f »^„ Kjure DM»&» of i®®«irrfv A*?la# ss€?iss f" "/ Seanle Se^y^P^ou, *ee« mlhWf as bosulT' "'""" years. for more th f am an old-timf u ^^«^bermanydS^°'""andIca matle our U„,o„ jg;''""8 things • tave seen with ^ "•'to changes in our ch- ^ eves "le overall inj^j'P'" ""r benefits readriOT'rXmem''"' i'™ "<« «• I-1 t-' *" i^ ' * J. " Mderstandine^f me a bettf tndustty. '"« -riy Union andX Seafare^^Tf^-^^fy 'taymontl T r _ . Seafarer/?^ ^-et me tell you nn year oirf * *^3Voine. Tr ^^^York ®' "'e'i there " r ®^ and rf•ypy® ^ ^-rifi mm recetvad an hn„ .'"""Sh 194s f;P"Pndedmes%'"S^'' f'funded ,He s%''Z^'P "iPchlte "iPchltf Terence in /« Pinev n . Educational Cnt' t^rence ''f'du.ytT^.^P^P'nndaleo^^'^ /&'?ta"7SaTi'-",5>'"« •^Pn/nrer U^ '"<> Saf " tje ha JpietedJ the rea K^fir&^/'taJ^ 'Wfiaan «th„^ etermmation and h any Of f]jg J ^ad thr. ne couldn't .3E^£'S~S' «o:m thh V^'^' ' bis last test ye^r bis wife pj *" ''PPnn /J.-T'-""^^ "•"' £ VS T "" ^^"farer Teti goine in ffe«, Or?Mns°f ""•'' hy years but fr/ ^ ^ot- more 1 ports of Norf tnore. ^ Norfolk an and Bt [more. ".sSi?SSS /jUecember'^l^qo? joined the Jand'??"'"atag77*«"<'"'P' Which are ar""" "•"'"tag his iast shfn ''"''Since r one of ;u P '^as the [under charter to Hud^ Navy ta J, ftj an intervif. 0 Water mmm imit® Mfi Programs we hav Pa^e fi n" "•»"« Eoint, up^adhjT^^ Programs at Pin ^^er he fi^- ^®tand loo ps^pm^sri?s?o; -W^eflC^-ean.h/ro'S^^ opportunity to iff ^^°^®^wehadfh types of sh.n about .^^^be ^batwewUl h equin^ percent behind the ^ JPt-ogram andgraduL ?^^ortL oducatin members. •"''' securitj. of our r in the /f "T the to fe"m,Ba°aetatweeitof^^ r*".?'" bad metifi'S'Pmente Pi„£T".'"yweL'7'.mHes '"ot^lyS-'r. f'-on 27''"!''? I havfa h? ""Poriant to me n Pmblentt we°fSe."°''®'®"<'mfi 5'S PBS^'AS about the SIU and to J operation f n« ^^®ty phase h ''^"er unfefr^>' hS ^^onAg-!'.an^^of..,J �P'olldwing are names and u /VV •••»•',' ^' v . ; - ^', C'lariesD'Amico ir Seafarer Chuck •' filing y,ith the sw '' ^ been shipp^^f 1944 and fiye years. ffeatfenLfTl^' P'^'i if n Conference in Pinev^ Seafarer D'Amir^ Point m 1970 Por>otHo:^Z « //« port oi ZHT"" 'he o member o) the um ,""'' heen IS yeare. Pe/i/er ^u,-^ ^ bosun and car- Merchant changes in the U.S. aboard my TsSn inT ^ fat time wrhafL^.^'P'-' ^^44. At fleet afloat, and I «ierchant «;«adiJy de'cline anTdelr" oldest and one of ^ the world. This decline ^ tAc Seme. sZtZf cr:"" 'X" port o, his wife Margaret Z TT"""' ""'h I m ghd As Tl ^fo. Wash. «"= Bosuns Recen,flcafo„^p° '° cause I learned not onrh Jcl to figl,, ,0 getSt but I have a better imH today, Pr^lents that are ahea® f "f ®"" ^^2^^esstodestro;r& been for^thesiu^ f survive. Had it not leadership, which''ts we would never today. 1° ^^^t back, what we have 1970, ^d ca« out into the recover^ wtensive But, we an u room. won by one batfle^ione^ ?nd we will continue to fi' ^ IS in Congress and it; Afibt contributions to in every"day"a" Part standing of our uJon L u "'^^erfSs we talked abZ the n f' iems of the Union 5 Prob''^^"ns, update and J' '^e «^^a chance togettohnot'SS -"ptaSiotro'°1?^'''«tc working with the offlciaTr"T"' ol What the other side™l'l4^rntlrS 1 c , Albert Oromaner — and hL ten Jm ^ SO years. He has h bosun for 'he past "s y^Xeeajofag ^O^nded the SIU Rd Cromaner 'h':'neypZ"f^fmCor,tere,.ee Vnton in New York aL """O'' 'he o<f-port oi sin PrZsT beuig a book member fw 27 ^nd on first-aid fi?eflX'°°'"""'"'®'»a lifeboat instruction^®tte 1™®°®'"'!'' we gmned about SL-7? f'^""ifdse barge eairiers plk and roU-on-rolS 1 'inkers helpful. vessels was very VetaoB W Brym ^'lTranZy-%%Pm L, dishis ^"^i S-"-Scertifiabout the in?^ f- '®"®''t me a lot I bave woS^nlr ^t'garC.Andeisoii ^^ofarerEdgar"Tinv" A been sailing with the7lvl!t^ years and has been shLV bosun for the past six Anderson has participatlT^^' beefs, including the strike, the 194g "Rafn , Isthmian mpporting the vZ l "J '^""Street- tbe patrolmen in New YoA n°' ""b •n'ncc 1968. Seafarer R seen that when » t, ^ bnve 0/ Tampa where hp ^^i Viands the U^ wfi;" "nder^ifeJuanita ^Hh his p'pye^^ sli'kt tle^Afifrx-: ^'"wjthout beefs and have^a'^ "fganizing campaign Ih 'o^ife ^ of my qllestio ' old' ^t^M°^ip '/® » 1937 on an Itmgshoreman strike' / '952-53 and I have a much better un^d tail-end of the old KIT now of how our r Jnio ""Acrstanding SIU came in J 93T, 5"" "l>on the a great deal " ^T" "®®™od with some go«l aid ?®?''«fo""P eveiy morning wheL bad bought I knew abom dte ut' the problems ofour Unton And that I have been ^ni ^ b"t I itime industry and at ?• ctnarlot of new things and ? I? ^y a to solve the proW^tf " bow fit-eamess and wStJ^^ bun to understanding of whai ® better andaredoin?to1e?h ' """c I have gotfen s^e ®cc today. ottacne^shS sSSTh S-bateeS-'-h':--? =s.?Er."i£?iS ?ttd LPG's, SL-7-r m' barge Ships and the new wiU enable^S'bosun?wh received recertification prom-am to 0° °ew vessels efliciently and sSy' February 1974 C. Cooper Seafarer Fred • •y/t/ m the port of SOAT • '^'•^ed with the AirT f received (Charge. Seafarer Conn home in Lynnhaven of Mobile. He ht h ^ '^^^2-^orthe%!::tse:::; lob «cii7h:aS2 aWpa Jd cZ, "'®' mean ttJasr-Sress g^ess to get more^h^onprotecUon for the ^®^go, things that speT fo^ ' other of us. J°b security for aU quite ^®^ncd dedicated and tbeir own future and^-n oause tomorrows. "f® A'ch" own bit'a7a^d'^77®' "tbt btllueae^ ting evety SPAD Cer« ' b^ lamright ^'"^®"'fioateIbuythat �i Headquarters Notes Chief Steward's Position • I PW I by SIU Vice President Frank Drozak |§ i LNG VESSELS All of our various upgrading programs are moving ahead to keep pace with our changing industry and to anticipate the advanced skills that will be needed to man the radically new ships that will be put into service by our contracted companies in the months ahead. The first of two American-flag LNG/LPG carriers—the Kentown—will be crewing in April and this month we will begin our first class to train crews for these highly-specialized ships. The staff at the Harry Lundeberg School in Piney Point has developed a comprehensive four-week program which will provide Seafarers in all departments with the technical knowledge they will need to man these vessels safely and efficiently. The curriculum we have developed will include a complete study of loading and discharging procedures, the new types of tanks and pumps, tank cleaning procedures and safety precautions. QMED TRAINING In line with our training program for the new LNG's, we are also stepping up our QMED training to insure that we will have the sufficient number of qualified men in the engine department to meet our commitment to our con­ tracted companies and to insure the continued job security of our membership. I want to congratulate five of our recent graduates of the QMED program. They are Seafarers Peter Hove, James Brack, Mortimore Morris, Robert Goodrum and Philip Pinter. BOSUNS AND SENIORITY UPGRADERS Our Bosuns Recertification Program and "A" Seniority Upgrading Pro­ gram are integral parts of our overall career advancement programs to con­ tinue our tradition of providing the American merchant fleet with the best seamen in the world as well as providing our Union with a knowledgeable and understanding leadership aboard our contracted vessels. This month, 12 more bosuns completed the Recertification Program and will be better equipped as ships' chairmen to provide leadership and pass on the knowledge they have gained to our membership at sea. I would like to congratulate our newly-recertified bosuns and urge them to accept their responsibilities as ships' chairmen by discussing the issues and problems that face our Union and our industry at the weekly shipboard meet­ ings. I want to congratulate Bosuns Perry Greenwood, "Tiny" Anderson, Chuck D'Amico, Donald Pressly, Frank Teti, A1 Oromaner, Ray Lavoine, "Barney" Bamhill, Karl Hellman, Fred Cooper and Vernon Bryant. I am sorry to report that Brother George Libby passed away only two days after graduation. I also want to congratulate the five Seafarers who completed the "A" Seniority Upgrading Program and received their books as full members of our Union. They are Timothy Burke, William Davis, David Gower, Joseph Kundrat and Thomas Vain. THE BEST SEAMEN I cannot stress the importance of these upgrading programs too strongly. We are in a changing industry. Advances in ship design and technology re­ quire new knowledge and new skills. All of the new ships that are coming off the ways today require QMED's. New developments in the deck and steward departments make it necessary that our members in these departments ad­ vance their seafaring skills also. The SIU has a proud tradition of providing our nation's merchant marine with the best sailors—and this has been one of the keys to the. job security our membership enjoys today. Our upgrading programs at Piney Point and our commitment to a continu­ ing training program in all departments is our guarantee that the job security of this membership will remain intact. J / ' One of the chief steward's many essential duties is the preparation of wellbalanced daily menues for the crew. Here Chief Steward Ed Kelly, aboard the Ogden Williamette, checks over a completed agenda. If there is one man aboard a ship who can probably make the difference be­ tween a satisfied crew and a good trip, and an unsatisfied crew and a bad trip, it is the chief steward. A good chief steward can keep the crew happy because he has a key re­ sponsibility: to see that the meals are properly prepared and properly served. In addition to this, the chief steward has one more important job. He is a member of the Permanent Ship's Com­ mittee, and holds the job of ReporterSecretary. As Reporter-Secretary he handles all paper work involved in doc­ umenting matters brought to the atten­ tion of the superior officers, and he also prepares the minutes of the unlicensed crew meetings. Aside from supervising all the work of the steward department, the chief steward is personally responsible for the receiving and issuance of all stores, the inspection of stores for quality and quantity, preparing requisitions, taking inventory of stock and authorizing, checking and recording overtime. He is also responsible for the issu­ ance of linen "and soaps to the crew and officers. The chief steward must see to it that all the men under him perform their assigned duties. He must check the mess halls, as the meals are being served, to make sure that they are clean, and that the service is good. He should also make sure that there is adequate food for the night lunch. He may also assist when there is a shortage of help in the department, and do any work he thinks is necessary for the efficient operation of the depart­ ment. The chief steward can help make a good feedin' ship, and a good clean ship —and that makes for a happy ship. Protect Valuables Aboard Vessel Loss of money and other valuables aboard ship have been reported to Union headquarters. The problem has been especially serious while the ships are in port. Seafarers are advised that they should not keep any large amounts of cash or other valuables in their foc'sles even though they have locks on thendoors and lockers. Money and other valuables can be stored in the master's safe with a receipt given by the master. If money is not stored in the ship's safe, it should be converted to Traveler's Checks and record of the serial numbers of the checks should be kept. » Seattle Ship's Committee L I I missing or stolen from the wareiioni^ in Brht^n, following delivery by the printer. All members are cautioned not to pay any Union obligations I , to anyone other than a patrolman oi* other Union representative f : carrying the proper credentials. Missing receipts can be identified as being in the following series of numbers: J-21,001 to J-24,000 and J-108,001 to J-110,000, A Seafarer approached by anyone with these receipt numbers ltd • . . Paget 8 The ship's committee on the Seattle (Sea Land) gathered below deck during a payoff at Port Elizabeth, N.J. after an intercoastal run. They are, left to right: 0. Ponce, engine delegate; A. Tselentis, educational director; G. Thplett, deck delegate; W. Hand, secretary-reporter; V. Poulsen, chairman. Seafarers Log �Use of U.S. Ships Vital Continued from Page 2 agement association of American ship­ owners. He said that all of the American-flag shipping companies favored the legisla­ tion under consideration and that the position of the American Institute of Merchant Shipping was "dictated by the major American oil companies who are members of that association by virtue of their ownership of domestic U.S.-flag vessels." These oil companies include some of the "same companies who also hold membership in the Federation of Amer­ ican Controlled Shipping," formerly known as the American Committee for Flags of Necessity, and which is made up of U.S. major oil companies with large fleets of foreign-flag tankers, noted Brand. The industry spokesman said that of the 95-97 percent of U.S. oil im­ ports brought in by foreign-flag tanker^ approximately 40 percent is carried by Liberian-flag ships, most of which are owned by American oil companies. He pointed out that the oil companies con­ tend that these American-owned, Liber­ ian-flag ships are under the "effective control" of the United States. Brand said that the events of the past few months "have certainly put to rest this lie." He showed the members of the Con­ gressional Committee a copy of an Ex­ ecutive Order issued and signed by the President of Liberia barring any "vessel with a Liberian registry ... to carry ... implements of war to countries in the Middle East. . ." . He stressed that the Liberian action "serves as a warning of what could happen to the United States if this coun­ try is involved in a conflict, or pursues a foreign policy which does not meet with the approval of a foreign govern­ ment." He added that "conceivably Liberia could prohibit Liberian-flag ves­ sels," although American-owned, from carrying fuel or other supplies to the United States. Subcommittee Chairman, Represen­ tative Frank Clark (D-Pa.) agreed with Brand and said that it has become "increasingly clear that the U.S. can no longer be dependent on foreign-flag tankers for oil imported by sea." Other Subcommittee members at the hearing expressed sympathy with the purposes of the legislation. Congresswoman Leonor K. Sullivan (D-Mo.), Chairman of the full Mer­ chant Marine Committee, said that she thought "interesting" Brand's tlieory of the preference plan providing the gov­ ernment with its first "yardstick" of oil shipping costs. The Transportation Institute spokes­ man pointed out during his testimony that the Maritime Administration knows the cost of building and operat­ ing U.S. vessels, and under the proposed legislation the Commerce Secretary would be required to determine if a ves­ sel is charging a fair and reasonable rate. It would give the government more precise cost data than it has heretofore had, he added. Brand was the lead-off witness at the resumption of the hearings and other witnesses are scheduled to follow. The SIU will be heard at a later date in the hearings. Passports All Seafarers are advised that they should have United States passport books and should carry them with them at all times. Seafarers have encountered problems in some areas of the world because they did not have passports, and the problem seems to be increasing. In addition, many Seafarers have not been able to make flyout jobs to foreign countries be­ cause they lacked passports. A U.S. passport can be secured in any major city in the country. If you need assistance in getting a passport, contact your SIU port agent. Transidaho Committee mmiMm By B. Rocker Members of Congress had an opportunity during the holiday recess to go back to their districts, meet with their constituents, and find out how the voters stand on issues before the Second Session of the 93rd Congress. Some of the most pressing issues facing Seafarers are possible abolition of the Merchant Marine and Fisheries Committee, pension plan regulation, and oil import quotas. Oil Import H.R. 8193, to guarantee that a minimum of our oil imports be carried in U.S.-flag ships, is still under consideration in the House Merchant Marine and Fisheries Committee. Edwin M. Hood, president of the Shipbuilders Council of America, and Adm. Albert G. Mumma, chairman of the Commission on American Ship­ building, testified in favor of the bill in hearings last year. We are encouraged by the support we have gained in Congress. Two hun­ dred twenty five members have co-sponsored the bill. We know that we face powerful and determined opposition from the oil companies, since they operate ships under foreign flags. But it is interesting and timely that the oil giants are coming under attack in the Senate, where the Investigations Subcommittee is questioning their tax preferences, profits, and the oil companies' role in the energy crisis. Senator Henry M. Jackson (D-Wash), chairman of the subcommittee, has charged that he has evidence that American companies cut off oil to the U.S. military during the Mid-East alert in October, at the request of Saudi Arabia. He has asked the oil executives to respond to the charges. SIU is continuing to support H.R. 8193, and is testifying in support of the bill as hearings resumed in the Merchant Marine and Fisheries Committee. Reorganization of the House of Representatives The first attempt since 1946 to realign the committee structure of the House of Representatives is being considered in the Select Committee on Com­ mittees. Their recommendations were published and released before the Christmas recess. From the SIU point of view, the threat is to the Merchant Marine and Fisheries Committee, which handles most of the bills vital to our members. The Committee would be dissolved and its functions given to other committees. Such a change, particularly at this time when the U.S. merchant marine is beginning to grow, would deprive us of the expertise developed over many years by members who understand the unique problems of the industry, the impact on our economy, and the role of the merchant marine in national security. We believe there is a great need to retain the Merchant Marine and Fisheries Committee intact, and will urge the Select Committee to recommend doing so. Pension Plan Regulation Staff members of the House Ways and Means Committee and the House Labor Committee are continuing to work toward a compromise pension bill. The purpose of pension plan regulation is to establish minimum federal standards for private pension plans. About 35 million people are now covered by such plans in the United States. The SIU plan has been carefully constructed and negotiated to assure that money is available for Seafarers' retirement. The Union wants to be sure that the complicated language of the bills will provide the safeguards needed to protect financially sound plans like that of the SIU. U.S. Public Health Service Hospitals As we reported last month, $18 million was appropriated to be used for repairs to the remaining eight Public Health Service hospitals. A study is now being made in each of the hospitals to determine what repairs need to be made and to set priorities. Saving the hospitals was a great victory; now we would like to see that they are maintained at a level to provide maximum care for seamen. hm'r- Everything seems to be looking up on the Transidaho (Hudson Waterways) as a smiling ship's committee gathered during a payoff after a run from Puerto Rico. From top to bottom are: V. Alvaro, educational director; B. Woturski, chairman; F. Rakas, steward delegate; S. Katehis, deck delegate; A. Derosier, engine delegate. February 1974 Seafarers are urged to contribute to SPAD. It Is die way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. Page 9 k �Senate to Consider Ocean Study Proposal The U.S. Senate will next month con­ sider a proposal for an oce^ study which includes recommendations for a "large, modem merchant marine." The study's sponsor, Sen. Ernest F. HoUings (D-S.C.) says he thinks that despite Congress' efforts in the field during the last 15 years, notably crea­ tion of the National Oceanic and At­ mospheric Administration, "our pos­ ture as a sea power and our economic position in the world do not reflect the concerted effort and the national im­ petus we had hoped for nationally or internationally." Before Congress went home for the holidays last year, 52 U.S. senators sup­ ported Sen. Hollings' resolution to be­ gin a "Senate oceans' study policy." Under the proposal the ^nate Com­ merce Committee would study: • A large, modem merchant marine. • Ocean policy positions which rep­ resent national self-interest in interna­ tional negotiations. • Leadership in ocean technology. • A dynamic ocean research pro­ gram. • Progressive, inteD^nt coastal zone management. • A h^thy, growing fishing Indnstiy. • An ocean business climate whidi encourages indnstry to tap all flie po­ tential resources of the sea. it is expected that progress reports from time to time, with legislative rec­ ommendations, would come from the panel's conferees. The special study panel would con­ sist of members of the Senate Com­ merce Committee, six senators of coastal and Great Lakes' states and two representatives each from the Senate Committees on Armed Services, Appro­ priations, Government Operations, In­ terior, Public Works, Foreign Rela­ tions, Labor and Welfare. Sen. Hollings is of the opinion that the oceans may help to solve some of the U.S.'s pressing problems today, such as the energy crisis, shrinking job market, inflation and raw material shortages. First Pension Check For the Very Last Time SlU Great Lakes members gather for a very special ceremony after winter layup aboard the SS Nicolet (Gartland Steamship) in Bay City, Mich. From the left are: Capt. Werner Buller, Daniel Meyers, Andrew Aspsetter with shovel, Don­ ald Mullins and Duane Witt. Aspsetter got the shovel wrapped in dollar bills from his shipmates as a very special going-away present Dec. 1. After 46 years sailing on the Lakes—29 with the company-—he retired Nov. 30. Andy's home is in Exeland, Wise, where he plans to spend his retirement doing what he loves best—hunting and fishing. Baltimore Ship's Committee Overjoyed at getting his first SlU pension check is Jose Ortiguerra (left) from San Francisco Port Agent Steve Troy at the membership meeting last month. Newark Ship's Committee The Ship's Committee on the Baltimore (Sea Land) assembled on deck wheri the ship docked in Port Elizabeth, N.J. for a payoff after an intercoastal run. From left to right are: E. Conrad, deck delegate; F. DiCarlo, secretary-reporter; J. Datino, engine delegate; L. McGlone, chairman; R. Rivera, Jr., steward delegate. . 5ve been reported warehouse in Brooklyn, N.Y. followAU members are cautionea not to pay any Union obligations ; to anyone other than a patrcbnan or ether Union-r^ecesentative ^ the proper credentials. J sing recelj^ can be identified as being in the following i to ^24,000 and J-108,001 to The ship's committee on the Newark (Sea Land) gathers below deck for a payoff at Port Elizabeth, N.J. From left are: 0. Dammeyer, chairman; N. Reitti. educational director; A. Balkman, deck delegate: A. Silva, steward delegate: P. McAneney, engine delegate. Page 10 lepon Bie Incident to the Seafarers Log �Chief Electrician H. H. Patterson cleans up his work bench after the John Tyler tied up at Port Newark following a long three-month voyage to the Far East. T )i Mifi S.S^ JOHN TYLER (Waternian Steamship Co.) retorned to U.S. after a three-month voyage to the Far East. The 15,000 dwt mariner-type ship crewed op in Mobile for a trip to ports in Manila, Saigon, Taiwan, Pusan, Okinawa, Hong Kong and Japan. The ship, which was buflt in 1952 and originaUy christened the Colony Mariner, was later re-najoied die Og(den Bear when she saded under the flag of the Pacific Far East fleet before by IVatmnan. sf<^ at Phfladdfi^^ While awaiting payoff, Seafarer Marcos Hirr, who sails as fireman-watertender, catches up on devel^ ments affecting his Union and the maritime Indus­ try as reported in the LOG. February 1974 1., die J^>hn Tyler was schednled ici before making a retummn to die Far EastI Part of the reason the John Tyler is known as a "good-feeder" are these members of the steward department. From left are Jimmie Jones, crew pantry; Albert Coala, Jr., crew mess; Rob­ ert Gregory, saloon mess, and Jack Rankin, cook and baker. Seafarer Bobby Brown, a March 1973 graduate of the Lundeberg School, takes another turn on the bitts after the ship tied up. Brown, who comes from Mobile, said: "This was my first long voyage and it was interesting and exciting. I like sailing and feel I fit right in." Page 11 i:. �The following letter is from a member of the National Maritime Union addressed to NMU President Shannon Wall. It appeared in the November, 1973 issue of the NMU Pilot, and describes rather clearly the concern among NMU members about their job security. Also reprinted here are some excerpts from the NMU's Executive Board's actions over the past year, showing the NMU's agreement to a reduction in manning scales on their ships. strongly believe that the short term To President Wall, Sept. 22—Our approach will give the majority a NATIONAL HEADQUARTERS membership at the present time is 346 W. Uth Sf., sense of needed security. gripped by fear. The members on the New York, N.Y. 10011 ships are in fear of losing their jobs We all know that nothing is abso­ Phone; (212) 924-3900 and the ones on the beach are in fear Offices in major port cities lutely perfect, also that nothing is sta­ of not getting one. We all know that , o* AmeiiiCci AFL-CIO tic and all things do change. Change • the NdtiOPc.ll Mcjiitime UncQp , Tne off'Ciai-'cgaf^ o fear is a terrible thing to experience, has to come about within our job especially if you don't know what to structure to match the times. This NOVEMBER, 1973 NUMBER 8 VOLUME XXXVIil do about it. can be accomplished by amending It has reached a point where sides the national shipping rules, thus have begun to form and emotion is eliminating a hate-inciting and costly mounting. Our membership is split referendum. into two factions, the "haves" and disability, death and for other rea­ the "have nots", when it comes to • That when a crew member ac­ I firmly believe that we can meet jobs. Each faction has valid reasons cumulates 90 days of service aboard this challenge and unify our member­ sons. for their passionate and emotional a LASH, container or tanker vessel, ship where it will be fair and amena­ I call this the "share-a-job-plan" outbursts of hate for each other. Tell he shall take his vacation plus a com­ because it would preserve some sem­ ble to all concerned. It will provide a me, how can we survive as a progres­ pulsory 30 days additional to his va­ feeling of security and a feeling of blance of job security and be almost sive organization when there is so cation. personal worth. It will afford a peace like the two-crew proposal, which I much hate within us? • On freighters, after he accumu­ of mind to all—the men on the feel is much better than the sevenIt is a traumatic and a depressing lates 120 days of service, he shall beach, the men on the ships, the month concept because the employ­ experience to sit in the hall sweating take his vacation plus a compulsory harassed port officials and a con­ ment and unemployment gap is too out each job call and knowing that 30 days additional to his vacation. cerned National Office.—Chester E. far apart. It would be a nerve-wrack­ with each tick of the clock one's fam­ (Definitions: Short trip ships— Sliwa, Bk. 37921, SS Gulf deer ing feast and famine structure and I ily finances are going deeper in the less than 3 months duration. Inter­ red and in some cases being humili­ mediate trip ships—more than 3 Excerpts from the NMU's National Office Minutes over the last six months. ated because of forced acceptance of months but less than 6 months. Long welfare or the charity of friends. I trip ships—6 months or more. The know this because I have been in this 3-month basis would be used for cal­ J nredicament. culating vacation and compulsory Now, the man on the ship is sweat­ time off for the intermediate or long the manning scale in the Steward's NATIONAL OFFICE MEETING ing out his pension quarters. He sees Department on the SS Gaines Mill. trip ships.) January 26,1973 The National Office reviewed this re­ all hope of a planned retirement • Initiate a procedure where the 4] MSG to accept the report of Vice quest and unanimously agreed to the dwindle, with the specter of losing his men in the hall must take relief jobs President Barisic regarding the com­ reduction. job security at the same time, and in that port. There is no excuse, when bining of the ratings of Chief Cook and Vice President Bocker reported on sees it perhaps disappear completely Chief Steward on deep-sea vessels. This ratings are available, to have to re­ letter received from U.S. Lines, Inc. is presently being done on certain after years of constant affirmation of quest another port to fill these jobs or requesting reduction in manning scale coastwise vessels. it by our Union's officialdom. You to allow Group 2s to take them. on Challenger I Type Vessels. The Na­ see, I know because I'm here at this A job is a job, whether it is perma­ tional Office reviewed their request and crossroad. nent or relief. It provides the money NATIONAL OFFICE MEETING unanimously agreed to the reduction. I say we can solve this delicate and needed for today's economic exist­ May 10,1973 important problem with an approach ence. When times are tough and the 11] MSG to accept report of Vice NATIONAL OFFICE MEETING which I feel will be fair as is humanly wolf is at the door one cannot be President Strassman on the situation September 11,1973 possible to all concerned. choosy. with Cleveland Tankers Co. pertaining Tn order to speed up shipping and 11] MSG to accept report of Vice to the new chemical tanker 10-man • Group 2s would have to put in President Bocker regarding request manning scale. job opportunities wnere everyone 1,000 days before becoming eligible from Texaco Inc. to reduce the manning will get his fair share of work with­ for Group 1 status. A sliding scale scale in the Steward's Dept. The Na­ out destroying the mental composure would be worked out for eligibility as tional Office reviewed their request and NATIONAL OFFICE MEETING of anyone through fear I propose the the present Group Is are depleted unanimously agreed to the reduction. May 29,1973 following: through attrition such as retirement. 12] MSG to accept report of Vice 15] MSG to approve request for man­ President Bocker on letters received ning scale reduction of the SS Valley from Keystone Shipping Co. to reduce Forge, 6-man Steward Department the manning scale in the Deck & Engine with Steward/Cook combination. Department and Steward's Department. 16] Vice President Bocker reported The National Office reviewed their re­ for the record the manning scale reduc­ quest and unanimously agreed to the tion previously approved for the SS reduction. Barbara Jane and the SS Fort Worth. Pilot •JK Voiie of the membership Nutiouul With plenty of jobs on the board in all departments, Seafarers line up at the shipping counter to throw in for work. Making the hourly call at the NewYork hall is SlU Patrolman Jack Caffey. Shipping remains good in all ports. NATIONAL OFFICE MEETING August 1,1973 10] MSG to accept report of Vice President Bocker regarding two letters received from Keystone Shipping Com­ pany: 1) The Company's intention to purchase the SS Sister Katingo, pro­ vided agreement is reached on reducing the manning scale. The National Office reviewed this request and unanimously agreed to the proposed manning scale. 2) The Company's request to reduce the manning scale in the Steward's Department on the following vessels: SS Mill Spring, SS Monmouth, SS Ft. Fetterman, and SS Chancellorville. The National Office reviewed the request, and unanimously agreed to the pro­ posed manning scales. NATIONAL OFFICE MEETING September 5,1973 4] MSG to accept report of Vice President Bocker regarding request from Keystone Shipping Co. to reduce Page 12 MinutVH r NATIONAL OFFICE MEETING October 1,1973 10] MSG to accept report of Vice President Bocker on Union Oil Com­ pany's plan to automate boilers on the SS David Irwin. The National Office reviewed their request and unanimously agreed to the requested reduction in the Engine Department. Vice President Bocker reported on the request from Lykcs Bros, for reduc­ tion in manning scale on Gulf Andes vessels. The National Office agreed that Vice President Bocker meet with Lykes Bros, to work out necessary details. NATIONAL OFFICE MEETING December 4,1973 7] MSG to accept report of Vice President Bocker on letter received from Marine Transport Lines request­ ing the reduction of the 2nd Pumpman on the Marine Floridian. This brings it 4n line with the two other vessels. Ma­ rine Duval and Marine Texan. The Na­ tional Office agreed to the reduction. Seafarers Log �DISPATCHERS REPORT TOTAL REGISTERED All Groups Class A Class B Class C JANUARY 1-31, 1973 Port Boston . New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Frankfort Chicago Totals .. r .. .. .' 9 26 16 7 26 64 31 73 12 25 12 87 0 4 2 0 5 15 6 1 516 0 14 4 4 6 1 8 10 11 15 2 8 2 16 0 0 0 0 0 0 2 0 103 0 7 0 0 0 0 0 1 0 0 0 0 0 2 0 2 1 0 1 1 0 0 15 3 57 6 34 19 3 23 44 21 55 12 30 9 53 0 1 0 1 7 17 1 1 395 3 33 8 14 4 0 10 13 7 46 7 16 6 21 0 3 0 0 0 3 0 0 194 0 6 0 0 0 0 0 6 4 2 0 0 0 3 0 2 0 0 0 0 1 1 25 1 13 0 1 3 0 6 5 4 8 2 2 0 7 5 0 0 0 0 0 0 0 53 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 0 0 0 0 0 0 3 •. ,. . . ; .. ..; Seattle Puerto Rico .. Houston . . .. Piney Point .. Yokohama . . . Alpena Buffalo Cleveland . . . Detroit Frankfort .... Chicago Totals 1 31 8 17 7 4 25 27 9 34 6 14 10 30 0 0 0 1 0 4 1 0 229 New York . .. . Philadelphia .. Baltimore . ... Norfolk Tampa Mobile New Orleans . . Jacksonville . . San Francisco . Wilmington . . . Seattle Puerto Rico . . . Houston Piney Point . . . Yokohama . . . . Alpena Buffalo Cleveland . . . . Detroit Frankfort Chicago Totals Totals All Depts 2 8 13 1 391 0 4 1 2 180 0 10 0 0 25 1 28 6 6 9 3 13 29 13 30 13 11 4 31 0 2 0 0 0 2 1 0 202 2 4 0 0 1 0 0 2 0 0 1 1 0 5 0 2 2 0 4 1 0 2 30 0 55 7 25 8 1 9 52 17 22 4 14 7 57 0 2 Ml 3 1 0 284 1 53 11 7 3 1 3 15 9 45 7 10 2 42 4 2 — — 1 0 0 216 0 5 0 0 0 0 0 4 2 3 0 0 0 1 0 6 — — — 1 0 1 24 2 104 12 47 22 6 49 99 28 97 12 32 27 89 0 0 2 3 9 19 1 2 665 4 56 7 20 11 1 19 31 13 54 8 19 6 41 0 2 0 0 0 4 1 1 299 2 9 1 0 2 1 0 12 4 2 0 0 0 10 0 0 1 1 3 0 2 1 53 0 36 4 13 3 3 0 33 3 32 4 13 14 35 0 0 1 39 1 3 3 0 2 17 4 34 -t 8 5 19 38 1 0 8 0 0 0 0 0 1 0 3 0 0 0 4 0 3 1 59 11 28 15 3 56 72 23 73 10 12 16 71 0 2 0 1 1 5 1 0 467 2 12 2 2 7 0 2 9 9 24 4 5 1 16 0 1 0 0 0 0 0 0 97 0 1 1 0 0 0 0 2 2 0 0 0 0 1 0 0 0 0 0 0 0 0 7 M. .M — Ml 7 1 201 0 0 176 0 0 19 4 46 12 30 12 3 18 58 10 42 12 17 17 34 0 0 1 2 12 28 11 3 376 2,449 3 111 26 38 28 4 50 89 39 92 18 21 33 74 0 9 2 3 1 9 2 1 658 1,256 11 59 0 20 12 1 1 38 6 8 2 2 4 88 0 2 7 3 15 28 2 6 319 409 2 30 3 13 8 1 8 37 5 30 4 10 3 21 0 0 0 2 3 21 10 , 1 212 1,352 3 88 8 27 10 2 8 43 24 70 15 12 17 60 46 2 1 1 0 11 1 0 449 799 5 36 0 7 3 1 0 10 3 5 1 3 3 29 .0 10 1 1 3 17 0 1 139 182 876 572 M By looking at the above shipping figures, Seafarers can dearly see the true strength of their Job security. These nambers show tbat SIU merabefs can feel confident tbat jobs will be available for tbem to fill. Puring tbe period of Jan. 1-31, 4974, of tbe 1,516 jobs snipped, 876 were filled by Class A" Seniority fuH book members. Therefore, tbere were 648 j^nnanent jobs available to Class "A" Seniority full book members not taken by them. February 1974 The SlU-manned crude carrier Man­ hattan is just one of 51 SlU-contracted vessels presently plying interna­ tional waters on the Russian grain/ oil run. The SIU's Washington staff was instrumental in mustering Con­ gressional support to insure a third of the ships carrying grain to Russia would be American-flag vessels. Continued donations to SPAD make legislation like this possible; thereby insuring long-term job security for entire SIU membership. The Man­ hattan, operated by Hudson Water­ ways, made a bistorie crossing of tbe Northwest Passage to Alaska nearly three years ago. ENTRY DEPARTMENT Port Boston Ml 7 157 14 57 24 10 57 120 61 143 26 44 24 144 0 4 4 3 19 20 4 3 941 STEWARD DEPARTMENT Port Boston New York . . . Philadelphia . Baltimore . . . Norfolk Tampa Mobile New Orleans . Jacksonville . San Francisco Wilmington . . DECK DEPARTMENT 4 3 0 72 28 5 17 5 0 18 0 8 8 4 0 5 2 0 16 4 0 64 12 1 11 6 0 35 0 42 0 10 10 1 14 10 1 3 8 33 3 74 0 9 0 4 4 1 REGISTERED ON BEACH All Groups Class A Class B Class C ENGINE DEPARTMENT Fort Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Frankfort Chicago Totals TOTAL SHIPPED All Groups Class A Class B Class C Manhattan— 1 of 51 Ships On Grain Run Politics Is ^ • '•9!l Page 13 �ASHORE Port Elizabeth, NJ. A new service by Sea-Land's SL-7 containerships and relay vessels is now in operation between the ports of Jacksonville, Fla., and Charleston, S.C., and Ae ports of North Europe. Also Sea-Land Service has reported expansion of its intermodal container cargo fleet to several inland ports in Mexico with con­ tainerships to and from the port of Houston, Tex. Washington, D.C. The National Maritime Council, which operates under the auspices of the Federal Maritime Administration, sponsored a Shipper Forum in Phoenix, Ariz, on Jan. 30. On Feb. 13 a NMC Unity Dinner was given in San Antonio, Tex., and a Shipper Adviser Award Luncheon was given in Chicago, 111. on Feb. 14. San Francisco Deputy Assistant Secretary of Commerce for Maritime Affairs Howard Casey addressed the port's U.S. Propeller Club luncheon Jan. 23 and spoke on "The Maritime Industry and Energy." Detroit Newly launched, SlU-contracted Charles E. Wilson and Roger M. Kyes (both American Steamship) and the William R. Roesch and Paul Thayer (Kinsman Marine) were hit last month by the "critical" fuel shortage on the Great Lakes. On the average a Lakes vessel can carry 495 tons of cargo one mile for each gallon of fuel consumed which is considerably much less fuel than trucks and aircraft use. Superior-Duluth Construction of a $25-million loading facility for low sulphur coal at Super­ ior, Wise, is scheduled for an April or May start. The pier will be built on 225 acres bounded by the waterfront and Winter St. between Corning Ave. and the old East Dock. Baltimore This port handled an all time record of 36 million tons of foreign cargo last year. It's an increase of almost 4.5 million tons over the 31.5 million tons handled here in 1972. The previous high was set in 1957 when 32 million tons were handled. Imports in 1973 amounted to 26 million tons and exports were 10 million tons. New York Ships on the high seas carrying cargo in and out of this port accounted for a record first six months last year with a total of 38,889,079 tons. St. Louis Port Agent Leroy Jones is at home on crutches after leaving the hospital last month. He was injured November when a car crashed through the front window of the Union hall. The wife of an IBU member hurt in the same crash, Mrs. Ronald Hicks, also left the hospital. Completion and ratification of a contract with the Notre Dame Fleeting Service here was reported late last month. Boston Seafarer Walter Schlecht has been released from the Brighton Marine USPHS hospital here following recovery from a heart attack. New Orleans Greater New Orleans' AFL-CIO has unanimously reelected to its Executive Board for another year Lindsey J. Williams, who is an SIU vice president and C. J. "Buck" Stephens, who is SIU port agent in New Orleans. Port Newark-Elizabeth, N.J. Port Authority of New York and New Jersey has budgeted $28 million this year for the completion of container berths, wh^ construction and upland area development at the complex here. Mobile 'This port moved over 2.5 million tons of waterborne cargo during October of 1973, making a 10-month total last year of almost 24.3 million tons. Page 14 Bill Seldenstricker on duty in the galley aboard the frelghtship Penn Mar. Seafarer Bill Seldenstricker: An Expert Baker at SeaA Horseman Ashore Besides being an expert baker, and an ex-steward department instructor at the Harry Lundeberg School, Seafarer Bill Seidenstricker is also a very good horseman. BiU is the proud owner of two im­ pressive thoroughbred show horses, a flaxen maned palomino and a 1,500pound Vermont-bred Morgan. Along with his 13-year old son Jimmy, the Baltimore-born Seafarer competes in local Maryland rodeoes in show-riding events. Bill reluctantly admits, though, that his young teenage son, who has already won several first place rodeo ribbons —Bill is still looking for his first—^is a much better rider than he—but offers the excuse that his son gets in a lot more practice hours. Bill's eight-year old daughter Tammy is also very interested in horseback riding and is presently taking jumping lessons. Oddly enough, his seven-year old daughter Vicki finds little interest in horses—but in the athletic tradition of the Seidenstricker family, young Vicki wants to be a dancer. Not to be denied. Bill's wife Cecelia is also very athletically inclined but prefers to keep her two feet on the ground in such sports as bowling and tennis. During his nearly three years, 197073, as instructor at Piney Point, the 36-year old Seafarer found more than just a job—he found a home. Bill moved his family to Piney Point shortly after taking the steward depart­ ment position at the Lundeberg School, and now makes his permanent home there. His skills as a baker are extensive. Captain C. W. Spear remarked that while Bill was in his employ aboard the Robin Trent in 1967, "he displayed a high degree of professional ability in food planning and preparation, and has been graded excellent in galley man­ agement and sanitation." Captain Dennis Mitchell of the American Victory said that Bill "kept all of us, officers and crew, happy with the variety of his delicious cakes and pastry, the taste and appearance of which were reflecting his pleasure and effort to perform his duties to the satis­ faction of all." Bill is presently sailing as baker aboard the Penn Mar. The 10-year SIU veteran says that he misses the Lundeberg School very much and enjoyed working with his fellow staff members. He found that instructing the HLS trainees was most rewarding. "I learned a lot about the younger generation from my experiences at the School," recalls Bill, "and I'm sure it will be an important aid in my relation­ ship with my own son when he is a little older." Bill stresses the need for education and upgrading for all Seafarers. "The facilities at the Point are outstanding," he said. Bill's plans for the future include purchasing a sizable piece of property in Piney Point and—what else—rais­ ing horses. Texas City Tankers Pay Due Listed below are Seafarers hav­ ing unclaimed wages from Texas City Tankers as of Jan. 1, 1974. Name Fanoli, J. Williams, J. SSNo. 056-18-5415 563-10-8472 For the back pay due, write to Frank Greathouse, chief marine accountant, Texas City Tankers Corp., P.O. Box 1271, Texas City, Tex. 77590 or call 713-9454451. Seafarers Log �Pitched Against the Old 'Satchel' 1 AT SEA Seafarer Prince Baker'Pa(i)ge' One Sfory Literally thousands of people can probably recall that they personally sat in the grandstands and witnessed the. great Satchel Paige put down batter after batter on the way to another of his scores of victories in the old Negro leagues. But only a relative few can say they actually played against him—and even fewer can brag they beat him in a pitch­ ing duel. Prince Baker, an SIU member for nearly 30 years, has done all three. Prince was bom in 1917 in Little Rock, Ark. but as a very young lad his family moved to Chattanooga, Tenn. where he spent his boyhood days—and where he learned to play baseball, "the hard way," There were no organized Little Leagues in those days and the baseball "fields" the kicfe played on were nothing more than empty, sandy lots heavily sprinkled with various sized pebbles and rocks. Baseball gloves, for those who owned one, were the three-fingered kind with no webbing or padding, and if you caught a hard shot "it hurt." Bases were usually either large stones or paper bags held in place by just about any heavy object—and the most feared hit ball was not a screaming line drive up the alley in left or right, but a hard hit ground ball that might skip off a roclc in any number of direc­ tions and go for a home mn. Of course the scores of these games could go "pretty high", and it was not unusual for each team to cross home plate 20 or 30 times. Prince moved to Baltimore, Md. at the age of 17 where he first saw Satchel Paige pitch. He remembers paying 15 cents for a grandstand seat. He won a starting pitcher's berth with the Baltimore Giants, an industrial company-sponsored team. "I got no pay for playing baseball, but I did have a job with the company," recalls Prince. He pitched against Paige on three different occasions, losing the first two times and finally winning the third. When asked how he managed to beat SS Delta Sud With the completion of the SS Delta Sud's (Delta Steamship) maiden voyage to Rio de Janeiro, Brazil last month. Delta has rounded out its LASH fleet. The company's other LASH vessels are the Delta Norte, which has completed her third voyage to South America, and the Delta Mar, which finished her fourth trip in New Orleans. SS Befhtex Seafarer Carl Moore aboard this ship wants to thank his old shipmates on the Arizpa for the "tarpaulin muster" collected for his hospitalized wife in October. Also he extends special thanks to L. N. Lanier of the Arizpa for gathering up his things and to Capt. Robert Harvy and the other officers. Brother Moore wrote further, "It is a wonderful feeling to know your brother members are standing by you in time of need." He wishes good sailing in the future to his brothers of the sea. SS Overseas Valdez On her way from Ceylon to a payoff in Norfolk recently, the ship's crew spent $40 from the ship's fund to buy the captain a going-away gift. The skipper thanked the Seafarers saying he'd like to have the chance to sail with them again. SS Tampa Seafarer Prince Baker. - the great Satchel Paige, Brother Baker jokingly replied, "that day I threw inshoots and outshoots up and down— gliders and sliders all around." Prince played for several years but retired at an early age for a sailing ca­ reer because "there was no future in baseball for me then, and very little pay." Seafarer Baker began sailing with the SIU as a messman in 1945, and since then has worked his way up to chief steward. "Old timers" remember Prince as a Union organizer during the early struggles of the SIU. The 56-year old Seafarer has accum­ ulated over 20 years seatime in his ca­ reer and has sailed through three wars —World War H with the Navy, and the Korean and Vietnam Wars with the merchant marine. Brother Baker's most recent ship is the Bethflor, but for the past few weeks he has been sidelined with minor ail­ ments. When asked if he planned to re­ tire he answered with a definite "No— I'm gonna stay in there pitching." 5 * Change or Address Or New Subscriber your mailing list. (Frint In/ormaltan) • NAME ADDRESS STATE. A4/y Falcon Duchess Bosun Fred Olsen, who recently completed the Bosuns Recertification Pro­ gram, reports that the Falcon tanker was enroute to Subic Bay on New Year's Eve and all was going well. He reported that Seafarer Ed LaRoda, ship's educa­ tional director, led a good discussion on the SlUPension Plan at the last ship's meeting. He compared it with other maritime unions and explained why ours is sound and up-to-date. SS Portland Seafarer Vagn Nielsen, bosun on the Portland (Sea-Land), got off the ship in Baltimore to attend the February Bosuns Recertification Program in Piney Point. Christmas and New Year'-s at sea were made a little merrier thanks to Chief Steward William Underwood and his crew who prepared special menues for the holidays. Helping out was Seafarer Steve Bigelow who graduated from the Harry Lundeberg School in Nov., 1973 and is sailing as crew mess. SS Columbia Sailing through the Panama Canal last month, the freightship Columbia (United States Steel) completed a coastwise run from the company's Pittsburgh, Calif, steel mill dock carrying steel to its plant at Morrisville, Pa. SS Transsuperior The tanker Transsuperior (Hudson Waterways) had a 49-day payoff when it docked at Carteret, N.J. on Jan. 31. The ship encountered very bad weather on the trip back from Rotterdam. During one storm, the crew reported, there were 40-50 foot seas. There were no accidents however, and Acting Bosun Vasco Tobey said that the crew handled the ship very well during the storms. SS Ultramar Editor, SEAFARERS LOG. 675 Fourth Ave,, Brooklyn, N. Y. 11232 I would like to receive the SEAFARERS LOG—please put my name on CITY Two graduates of the Harry Lundeberg School are on the Tampa which paid off Jan. 29 at Port Elizabeth, N.J. after a month-long coastwise run. Oiler Robert M. Diaz and OS Larry Utterback both had high praise for their fellow crewmembers aboard the Tampa. ZIP. SIU-IBU members please give: Bk# Soc. .Sec. # / TO AVOID DUPLICATION: If you are an old subscriber and have a change of ^dress, please give your former address below or send mailtag label from last issue received. The recently latmched oil, ore, bulk carrier, the Ultramar (Aries Marine) left the Gulf late last month carrying 63,500 tons of grain to Europe. SS Delta Uruguay On a recent voyage to South America, the Delta Uruguay departed from her usual run there to dock at Puerto Madryn, Argentina, 800 miles south of Buenos Aires. She discharged the antenna for an Omega Navigation System, a 700-ton structure to be installed 30 kilometres south of the deepwater port along National Highway 3. While the vessel was in port the local Radio Puerto Madym station gave a live broadcast with interviews about the ship and Sea­ farers right on the ship's gangway. SS Brooklyn The Brooklyn (Sea-Land) had a 28 day-payoff when it docked at Port Eliza­ beth, NJ., on Feb. 7 after a coastwise run. The SIU crew reported a very good trip, with beautiful, warm weather along the Gulf which abruptly changed as they approached the Eastern Seaboard. ADDRESS CFTY ................ Februaiy 1974 STATE ZIP. Page 15 �''-i Houston Columbia : •f •• / f—•' . f r::. 'irf t;- The ship's committee aboard the 504-foot long containership Houston (SeaLand) gather for a photo at a recent payoff at the Sea-Land docks In Port Elizabeth, N.J. They are, from the left: Julio FIgueroa, steward delegate; An­ derson Johns, deck delegate; Recertified Bosun Don Hicks, ship's chairman; Robert Scotti ,engine delegate, and Thomas Williams, secretary-reporter. The Houston is capable of carrying 332 containers with additional capacity for 63 temperature controlled containers. Arizpo A ''t •- The freightship Columbia, operated by Ogden Sea Transport, paid off Jan. 16 at Stapleton Anchorage off Staten Island, N.Y. The ship's committee are, from left: Ed Williams, engine dele­ gate; Clyde Lanier, .secretary-reporter; Ski Gribben, ship's chair­ man; Robert Adams, steward delegate, and Clem Barstow, deck delegate. The Columbia had just returned from a grain run to India and Capetown, South Africa. American Victory The 449-foot long containership Arizpa visited the port of Boston on Feb. 4 as part of her usual coastwise run. The ship's committee aboard the Arizpa are, seated front; Ronald Hoffman, (left) engine delegate, and Daniel Gatewood,' ship's chairman. Seated rear, from the left are: Ed Haber, steward delegate; William Seltzer, secretary-reporter, and Walter Gustavson, deck delegate. The Arizpa was converted for container carriage in 1965 at Todd Shipyards in Galveston, Tex. Tempo The SlU-manned C-2 tanker American Victory, after another Far Eastern run, paid off in Wilmington, Calif, on Feb. 4. The ship's committee noted that "it was a good voyage," and that the crew was looking forward to the next. The committee members are from the left: C. L. Owens, engine delegate, L. J. McCuen, stew­ ard delegate; M. West, deck delegate, and H; Lancaster, educa­ tional director. HJ^EMBERSHIP PARTIGIEA? •L'X TION »nil understandkig iin TION and tfw ^ problems we face—^fbese are the reasons for the importance of SHi Sh^ Committees. Throagh the committees and by attendance weekly meetings at sea aboard att « SIU ships, members ^n participate' to the affairs of their Union as meantogfiilly as they can ashore. SIU Ships' Committees were established by membership action to; Jfuly, 1969 to meet the need 6f keepis^ ing our membership fnUy informed. JflMg' were developed to provide our R IneiBibers at sea with ian insight and imderstanding of the jproblems con­ fronting both oor Unl(^ and the mar­ itime industry, and to inform toem of ^ programs being developed to problems. , -^4 i!acli . Cmatohtee aboard every Snj ve^ cons^^sto toeisb^n; secretsiy-repoftcr is the toe edncatioii director who Columbia The committee aboard the U.S. Steel operated bulk carrier Columbia gather topside for a photo at the ship's most recent payoff in l\/lorrisville. Pa. They are, from the left: William Slayton, engine delegate; fyielano Sarsona, secretary-reporter; James Rogers, deck delegate; Joe PuglisI, ship's chairman, and Frank Nestor, educational director. The Columbia is on an intercoastal run. ^m «ichW the thm paitments. It Is the responsihiltty of Ihe^ip's dhainnan to cail meetings every Sun-. ttoy while the ship sea and encourage all unUcen^ crewmmn'^ hers to attend the meeilngs. It Is also his respoitsibility to ie^d discossions concerning Union pro| :rams, policies •.told problems. :• Articles in the Seafe rers Log are a rich source to serve a springboards far these discussions. 1 he Presidents ^ Report, Headquarters Notes, Legis­ lative Report and artk les relating to v ition in Washin:;ton affecting {ifiir Union and our job security can fonnd In the LOG. , The ship's sccretar|'-repoiTter lihe responsibility of keeping in touch| i^j<nhh headquarters by toall and The committee aboard the U.S. Steel operated bulk carrier Co_ on to the crew ara Seatrain Carolma The SlU-manned Seatrain Carolina paid off in the port of Norfolk on Feb. 8. The ship's committee unanimously agreed that the Seatrain Carolina had an "excellent crew." The committee members are, from the left; Orvillia Payne, secretary-reporter; Enos E. Allen, ship's chairman; Harold Unglert, educa­ tional director; Jack Wong, steward delegate; Richard Mason, deck delegate, and Oswald Gallop, engind delegate. Sea-Land Resource Transonelda The education direi^r is chained ydth the res|H>nsifoiii^ matotototog ill library of Union Jil^iinational toct the SIU 'totoe-'-' Thetis lumbia gather topside for a photo at the ship's most recent payoff in Morrisville, Pa. They are, from the left: William Slayton, engine delegate; Melano Sarsona, secretary-reporter; James Rogers, deck delegate; Joe PuglisI, ship's chairman, and Frank Nestor, educational director. The Columbia Is on an Intercoastal run. Transsuperior The ship's committee aboard the containership Sea-Land Resource take a break in the ship's air conditioned messroom at a Jan. 29 payoff in the port of San Francisco. They are from the left: James Lomax, secretary-reporter; Phil­ lip Pron, steward delegate; Ronnie Lanier, engine delegate; Ronald Craine, deck delegate, and Recertified Bosun Richard Christenberry, ship's chairman. The Sea-Land Resource is on the Far East run with several of her sisterships from the SL-7 fleet. Portland , of handSng memben' beeto in toeir departments nnd of woiridng witli the ship's chalinBian to "I ^ settoftnyg ^ pay-ofit ; whenem possible. Ciewmembers Imve biUty of bringtog their beefs to the at­ tention of their department.del^ate and ^ip's chairinan. Boardia^ SIU patrolmen will rmly discuss beeto which have been taken to the dele­ gate or ship's chairman. Dnitog the shipboatel meeting, every member has both the right and fV, ! t r^qp^ntsibtote to partic|p|te to Participants in the January class of the Bosuns Recertification Program and the A-Seniority Program accompanied SlU patrolmen on a trip to the water­ front and joined the ship's committee aboard the Tampa (Sea-Land) for a photo at the Tampa's most recent payoff in Port Elizabeth, N.J. The Recertified Bosuns are Al Oramaner, far left, and Frank Teti, second from right. The Tampa's committee are, from the left: Bill Butts, ship's chairman; Boland Hoff­ man, deck delegate; Armando Ortega, steward delegate, and Esteban Cruz, secretary-reporter. David Gower, A-Seniority upgrader. is standing far right! Page 16 At a Feb. 2 payoff in the West Coast port of Wilmington, Calif., the ship's committee aboard the SlU-contracted tanker Thetis took time out for a photo before embarking on another voyage. Stand­ ing from the left are: W. Trawick, deck delegate;J. Tucker, edu­ cational director, and C. C. Williams, steward delegate. Seated from the left are: G. Durham, ship's chairman; M. Longfellow, secretary-reporter, and E. Cox, engine delegate. Usual run for the Thetis is Russia. discussions and to become better Infoimed about our Union and our in­ dustry. An infotmed membership is the strength of our Union—and tiie Committee members aboard the tanker Transsuperior take care of some union matters at the ship's last payoff at the Gatex Oil docks in Carteret, N.J. They are, from the left: Arthur Witherington, engine delegate; VascoTobey, ship's chairman; William Costa, steward delegate; Henry Durham, secretary-reporter, along with SIU Patrolman Ted Babkowski. The Transsuperior is on the North European run. The ship's committee aboard the 497-foot long containership Portland con­ duct business with SIU Patrolman Ted Babkowski at the ship's most recent payoff at the Sea-Land docks In Port Elizabeth, N.J. The committee members are, clockwise, from the left: George Doest, engine delegate; Juan Ayella, deck delegate; Alan Lewis, ship's chairman; Bernard Shapiro, steward dele­ gate, and William Underwood, secretary-reporter. Page 17 �t! Xh Thanks for Support House Committee Must Stay 'i t \' The House of Representatives Select Committee on Committees, chaired by Congressman Richard Boiling of Kansas City, Mo., recently released a report rec­ ommending tentative changes in the com­ mittee system of the House. Implementation of these proposals would eliminate the Merchant Marine and Fisheries Committee along with two other House committees. The many important duties of the 36man Merchant Marine and Fisheries Committee, which meets once each week to discuss problems facing the maritime industry, would be dispersed among seven other House committees concerned with a variety of matters, such as, truck­ ing, rails, mass transit and highways. ilie SIU is convinced that such a move could have serious effects on the progress presently being made in the U.S. mari­ time industry. Tlie SIU will fight such a House reor­ ganization with all available resources. Joining our fight for preservation of the Committee are many of the nation's environmental and conservation groups I A I % it i A t'" / More and more, the key to job success and'security in our nation's industries is vocational training and education—and the maritime industry is no exception. Since the Merchant Marine Act of 1970, American shipyards have received contracts for upwards of 90 ships— and the majority of these are vessels of the highly technical automated type, equipped with vastly different machinery. To safely and etticiently man these modem vessels, new skills are required on the part of our members—and in view of this—the black gang rating of QMED is becoming more and more essential every day. To insure that we will always have a Page 18 USPHS Meittcal Director ^ Boston, whose interests are also well served by the Committee. Rep. Leonor K. Sullivan, ehairman of the Merchant Marine and Fisheries Com­ mittee, said, after hearing the Select Committee's proposals, "I'll fight it to the death," SIU President Paul Hall, on informing the Select Committee of the Union's po­ sition, stated that dissolution of the Mer­ chant Marine and Fisheries Committee "and spreading its various areas of re­ sponsibility over a number of House Committees will be extremely harm­ ful . . ." Over the years, the veteran members of this Committee have acquired a unique knowledge and insight into the specific problems facing the maritime in­ dustry, and the importance of a strong merchant marine for economic and na­ tional security reasons. To spread the Committee's work among other committees, would force maritime interests into a back seat in vital legislative areas. QMED-An Essential Rating X For several years now, the Department of Health, Educa­ tion and Welfare has been trying to close all USPHS hospitals. During that time our friends and beneficiaries have been sup­ porting us in our efforts to remain open. Your Union has been tireless in the U.S. Congress for our cause. As a direct result of this active support, we will remain open by virtue of Congressional mandate—and in addition, plans are underway to upgrade our facilities. All our specialty clin­ ics are being strengthened and we will shortly be able to provide a Pediatric Clinic. We feel confident ffiat we can again provide our patients with the best in modem medical care. I am delighted with this change in our situation, and may I take this opportunity to thank you for your help and support tiu-ough a difficult lame. Sincerdy, sufficient number of qualified QMED's to meet commitments to our contracted companies, the SIU instituted a QMED upgrading program at the Lundeberg School in Piney Point. Since the inception of the program in June, 1972, 175 Seafarers have received their QMED.ratings—151 of these in 1973 alone. So far this year, 14 Seafarers have re­ ceived the rating and 35 additional Sea­ farers are presently enrolled in the pro­ gram. We must continue to increase our par­ ticipation in this program—and all eli­ gible black gang members are strongly urged to take part in the course. Care of , . ;iU A. 1 am very grateful for being a member of such a Imej j iuhioh with a Welfare Plan that can't be beat for takihig care ^ of its members. 1 want every member to know how great^^^'^ it is to be taken care of when you become disabled ojr retireMy very best r^rds to the union. RespecthiOy yoora, Ueoige K. Marioiiiieaiix < A Backin Touch V About three months ago, I wrote a letter to the Union re- ' questing assistance in locating my brother, Seafarer Roger P. Coleman. Thanks to the ad mn in the Personals section of the LOG, we are back ill touch after six years. It was a wonderful Christmas present. keenly, ]ame.G.Colehiiin Annandaie, Va« . < : Vol«w» XXXVi. N«. 3 Offttiiai Pubtication of th« Stftfarers tntematlonal Union of fiforth Amsrica. Atlantic, QuU, Ukes and Inland Watert District. AJFCrClO % Seard2 ; ^aui Halt, Ares/cten^ • . Cal Tanner, Bxecutlve ^ics-Pmident 2> Earl Shepard, V/cs-Prts/dsnl AIOO OiOforcio, Secrefa/y-treasuce/- tindsey WtlKams. V/co-PrasWonf Frank Drozak, Viee-Pfesident Paul Oroz'ak, Ihibiishrld monthly by Saafareni lnteiWatidn^ Atlantic, 6«lf, takaa and inland Watata Olttrlct, AFL-CIO 6/5 Fourth Avonua^, Brooittyn. N.V, ^2. tlal, 499-6600. Sacond class jKistaf• pakt it?BrodklyiV NV. Seafarers Log < �Brooklyn Ship's Commiffee FINA 'CIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disburse­ ments of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. Committee members of the contalnership Brooklyn gather for a photo In the crew messroom at the ship's last payoff In Port Elizabeth, N.J. They are, from the left; F. Carmlchael, steward delegate; Nicholas Bechllvamis, ship's chairman; Andy PIckur, deck delegate, and Ola Stornes, educational director. The Brooklyn carries 360 containers. Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N. Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. Lack of Vital information Delays Welfare Payments There is nothing mofe discouraging to the members or frustrating to the SIU Welfare and Pension Department when welfare, pension or death benefit pay­ ments are not processed and paid promptly. In many cases this causes hardships not only to the member, but to his family when he is at sea. Last month, there were 291 SIU wel­ fare and pension claims received at Union headquarters which could not be processed because they lacked some in­ formation necessary for trustee ap­ proval. In most cases, either doctor or hospi­ tal bills were not included with the claim forms. Other documents which are fre­ quently missing are: notarized death certificates, birth certificates, marriage licenses. Medicare statements, certified funeral bills, discharges, and income tax returns when proof of support of [.adopted or step-children is required.' Other information which is often not [included and which delays processing of i claims are the doctor's social security I number or the hospital's identification ! number. When a welfare, pension or death I benefit claim is received without all nec[ essary documents and information, the Welfare and Pension Department will write to the member or his dependent three times requesting the document or information. If the information is not supplied after the third letter, the claim SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is; is filed pending further communication from the member. One way that members can help to speed up the processing of dependent claims while they are at sea is to leave a claim form—with the front page filled out with all necessary information—at home together with copies of all dis­ charges for the previous and current year, and the name of the ship they are currently aboard. The member should also instruct his wife or other eligible dependent on the necessary documents, such as bills, and other information they must have when sending the claim into the SIU Welfare Department. The member should also show his dependents how to fill out the claim form completely. The SIU Welfare and Pension De­ partment makes every effort to process all claims promptly and urges Seafarers to cooperate by taking the time to make certain that their claim forms are filled out properly and that all necessary doc­ uments are included. Members or their dependents who require assistance in filling out claim forms should go to the nearest Union hall. Seafarers can also obtain a copy of "SIU Surgical, Pension and Welfare Benefits for Seafarers" from any Union hall or by writing to: Seafarers Welfare & Pension Department, 275 20th St., Brooklyn, N.Y. 11215. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIEIS. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member IS required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should immediately notify SIU President Faui Haii at headquarters by certified maii, return receipt requested. McLean Committee The following activO members and pmiohem ha^b had Ji^lid they failed to supply complete Information when liUng their claims. Please contact Tom Crantord at (212) 499-6600. Name ; Soc, Sec. No. R. Sherman 504-24-7000 R.Biay 229-62-7351 J. Rose t 018-22.0353 274-32-1039 C. WiUiams E.Mann 231-01.3903 W.Autry 416-30-0527 J. Raymond (Pensioner) 065-05-9500 H.Lindsey 567-64-0366 ard .431-50-6368 B. Gardoza 094-12-8394 J.Moran 428-24-8508 437-60-2868 J.Moore 086-50-8629 E.Reid 212-46-1398 E. Ervin 'V February 1974 District \ UIW T;:;. A&G UIW IBU A&G A&G IBU IBU A&G A&G ! - The Sea-Land McLean, following another smooth European run, paid off in Port Elizabeth, N.J. on Feb. 4. Committee members aboard the McLean are, standing from the left; 0. Ayala, steward delegate; Luis Perez, deck delegate,' and R. Sadowski, secretary-reporter. Seated is John Hunter, ship's chairman. Page 19 �\ \ Seafarer ^ngelundKnew The Sea Would Be His Life Looking back, Seafarer Qayton Engelund believes that it was inevitable that he would make the sea his life and career. As he reminisced about his boy­ hood, growing up on a farm in rural Wisconsin and later working as a lum­ berjack in the hardwood forests of Wis­ consin and Minnesota, he said, "I guess I always had it in the back of my mind that one day I would go to sea." Seafarer Engelund, who now sails as bosun and able-seaman, was born in Phelps, Wise, after his parents migrated to this Scandinavian farming commu­ nity from Norway. At the age of 17, shortly after the attack on Pearl Harbor, he enlisted in the Navy and saw action in both the Atlantic and Pacific war areas. During the Normandy invasion. Seafarer En­ gelund was aboard the destroyer USS Manley when she was hit by shore bat­ teries and sunk. He was among only 15 who survived and were picked up by a nearby escort vessel. For 11 years after receiving an hon­ orable discharge from the Navy, he worked as a laborer and truck driver, but in 1956, as he put it, "I finally made up my mind to go to sea." He joined the SIU that year in the port of Wilmington and has been an active Union member even since, serv­ ing many times as ship's chairman and deck delegate. In 1965 he took part in the SIU's support of the New York City welfare workers strike. Seafarer Engelund is a professional seaman who spends eight to ten months at sea and then visits his father, Clar­ ence, who is now living in Reno, Nev. He says he plans to continue sailing as long as he is able, and he has now ap­ plied for the Bosuns Recertification Program. Seafarer Engelund recently com­ pleted a three-month trip aboard the National Defender (Vantage Shipping) sailing as AB. The ship paid off in Paulsboro, N.J. after a voyage to Russia and Libya. Personals Daniel O'Rourke Please contact your father as soon as possible at 29 Firscraig, Cantril Farm, Liverpool 28, England. Kenneth C. Adams Pleast contact your wife, Mary, as soon as possible at 15101 Old Columbia Pike, Burtonville, Md. 20730. William B. Scott, Jr. Contact your father as soon as pos­ sible at 5917 Cable Ave., Camp Springs, Md. 20023. William R. Dawson Please contact Marvin Dawson, Jr. as soon as possible at P.O. Box 322, Mayo, Md. 21106. R. Groben, Jr. Your father wishes that you contact him as soon as possible at 521 Sunset Way, Juno Beach, Fla. 33408. William Sidney Brown Please contact Mrs. Helen Cooper at P.O. Box 323, Abita Springs, La. 70720. Charles Klawitter Contact the Veterans Administration Regional OflSce as soon as possible at Sixth & Lenora Building, Seattle, Wash. 98121. Kenneth Nelson Davis Please contact your brother-in-law, Wilbur M. Shavender as soon as possi­ ble at 5416 Brinkwood Ct., Richmond, Va. 23224. Vincent Vanzenella Please contact Mrs. T. Vanzenella as soon as possible at 156 Somers St., Brooklyn, N.Y. 11233. Arnold Purgvee Please contact your wife at Box 14, Beatty, Nev. 89003. Cecil Osborne Please contact your wife, Constance, as soon as possible at 4371 6th St., Ecoise, Mich. 48229. Lionel Duncan Please contact your mother as soon as possible by calling 366-4484. Mack Bolan Your friend, Dan Gifford, wishes you to contact him whenever possible c/o 2011 Dauphine #3, New Orleans, La. 70116. Howard Crenshaw Please contact Ms. D. Sanchez as soon as possible at 18th St. #1348, Puerto Nuevo, Puerto Rico 00920. Jack Kingsley Please contact W. M. Wallace con­ cerning your tape equipment at 112 Simpson Ave., Daytona Beach, Fla. 32018, or call 904-767-1940. Luis Lopez Cruz It is very important that you contact your sister Rosa immediately. Her phone number is: 492-5724. Tony Escoto Contact your brother, Salvador, as soon as possible at 225 Douglas Dr., Harahan, La. 70123, or call 737-0910. Tallulah Ship's Committee The Ship's Committee of the USNS Tallulah assembled Feb. 8 below deck at Sun Oil Dock, Marcus Hook, Penn. In the back row from left are: 0. Rich, ship's secretary-reporter; K. Gahagan, ship's chairman; R. Carter, deck delegate; T. Jones, educational director. In front is R. Mahlich, engine dele­ gate. The Tallulah is one of 13 tankers under charter from the Navy-to SIUcontracted Hudson Waterways. Page 20 Seafarer Clayton Engelund, right, talks about the Bosun Recertification Pro­ gram with 'Chris' Christenberry, who graduated from the program, during a payoff of the National Defender. Seafarer Engelund sails as bosun and AB and has also applied for the Recertification Program. SL-7s Smash Speed Records The SlU-manned ships of Sea-Land's SL-7 fleet have broken all existing trans­ atlantic and transpacific speed records for cargo ships since they came into serv­ ice a year ago. These ships are now the fastest cargo vessels afloat. Below is a chart outlining dates, times and speeds of these new records. Average Distance (Knots) (Nautical Arrival MUes) Speed Time To From Date Vessel Oct. 6, SEA-LAND 3,210 1972 Bishop Rock Ambrose Light 4 days, 17 hrs, 17 min. 31.07 GALLOWAY Oct. 14, SEA-LAND 2,879 4 days, 13 hrs, 17 min. 26.37 1972 Ambrose Light Bishop Rock GALLOWAY 3 days, 21 hrs, 5 min. 3,045 32.71 May 4. Bishop Rock Ambrose Light (20 hrs, 12 min. off SEA-LAND GALLOWAY'S 1973 McLEAN record) SEA-LAND McLEAN SEA-LAND COMMERCE SEA-LAND COMMERCE SEA-LAND COMMERCE SEA-LAND GALLOWAY SEA-LAND GALLOWAY SEA-LAND EXCHANGE SEA-LAND EXCHANGE SEA-LAND TRADE May 8, 1973 Ambrose Light Seattle May 27, (Race Rock, 1973 B.C.) Yokohama June 10, (Nojima1973 zaki) Yokohama July 6, (Nojima1973 zaki) Oakland July 11, (SanFrancisco 1973 Pilot Station) Yokohama July 20, (Nojima1973 zaki) July 29, 1973 Ambrose Light Aug. 20, 1973 Bishop Rock Aug. 24, 1973 Yokohama 3,053 3 days, 20 hrs, 30 min. 33.005 S days, 23 hrs, 30 min. (36 hrs. off previous 30.82 record) S days, 9 hrs. (2 days, 32.62 1 hr, 54 min. off previous record) 6 days, 1 hr, 30 min. (1 day, 11 hrs, 12 min. 33.26 off previous record) 6 days, 37 min. (1 day, 23 hrs, 23 min. 31.16 Yokohama off previous record) 5 days, 20 hrs, 34 min. Oakland (SanFrancisco (1 day, 18 hrs, 36 min. 32.34 Pilot Station) off previous record) 3 days, 18 hrs, 2 min. 33.21 Bishop Rock 3 days, 14 hrs, Ambrose Light 54 min. 33.54 2,912 Seattle 4,126 Bishop Rock Kobe (Shionomisaki) Seattle (Race Rock, B.C.) Long Beach (Ft. Fermin) 5 days, 6 hrs. 32.75 4,424 4,208 4,840 4,507 4,546 2,952 missing or stolen from the warehouse in Brooklyn, N.Y; foliow* Ing delivery by the printer. AU members are cautioned not to pay any Union obligations |o anyone other than a patrolman or other Union representative jcmrying the pr<^ Missing receipts can be identified as being in the following series of numbers: J-21,001 to J'^4,000 and J.110,000. ( A Seafarer approached by anyone with these receipt numbers should immediately report the incident to the nearest SIU port '' Seafarers Log �Ancient Deep Sea Fishermen Fort Hoskins Committee World's Earliest Seafarers Are Found in a Greek Cave American archeologists digging in a cave near Koilada, Greece, have un­ earthed signs that the world's earliest seafarers sailed the surrounding seas from around 7,500-7,000 B.C., almost 1,000 years before ocean voyages by man were previously believed to have taken place. Clues to the existence of seafaring navigation from the cave, inhabitated by humans continuously from 20,000 B.C. to 3,000 B.C., were dug up by sci­ entists, who regard this unique under­ ground home in southern Greece as the major Stone Age find in the Old World. For the last six years 30 archeologists from Indiana University led by Dr. Thomas W. Jacobsen have dug pits in the floor of the cave revealing layers of human habitation during different ages. Ages are determined by radiocarbon count. The clues to the early seafarers were the discovery of large fish bones and the finding of obsidian, a glassy volcanic stone, under the 7,000 B.C. layer. Obsi­ dian stone was used to make Stone Age tools as it can be chipped into a fine cutting edge. Since thq only local supply of obsi­ dian in the area then came from the uninhabitated Aegean Sea island of Melos, an extinct volcano 75 miles southeast of the cave, the scientists put two and two together coming up with the theory that the cave dwellers had boats. The large fish bones found in the cave clinched the argument. Before 7,5007,000 B.C. the cavemen fished offshore because only small fish bones were found in the older layers of the dig­ gings. Then in the 7,500-7,000 B.C.. layer large fish bones were dug up giv­ ing the archeologists the evidence that the seafarers went deep sea fishing'for tuna in the Aegean Sea. The cave where humans lived 22,000 years ago is at the end of the northern arm of the Gulf of Argolis, southeast of Nauplia. Archeologists have set up their base in the fishing village of Koilada across a shallow bay from the cave. The ship's committee on the Fort Hoskins (Cities Services) below deck for a payoff after an East Coast and Texas run. From left to right, back to front are: T. Gutierree, steward delegate; J. Recile, secretary-reporter; L. Almodovar, engine delegate; N. Kouloumoundras, educational director; S. Krawczynski, deck delegate. Jacksonville Ship's Committee Missouri Ship's Committee The ship's committee on the Jacksonville (Sea Land) assembled below deck during a payoff when the ship docked at Port Elizabeth, N.J. after a run from Puerto Rico. They are from left: A. Seda, secretary-reporter; I. Garcia, steward delegate; P. Konis, chairman, W. R. King, engine delegate. The ship's committee on the Missouri (Meadow) gathers below deck during a payoff. They are, from left; L. Burnett, steward delegate; Hulon Ware, engine delegate; D. Penton, deck delegate; W. J. Miles, secretary-reporter; V. Burnell, educational director, Sylvester Manardo, chairman. Trans Columbia Committee The ship's committee on the Transcolumbia (Hudson-Waterways) gathered below deck after a run to the Far East, Vietnam and Japan. From left to right seated are: W. Holland, educational director; A. Otremba, chairman; E. Anderson, deck delegate; H. Fielder, secretary-reporter. From left to right standing are: 8. Torres, steward delegate; J. Forque, engine delegate. February 1974 "Shipping Out" by Mariam G. Sherar, published by Cornell Mari­ time Press, Inc., Cambridge, Md., 1973, 84 pages. A sociological and psychological study of American merchant seamen, this short book was written by a professor of sociology at Long Island University in Brooklyn, N.Y. Besides being a sociologist—who ever since childhood, has been interested in the sea—Mariam G. Sherar is also the wife of a merchant seaman. Her husband William D. Sherar is an SIU member who sails in the engine department. Brother Sherar joined the union in 1946 in the Port of Baltimore and sails as a fireman-oiler. Bom in Paiil's Valley, Okla., he and his wife make their permanent home in Cherryfield, Me. "Shipping Out" is an interesting and enjoyable book in which Mrs. Sherar discusses such topics as "Why Men Go to Sea", "To Marry or Not", "Woman, Female, Wife." She also deals with the problem of alcoholism among seamen and the role that "The Bar" plays in his life. Some of the other chapters discuss "The Ship" itself while there are separate chapter on tankers and containerships. Mrs. Sherar has researched such areas as "Seamen and Health" and "Social Service and the Seaman." Because of the dangers that seamen face in their line of work, Mrs. Sherar has also included a chapter on "Folkways, Myths, Superstitions" which dis­ cusses the superstitions and other notions in which sailors have come to believe. Often recurring in Mrs. Sherar's study is the theme of loneliness. "A seaman's life is a lonely one," she says in the Preface to "Shipping Out." "In a world where alienation and anomie are becoming commonplace words, the seaman's life has always been one of loneliness and alienation." She also adds, however, that ". . . the very factors that make it lonely also contribute to making it dynamic and eventful." All the factors "that prevent permanency," also "create change, and this is the life-giving force for the seaman. His job carries him over the world, and to all of its ports. Upon his shoulders rests tlie responsibility of ship, cargo, passengers and fellow-shipmates." Seafarers should find "Shipping Out" absorbing reading since it deals directly with them—their lifestyle and their work. Whether or not Seafarers agree with everything in the book, it may help to give them some further insight into their lives. Page 21 �I TTf New A Book Members > "it' -A' Seniortfy Upgrading Program W ing Insures SIU's Future Tihe SnPs Upgiading Program is insuring the future of olir Union by providing our new full-book members with a solidundeistandb^ of tbcs^mantime industry, a better apprec&tjkm of their re^ponribilities aboard ^p and a deeper iiui^t into our Union. Ibis month, five more Seafarers achieved their full books and took the o|pb%Rtion at ifte general membership meeting at Union headquarters, ' 8^ Srafarers Tnnntty BoriEe, WilliamDavis, Joseph Knndrat, Thomas iVahi and 0ai^ 66wer« Tbhi bitags to 72 the numlmr of in(rihbers who have Timothy H.Barke Seafarer Timothy Burke joined the SIU in 1968 after completing training at the Harry Lundeberg School. He served two years in the Navy where he rose to the rank of quartermaster. After his discharge, he returned to Piney Point where he upgraded to able-seaman. Sea­ farer Burke ships out of the port of New York. I have had the opportunity to ride both Great Lakes and deep-sea ships and I have learned through experience that the merchant marine is a vital asset to the United States. The SIU operates the Harry Lunde­ berg School. This school is—through its educational and upgrading programs —the ladder to success, not only for the young trainees, but for all Seafarers who have the desire to better them­ selves. Joseph J. Kondrat Seafarer Joseph Kundrat has been sailing with the SIU since 1966 and ships as chief cook and chief steward. He was certified to ship as chief steward in 1971. Seafarer Kundrat lives in West­ minister, Md. with his wife Ann and sails out of the port of Baltimore. I waited a long time for this oppor­ tunity to upgrade to "A" seniority. I learned a lot at my stay in Piney Point, and I learned still more at headquarters. In both places, all my questions were answered. Before this, the officials of the Union were only names I had heard, but after meeting and talking with them I know the leadership of my Union is in good hands. They never hesitated to answer any questions asked of them. Politics is very important to the mari­ time industry and our friends in Con­ gress need our support. We do that with SPAD. The Maritime Defense League is also important to protect the rights of our members and defend them when they are in trouble because of helping our Union. I would use any educational program offered by the Union, and right now I am waiting for the Stewards Recertification Program. 5? MIPS lliomas J. Vain Seafarer Thomas Vain joined the SIU in Baltimore after graduation from the Andrew Furuseth Training School in 1963. He sails as able-seaman and ships out of the port of Baltimore. He lives in Fayetteville, N.C. with his wife Patsy. Since I arrived at headquarters, I have been continually enlightened about our Union's goals and ambitions. I have been amazed to see how effi­ ciently every operation of our Union is coordinated. We seem to have the highly-trained personnel and the so­ phisticated machinery it takes to make things run smoothly. The more I see and hear, the more I know our Union is on the right course. It is easy to see why we are number one among the maritime unions in the country. Page 22 attained fall>book status since the program was initiated last year, The pn^ram was developed with two objectives in mind: to continue the SHPs tradition of providnig its contracted companies wM the best-trained and most-qualified seamrm in the nation, and to give those who parfkl^te in the program a better understanding of tSie problems we &ce and fiie need lor their involvement in meethig those problems. Cbi thfe page, the new full-book members tel! in their own words what the *A** ficatkizil^ Projpam has meant to them. k David J. Gower Wmiam L. Davis Seafarer William Davis is a graduate of the Harry Lundeberg School and joined the Union after graduation in 1971. Seafarer Davis had more than three years seatime with the Navy be­ fore attending the school, and achieved his able-seaman endorsement while he was in training. Seafarer Davis, whose last ship was the Falcon Duchess (Falcon Carriers), sails out of New York. I have learned a great deal since I had the opportunity to go through this upgrading program. Attaining my full book is a goal I wanted to achieve be­ cause being a member of the SIU is a very important part of my life. I am very proud to be a part of an organiza­ tion that is prepared for a changing and challenging industry. I have acquired some real knowledge of our Union. In Washington, I saw our Union's political power and I under­ stand better the importance of SPAD. In New York, I got a better understand­ ing of the operation of our Union by actually seeing it in operation. I feel now that I can do more on my part to help my Brothers better under= stand the problems that face the Sea­ farers and our industry. i:NCi INT. KTI.WAKU Seafarer David Gower joined the Union in 1967 and sails as chief elec­ trician. He retired from the U.S. Navy after serving a 20-year hitch from 1942 to 1962. He also served in the U.S. Air Force. Seafarer Gower now lives in Oklahoma City, Okla. The past month has really been an experience for me and I just hope all the other Brothers gained as much as I have. I learned a great deal both in Piney Point and at headquarters. In Piney Point I could hardly believe what I saw. I saw training programs there that I never knew we had. When people realize that the future of our Union is coming out of Piney Point they will have a diflferent point of view. In New York, I saw all of our opera­ tions and things I never realized we had, including a data processing center where all of the records of our Union and the members are kept. I can really say that I am proud to have had the chance to go through this program and be upgraded to a full book member. I have not only gained better job security, but I gained a better under­ standing of our Union. AHi.'rA J'lmu.ANii iii OirNllKtA JAN rrw ouTi Trn'tiToN IONTO uiif v'iV ftMNjfoiU (U»N "M'ITMAS 1 YNCtI iWnffiiii ini'ui'H ?AHI •, i iiN , 1" vTi.'NON V!l ( Hi'l iAN TtiAltKlj , nfi/vAii i :.( A;; viV'AN !() ,AWA i i Vi' ( w I r H Five more Seafarers achieved full-book status this month after completing the SIU "A" Seniority Program and graduating at the membership v :-?tlng at headquarters Feb. 4. From left are Seafarers Thomas Vain William Davis David Gower, Joseph Kundrat and Timothy Burke. Seafarers Log �New SIU Pensioners William A. Durapau, Jr., 46, joined the SIU in the port of Hous­ ton in 1959 sailing in the deck de­ partment. Brother Durapau was born in Arabi, La., and is now a resident of New Orleans with his wife, Camille. He's a Navy veteran of World War 11 and pilots a plane as a hobby. Ralph Hernandez, 66, joined the SIU in 1944 in the port of San Juan, Puerto Rico, sailing in the steward department as a chief steward last on the Overseas Carrier (Maritime Overseas). Born in Ponce, Puerto Rieo, he now lives in Queens, N.Y. with his wife, Carmen. Brother Her­ nandez walked the picket line in 1962 in the Robin Line strike. He also won a safety award in 1960 aboard the SS Elizabeth. Harold P. Ducloux, 57, retired to his native Mobile with his wife Estella after a long career with the SIU. Brother Ducloux who was cert­ ified to sail as chief steward joined the SIU in the port of Mobile in 1938. Brother Ducloux took an ac­ tive part in an SIU organizational drive in 1961. John L. Gibbons, 58, joined the Union in 1939 in the port of New York sailing in the steward depart­ ment as a cook last on the Sea-Land Commerce. Brother Gibbons has sailed since 1932. Born in Virginia, he now lives in Brooklyn, N.Y. with his daughter, Julia. He walked the picket line in the N.Y. Harbor strike in 1961. Wesley P. Jackson, 64, joined the Union in the port of Baltimore in 1955 sailing in the deck department. Brother Jackson was born in Louisi­ ana and is a resident of New Orleans. He is a pre-war Navy veteran. George Kalimitridis, 65, joined the SIU in 1955 in the port of New York sailing in the engine depart­ ment. Born in Greece, Brother Kali­ mitridis is a resident there with his wife, Ouraina and sister, Marika. Joseph V. Perry, 63, joined the SIU in the port of Elberta, Mich., in 1954 sailing in the deck department for 38 years. Brother Perry sailed for the Ann Arbor Railroad Co. in 1964-5. Born in May wood, Mich., Brother Perry now resides in Frank­ fort, Mich., with his wife, Evelyn and his son, Fred. Samuel G. White, 61, joined the SIU in the port of New York in 1952 sailing in the steward department. Born in South Carolina, Brother White resides in New York City. He was a Safety Award winner in 1960 for an accident-free six months aboard the Steel Architect (Isthmi­ an). He also walked the picket line in the 1961 strike. Elwood M. Orcutt, 62, joined the IBU in the port of Houston in 1957 sailing in the steward department as a cook for the G H Towing Co. from 1953 to 1973. Born in West Virginia, Brother Orcutt lives in Kingsville, Tex., with his wife, Delphine; five daughters, Shirley, Pam­ ela, Tina, Sheree and Ruth and two sons, Wilber and Donald. He is an Army veteran of World War II. George S. Chance, 65, sailed as carpenter and joined the SIU in the port of Savannah in 1951. Seafarer Chance now resides in Augusta, Ga. Charles N. Bailey, 62, joined the SIU in 1946 in the port of New York sailing in the deck department as an AB. Born in Barbados, the British West Indies, Brother Bailey resides in Mobile with his wife, Olinell; daughter, Linda and son, Ollie. Earl R. Harrison, 61, joined the Union in the port of New York in 1957 sailing in the steward depart­ ment as a chief cook. Brother Harri­ son was bom in Mansfield, Mass., and now resides in Sebring, Fla. with his wife, Dorothy. James C. Flanagan, 63 joined the SIU in 1946 in the port of New York sailing in the deck department. Brother Flanagan is a native of New York City and now lives in Houston with his wife, Gertrude. He's an Army veteran of World War II. ')t < S Retiring Able-seaman Jesse D. Wiggins (seated left) puts his oar into the fight by picking up his new $20 SPAD certificate from SIU Patrolman Teddy Babkowski (right) at payoff time aboard the Columbia (Ogden Marine) Jan. 16 in Stapleton, S.I.. N.Y. Seafarer Wiggins joined the Union in 1944 in the port of New Orleans and now resides in Andalusia, Ala. The trip from India and South Africa was the last one for Brother Wiggins before he retired on SIU pension. February 1974 Pastor Delgado, 65, joined the SIU in 1945 in the port of New York sailing in the engine department. Brother Delgado was born in Puerto Rieo. He lives in Brooklyn, N.Y. with his wife, Aurelia. Gordon Chambers, 52, joined the SIU in 1943 in the port of New York sailing in the engine department. Brother Chambers was born in the Bronx, N.Y. and now lives in San Francisco. Lester C. Clark, 60, joined the Union in 1941 in the port of Norfolk sailing in the deck department. Brother Clark is a native of Penn­ sylvania. He now resides in Morristown, N.J. with his wife, Frances. MEMBERSHIP MEETUGS' SCHEDULE Port V Heinrich Vilk, 63, joined the Union in 1943 in the port of New York sailing in the engine depart­ ment. Born in Estonia, Brother Viik lives in Baltimore with his wife, Lu­ cille. He walked the picket line in the 1961 N.Y. Harbor strike. James W. Williams, 64, joined the SlU-affiliated IBU in the port of Norfolk in 1962 sailing in the deck department as a captain for the Stone Towing Line for 43 years. Brother Williams also worked for the Wilmington, N.C. Shipyard from 1944 to 1946. Born in Georgia, he is now a resident of Wilmington with his wife, Lillian. Lasf Trip Home I Jesus G. Fernandez, 65, joined the Union in 1940 in the port of Tampa sailing in the steward department. Brother Fernandez is a native of Spain. He resides in Tampa with his wife, Isabel. New York ., Philadelphia . Baltimore .., Norfolk ..., Detroit Houston New Orleans . Mobile San Francisco Columbus .,. Chicago .... Port Arthur , Buffalo St. Louis .... Cleveland ... Jersey City J. Date .. March .. March ,. March .. March .March March 11 .March 11 .March 12 . March 13 .March 14 .March 16 • March 12 .March 12 .March 13 .March 14 .March 14 . March 11 Deep Sea . 2:30 p.m. . 2:30 p.m. . 2:30 p.m. IBU .5:00 p.m. .7:00 p.m. .7:00 p.m. .7:00 p.m. . 7:00 p.m. . 7:00 p.m. .7:00 p.m. .7:00 p.m. .5:00 p.m. .5:00 p.m. . 5:00 p.m. .5:00 p.m. .7:00 p.m. . 2:30 p.m. < 2:30 p.m. . 2:30 p.m. . 2:30 p.m. . 2:30 p.m. . UIW .1:00 p.m. .00 p'.m — :00p.m. — .00 p.m — :00p.m......... — :00p.m — 00 p,m. rage 23 �Second of Three New LASH Vessels 55 Stonewall Jackson Is Launched Launching of a new LASH vessel, the SS Stonewall Jackson (Waterman) Dec. 15 into the Mississippi River at Avondale Shipyards in New Orleans, shows the impact of SPAD (Seafarers Political Activities Donation) and the Merchant Marine Act of 1970. Donations to SPAD enabled the SIU to gain support in Washington, D.C., for passage of the 1970 Merchant Ma­ rine Act. It was through this Act that the Waterman Steamship Corp. built the Robert E. Lee in 1973, the first ship the company has had constructed since World War II and the first in a series of three LASH vessels being built. The SlU-contracted Stonewall Jackson is the second in the series. In a telephone interview in New York City last November, Waterman's president, Edward P. Walsh, told the LOG: "The Merchant Marine Act of 1970 was the key to our rebuilding program. We could not have gone ahead without it." Another 893-foot LASH sistership for the company, the Sam Houston, is set to come off the Avondalc ways sometime early this year, perhaps in February, meaning more jobs for Sea­ farers. The Stonewall Jackson was com­ pleted four months ahead of schedule as launching was originally set for April 15, 1974. In approximately one year, these three new ships will replace six World War Il-built conventional freighters now on the run from the Gulf and East Coast to the Indian Ocean, Red Sea, SIU AtbaHic, Gull, UkM tk infamd Wafen InkuMl Boataen's Union United iadwhrial Worken PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak The SS Stonewall Jackson (Waterman) is launched sideways. Persian Gulf, Arabian Sea and Bay of for maritime affairs, Howard F. Casey, Bengal, says the company. who marked the launching as a "mile­ Capable of carrying 89 LASH stone" in the development of the Ameri­ barges, 18,500 miles at 22 knots, the can merchant marine. new ships will have the largest barge He pointed out that U.S.-flag oper­ capacity of any LASH vessel launched ators lead the world in the utilization of so far. this new type of ocean cargo carrier. According to the designer of the Casey said the ability of the steam LASH ships, the Stonewall Jackson is turbine-powered Stonewall Jackson to the 20th such vessel launched to date load and unload 2,000 tons of cargo out of 24 LASH ships ordered by seven an hour as contrasted with conventional U.S. shipping companies. break-bulk freighters of today which handle only 75 tons an hour, would en­ Principal speaker at the Stonewall able U.S.-flag operators of LASH ships Jackson christening ceremony was the "to compete more effectively against U.S. Department of Commerce's Mari­ time Administration deputy assistant their foreign-flag counterparts." Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid Dec. 27,1973-Jan. 23,1974 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily (g $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical ' Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical Special Equipment Number MONTH TO DATE Amount YEAR TO DATE MONTH TO DATE YEAR TO DATE 15 2,316 335 6 2 7,226 1 193 12 15 2,316 335 6 2 7,226 1 193 12 301 47 99 23 6 110 — 301 47 99 23 6 110 — 55,660.06 1,543.20 11,597.30 6,300.00 281.00 2,324.11 — 55,660.06 1,543.20 11,597.30 6,300.00 281.00 2,324.11 — 12 118 115 8 73 2 1 —« 1 12 12 118 115 8 73 2 1 — 1 12 36,000.00 18,192.01 3,807.98 1,130.00 1,110.58 150.00 179.01 — 311.20 418.90 36,000.00 18,192.01 3,807.98 1,130.00 1,110.58 150.00 179.01 _ 311.20 418.90 7 7 2, 610.00 2,610.00 11,041 16 1,540 12,597 11,041 16 1,540 12,597 250,063.15 16,273.90 907,689.56 $1,174,026.61 250,063.15 16,273.90 907,689.56 $1,174,026.61 $ 41,888.20 2,316.00 1,005.00 134.55 232.40 57,808.00 110.00 4,315.55 638.10 $ 41,888.20 2,316.00 1,005.00 134.55 232.40 57,808.00 110.00 4,315.55 638.10 PENSIONERS & DEPENDENTS Hospital & Hospital Extras Doctors' Visits & Other Medical Exp Surgical ............................ ^Iptical ............................. Blood Transfusions Special Equipment ^^eal Books ......................... • Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan . Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Welfare, Pension & Vacation ....... . HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass. 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 SIU (716) TL 3-9259 IBU(716)TL 3-9259 CHICAGO, 111.. .9383 S. Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEYELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287 415 Main St 49635 (616) EL 7-2441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla..2608 Pearl St. 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery St 07302 (201) HE 5-9424 MOBILE, Ala. IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St 19148 (215) DE 6-3818 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1321 Mission St. 94103 (415) 626-6793 SANTURCE, P.R.. 1313 Fernandez, Jnncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla 312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Kn 231-91 201-7935 Ext, 281 Donate ' ', >5- -T -T Page 24 >• Seafarers Log �L... i'A. r,. ........ i>,-,- : '.•/>/•-c-••>••; •/ •••.••••• •'•• • v.-. v •••••. ••-, -• -/ lifliailiiSSf -ffi&pllilip ifiP ";••'• i. ' , < <• ' TJ- • '•0\ 17orever Is a very definite word. It means for a limitless time ... for aD time *.. nev« again! But forever is the length of time a Seafarer loses the r^t to his livelihood and fature career in the maritime industry if he iis busted on a drugs charge either while at sea or ashore. It's a tough rap — but lhafs exactly how it is. Your seaman's papers are gone forever, without appeal, if you are convicted of possession of ^y illegal drug—heroin, barbiturates, speed, ups, downs or marifuana. In 1971 jdone there were 400,606 drug related arrests in the U.S. and even fliat staKering figure was topped in 1972. * The shipboard user of narcotics is not only a menace to hunself, but presents a very grave danger to the safety of hfe sh^ Md sMpmates. Quick minds and reflexes are an absolute necessity aboard sh^ at all times. A tog user becomes a thorn in the side of his shipmates when they are requu^ to assume the shipboard responsibilities the user Is not capable of Imndling. Also, a Seafarer busted at sea leaves a permanent black mark on his ship. The vessel will thereafter be under constant survefflance and the crew will be subjected to unusually long and annoying searches by customs and narcotics agents in port. ^^ T^y, forever is a long, long time — somethmg a tog user does not iia^. ' , Don't let dings destroy you or your livelihood. Steer a clear course! , ,i. S...,. >k" ilki 1 :0kM" .s..,. Page 25 February 1974 �I i , '1 ' < Digest of SlU Ships^ Meetings V ANCHORAGE (Sea-Land), Decem­ ber 9—Chairman M. Sanchez; Secre­ tary O. Smith; Educational Director W. Kaweck. No disputed OT. A special vote of thanks to brothers who operated movie projector. Everything running smoothly. MOBILE (Sea-Land), December 11 —Chairman A. Ahin; Secretary W. Sink; Educational Director B. Reamey; Engine Delegate Arthur Andersen. $34.49 in ship's fund. No disputed OT. Everything running smoothly. Next port Seattle. THETIS (Admanthos Shipping,) December 2—Chairman Garth Dur­ ham; Secretary M. Deloatch; Educa­ tional Director R. Caldwell; Deck Delegate Frederick E. Walker; Engine Delegate Eddie Washington; Steward Delegate Charles Ussin. Some dis­ puted OT in engine department. A vote of thanks to the steward department for an excellent Thanksgiving dinner. Next port New Orleans. MANHATTAN (Hudson Water­ ways), December 16—Chairman R. Johnson; Secretary K. Lynch; Educa­ tional Director Dryden. ^me disputed OT in deck and engine departments. Vote of thanks to the steward depart­ ment for a job well done and to the deck department for keeping the pan­ try clean. DELTA PARAGUAY (Delta Steamship Co.), December 2—Chair­ man Recertified Bosun D. L. Dickin­ son; Secretary W. J. Miles; Educational Director K. P. Calloe. Some disputed OT in engine department. Observed one minute of silence in memory of our departed brothers. Next port New Orleans. OGDEN WILLAMETTE (Ogden Marine), December 9—Chairman R. Schwarz; Secretary E. Kelly; Educa­ tional Director Mereoith; Deck Dele­ gate L. Dueitt; Engine Delegate L. P. Wright; Steward Delegate C. Aaron. $22 in ship's fund. No disputed OT. A vote of thanks to the steward de­ partment for the nice Thanksgiving dinner. TRANSONEIDA (Hudson Water­ ways), December 16—Chairman. J. Boland; Secretary T. Ulisse; Educa­ tion Director D. L. Smith; Deck Dele­ gate K. Puchalski; Engine Delegate F. Conway; Steward Delegate J. Silva. No disputed OT. Everything running smoothly. Next port Oakland. JACKSONVILLE (Sea-Land), De­ cember 16—Chairman B. E. Swearingen; Secretary A. Seda; Educational Director W. Bland; Deck Delegate L. Rodriguez; Engine Delegate Curtis Ducote; Steward Delegate Juan Her­ nandez. No disputed OT. Vote of thanks to the steward depanment for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Jacksonville. IBERVILLE (Waterman Steamship Corp.), December 30—Chairman Donald Chestnut; Secretary Harvey M. Lee; Educational Director Frank H. Post; Engine Delegate Joseph J. Lo­ gan, Jr.; Steward Delegate Eddie Bowers. Some disputed OT in deck department. Vote of thanks to the steward department for a fine Christ­ mas dinner. All three departments were very cooperative in keeping the crew laundry room clean. TRANSOREGON (Hudson Water­ ways), December 30—Chairman Re­ certified Bosun A. Rivera; Secretary J. DeLise; Educational Director D. Able. Told all members they should take the time and go to Piney Point and take advantage of the opportunity to up­ grade themselves. A vote of thanks to the steward department for a job well done in making the Christmas prep­ arations. DELTA URUGUAY (Delta Steam­ ship), December 23—Chairman Rich­ ard J. Blake; Secretary W. P. Kaiser; Educational Director Hugh F. Wells, Jr.; Deck Delegate G. J. Maloney; En­ gine Delegate Lloyd E. Schenk; Stew­ ard Delegate Francis Howard. Biaggio Famiglio hospitalized and given $50 from ship's fund. Also paid $5 for radiogram to inform headquarters about Biaggi Famiglio. Total in ship's fund to date $62.93; in movie fund $424.68. Vote of thanks to the stev/ard department for a wonderful Thanksgiving dinner. Observed one minute of silence in memory of our departed brothers. Next port Houston. VANTAGE DEFENDER (Vantage Steamship Corp.), December 2— Chairman Recertified Bosun Wm. R. Kleimola; Secretary J. D. Pennell. No disputed OT. Chairman stressed the importance of contributions to the Maritime Defense League. Also, he stressed the importance of filling out the welfare forms correctly and in their entirety. A vote of thanks to the stew­ ard department for an excellent job. SEA-LAND COMMERCE (SeaLand), December 1—Chairman M. Woods; Secretary R. B. Barnes. $27 in ship's fund. Posted all communications received. Vote of thanks to the steward department for a job well done. Next port Yokohama. COLUMBIA (United States Steel), December 2—Chairman John Eddins; Secretary M. S. Sospina; Deck Delegate James Rogers; Steward Delegate Jer­ ome Prodey. Some disputed OT in en­ gine department. Everything running smoothly. Observed one minute of sil­ ence in memory of our departed brothers. YELLOWSTONE (Ogden Marine), December 9—Chairman Recertified Bosun James B. Dixon; Secretary C. E. Turner; Educational Director L. Morin. $12 in ship's fund. Some disputed OT in deck, engine and steward depart­ ments. Discussion was held on giving contributions to SPAD and how it helps everyone. A vote of thanks to the stew­ ard department for a job well done. Next port Trinidad. DFX. ORO (Delta Steamship), De­ cember 9—Chairman G. A. Burch; Secretary C. Shirah; Educational Di­ rector P. Thomas; Deck Delegate G. Saddy; Engine Delegate Bryden Dhlke; Steward Delegate Clarence Bewerres. $55 in ship's fund and $397 in movie fund. No disputed OT. Vote of thanks to the steward department for a job well done. Next port Houston, Tex. LA SALLE (Waterman Steamship), December 2—Chairman D. L. Parker; Secretary R. W. Elliott; Educational Director James W. Demouty. Some dis­ puted OT in engine department. Every­ thing running smoothly. TRANSINDIANA (Seatrain), De­ cember 23—Chairman A. Hanstvedt; Secretary Caudill; Deck Delegate Frank Camara; Engine Delegate Jose Guz­ man. No disputed OT. Observed one minute of silence in memory of our departed brothers. The Overseas Joyce (Overseas Oil Carriers) came in to Carteret, N.J. for pay-off after a coastwise run and was scheduled to head for Africa on her next trip. Four membera of the ship's committee were on hand for a picture while the ship's chairman and education director went topside to settle beefs. From left are Robert Outlaw, secretary-reporter; Tony Nerosa, steward delegate; Rudolph Odom, engine delegate, and Richard Scherm, deck delegate. Page 26 GALVESTON (Sea-Land), Decem­ ber 9—Chairman Recertified Bosun Denis Manning; Secretary Gus Skendelas; Educational Director M. Stover; Deck Delegate Walter Rogers; Engine Delegate John Sullivan; Steward Dele­ gate William Davey. $26.65 in ship's fund. No disputed OT. Everything run­ ning smoothly. Next port Seattle. DELTA MAR (Delta Steamship), December 2—Chairman J. Collins; Ed­ ucational Director E. Synan; Deck Del­ egate I. Glass; Steward Delegate Peter Hammel. $6.30 in ship's fund. No dis­ puted OT. Had a discussion on a letter received from Frank Drozak, vice pres­ ident regarding the manning scale. A vote of thanks to the steward depart­ ment for the variety of meals served. Overseas Joyce Committee SEATRAIN MARYLAND (Hud­ son Waterways), December 9—Chair­ man J. M. Ruhburg; Secretary W. J. Fitch; Deck Delegate G. Scott; Stew­ ard Delegate Albert Hendrick. Some disputed OT in deck and engine de­ partments. Everything running smooth­ ly. Observed one minute of silence in memory of our departed brothers. CITIES SERVICE MIAMI (City Service), December 16—Chairman C. J. Frey; Steward Delegate W. G. Trice. $2 in ship's fund. No disputed OT. Discussion was held on the oppor­ tunity members have to upgrade themselces and improve their ratings at Piney Point which would eventually aid them financially. Next port Port Arthur. BROOKLYN (Sea-Land Service), December 30—Chairman N. Bechlivanis; Secretary F. Carmichael; Edu­ cational Director O. Stornes; Deck Delegate George Alexander; Engine Delegate Leonard Bailey; Steward Del­ egate Alfred Allen. No disputed OT. A vote of thanks to the steward depart­ ment for an excellent Christmas dinner. There was a large variety of food and everything was decorated to give a real holiday spirit. OVERSEAS ULLA (Maritime Overseas), December 9—-Chairman John Leskun; Secretary John S. Burke, Sr.; Educational Director Franklin Miller; Deck Delegate M. C. Cooper; Engine Delegate Joseph Collins; Stew­ ard Delegate H. Holling. $9.50 in ship's fund. No disputed OT. All mem­ bers voted to turn heat off and on as needed in view of the energy crisis. Vote of thanks to the steward depart­ ment for a job well done. FALCON DUCHESS (Falcon Tankers), December 31—Chairman Recertified Bosun Fred A. Olson; Sec­ retary S. Sek; Educational Director La Roda; Engine Delegate James L. McBride. Brother LaRoda gave a thor­ ough report and discussion on the pen­ sion plan, comparing it with other maritime unions, and explained why ours is sound and up-to-date. No dis­ puted OT. ROBERT TOOMBS (Waterman Steamship), December 9—Chairman Roy Evans; Secretary J. Prestwood; Educational Director G. Ray; Deck Delegate Joseph D. Blanchard; Stew­ ard Delegate Derrell Reynolds. $45.90 in ship's fund. No disputed OT. A vote of thanks to the steward department for a job well done on the Christmas dinner. Received Seafarers Logs in Djibouti. Observed one minute of silence in memory of our departed brothers. Official ships' minutes were also received from the following ves­ sels: ALEX STEPHENS OGDEN YUKON MONTICELLO VICTORY BOSTON LONG BEACH PANAMA BETHTEX AMERICAN EXPLORER OVERSEAS EVELYN AMERICAN VICTORY OVERSEAS JOYCE Seafarers Log �Ml"! . Falcon Lady Delivers The Goods for the Navy Zfe., B ISft'Slil r=.-:t ACK from a three-month voyage from Port Neches, Tex. to the Far East and to Bahrein in the Persian Gulf, the 37,400 dwt tanker Falcon Lady (Falcon Carriers) arrived for pay-off at Cartaret, N.J. with 300,000 barrels of JP-4 jet aircraft fuel. The 672-foot vessel, which is under charter to the Navy, stopped at Port Everglades and the port of Piney Point before her arrival at Cartaret. The Falcon Lady, which is powered by two diesel engines, is three-years old and was the first of the four new Falcon-class tank­ ers currently in service. She is now on her way hack to Bahrein. Utility Cook Terry Smith, who has been on board the Falcon Lady for six months and who was elected Ship's Chairman when Bosun Eddie "Tiny" Anderson had to get off in Yokosuka, Japan for medical reasons, reported a smooth trip hack from the Middle and Far East. ' Ordinary Seaman Juan Leon catches up on news from home when the mail came aboard after the ship tied up following a long voyage to the Far East. . . - • ^ ^ - X Able-Seaman Vincent Frisinga coils up a heaving line after the ship is safely moored at the GATX Terminal in Carteret, N.J. It was a happy reunion when Seafarer Gene Flowers, right, who was at the pay-off of the Falcon Lady as part of the Bosuns Recertification Program, met Chief Mate Nick Gullo. Seafarer Flowers got a third mate's license after studying at the SlU-MEBA-District 2 school in Brooklyn and Gullo was his "very helpful" instructor. February 1974 Lundeberg School graduate Mike Ingram; making his first trip as ordinary sea­ man since his graduation late last year, gets a demonstration on the art of tying-off a West Coast stopper hitch from veteran Seafarer John Kane who is sailing as AB as Dave Atkinson, who recently completed the Bosuns Recertifi­ cation Program, looks on. Page 27 �Jfinal Heparturesi f! •' ; ;, Hany D. Holdswortb, 63, died of neart disease July 18. Born in Brimley, Mich., he resided there at the time of his death. Brother Holdsworth joined the SIU in the port of Saulte Ste. Marie, Mich, in 1961 sail­ ing as a deck dredgeman on the Great Lakes since 1933 for the Great Lakes Dredge & Dock Co., Peter Kewitt Sons, Dunbar & Sullivan, Marine Construction Co. and Merritt, Chap­ man & Scott until 1963. Surviving are his widow, Genevieve; two sons, Fred and Dennis and three daugh­ ters, Mrs. Bonita Mullin, Carol and Coleen, all of Brimley. ; <; Ik ' ^!} k k- :-i; Leander P. Grankvist, 69, died Feb. 13, 1973. Born in Norway, he became a naturalized U.S. citizen in 1932. He was a resident of Oelwein, Iowa at the time of his death. Brother Grankvist sailed on the Great Lakes for the Great Lakes Dock & Dredge Co. in 1969 and for Peter Kewitt Sons; Merritt, Chapman & Scott and Hannah International. Surviving is his widow, Vivian of Wadena, Iowa. Donald J. French, 47, died Dec. 5. Born in Hackensack, N.J., he re­ sided in Houston, Tex. at his death. Brother French joined the SIU in the port of New York in 1967 sailing in the engine department last on the USNS Pecos (Hudson Waterways) and the SS Yellowstone (Rio Grande Transport). He was an Army veteran of World War II. Surviving are his widow, Christine; a son, Robert, and a daughter, Catherine. SIU Pensioner James A. Johnson, 61, died of pneumonia Nov. 9 in the USPHS hospital in Norfolk. Born in Southmount, N.C., he resided in Lexington, N.C., at his death. Broth­ er Johnson joined the SIU in the port of Baltimore in 1960 sailing in the steward department last on the SS Bethtex. Surviving are his widow, Eula and two daughters, Jana and Rebecca. f James F. Slayton, 23, died Nov. 2. Born in Arborvale, W. Va., Brother Slayton was a resident there when he passed away. He joined the SIU in the port of New York in 1970 sailing in the engine depart­ ment. He was a 1968 graduate of the Harry Lundeberg School of Sea­ manship, a QMED upgrader there and attended the 1971 educational conference at Piney Point, Md. Sea­ farer Slayton also passed the pump­ man course at the MEBA school, Brooklyn, N.Y. Surviving are his parents, Mr. and Mrs. Robert S. Slayton. IBU pensioner Samuel D. Brooks, 52, died of pulmonary complications in the PHS hospital in Norfolk on Sept. 23. Born in Gloucester City, Va., he was a resident of Hayes, Va., at his demise. Brother Brooks joined the former Railroad Marine Region in the port of Norfolk in 1960 sailing in the deck department for the Penn­ sylvania Railroad. He was an Army veteran of World War II. Burial was in Providence Baptist Church Ceme­ tery, Gloucester. Surviving are his widow, Margaret of Hayes; a step­ daughter, Lou Ann White; his par­ ents, Mr. and Mrs. Thomas Brooks and a grandson, Charles. Page 28 SIU pensioner Paul T. Gazic, 50, died Dec. 5. Brother Gazic was born in Youngstown, Ohio, and was a resident of Houston, Tex. when he died. He joined the Union in the port of New York in 1956 after transfer from the Sailors Union of the Pacific that year. He sailed in the engine department. Surviving are a son, James and three daught­ ers, Jeanette, Jacqueline and Suzanna of Houston. Charles Kodanko, 75, succumbed to emphysema Aug. 10 after 72 days in the hospital. Brother Kodanko resided in Sister Bay, Wise, at his death. He joined the SIU in the port of New York in 1960 after sailing on the Great Lakes since 1919 as a watchman for the Reiss Bros. Steam­ ship Co. from 1948 to 1964. He was a U.S. Marine veteran from 1920 to 1922. Surviving are his widow. Ber­ tha and a son, Paul. Marvin J. Lohr, Jr., 45, expired Sept. 21 from a cerebral hemorrhage after he collapsed on the deck of the Transeastern (Hudson Waterways) while at sea. Born in Hickory, N.C., he resided in Lake Charles, La., at the time of his demise. Brother Lohr joined the Union in 1947 in the port of Norfolk sailing in the deck depart' ment. Burial was at sea. Surviving are his widow, Hildegard, and his father, Marvin J. Lohr, Sr., both of Salis­ bury, N.C. SIU pensioner £mU Herek, 67, died of a hemorrhage in Commu­ nity Hospital, Santa Rosa, Calif., Nov. 2. Bom in Omaha, Neb., Brother Herek was a resident of Santa Rosa at the time of his death. He joined the,Union in 1948 in the port of New Orleans sailing in the steward department for the Missis­ sippi Steamship Co. from 1947 to 1963 and on the Delta Sud (Delta Lines). He had been sailing since 1937. Cremation was in Santa Rosa Memorial Park with his ashes being scattered at sea. Surviving are his widow, Louise and a son, Paul of Alhambra, Calif. SIU pensioner Harry J. Cronln, 70, passed away Dec. 11 of cancer in Long Beach (Calif.) Memorial Hos­ pital. A native of New York City, he was a resident of the Wilmington Rest Home in Wilmington, Calif, at the time of his death. Brother Cronin joined the SIU in 1941 in the port of New York sailing in the steward de­ partment. He had been sailing since 1919. He was on picket duty in Bal­ timore in 1961. Interment was in All Souls Cemetery, Wilmington. Surviv­ ing are his brother, Edward; a sister, Mrs. Kathleen F. Konko of New York City; a stepsister, Mrs. Patricia Allen of San Pedro, Calif., and a nephew, William E. Hart of Wilm­ ington. SIU pensioner Clyde F. Culpep­ per, 73, died Nov. 13 of cardiac ar­ rest in the USPHS hospital in New Orleans. Born in Birmingham, Ala., he was a resident of New Orleans'' when he passed away. Brother Cul­ pepper joined the SIU in 1954 in the port of New York and last sailed aboard the Steel Voyager as a chief electrician. He was on the picket line in the Wall Street strike in New York City. Seafarer Culpepper also won a personal safety award aboard ship. Surviving is his widow, Ida. Joseph A. Kozyra, 57, died of a coronary occlusion in Erie, Pa. Sept. 29. Born in Wilkes-Barre, Pa., he resided there at the time of his death. Brother Kozyra joined the Union in the port of Detroit in 1960 sailing in the deck department as a bosun on the Joseph S. Young (American Steamship Co.) on the Great Lakes. Burial was in St. Stanislaus Ceme­ tery, Luzerene, Pa. Surviving is his mother, Anna of Wilkes-Barre. FYancisco Fernandez, 58, suc­ cumbed to heart failure in Tampa, Fla., Nov. 23. Brother Femandez was a native of Tampa and made his home there. He joined the SIU in the port of Tampa in 1955 sail­ ing in the steward department. In­ terment was in Myrtle Hill Memo­ rial Cemetery, Tampa. Surviving are his widow, Herminia; three sons, Joseph, Frederick and Francis; a daughter, Herminia and a grand­ child. Ewald Horst, 20, died of ship­ board injuries Nov. 14. Bom in Roedenbach, Germany, Brother Horst was a resident of Maple, Wise, when he passed away. He joined the SIU in the port of Duluth in 1971 sailing in the engine department for the Kinsman Ma­ rine Co. from 1970 to 1973. Surviv­ ing is his mother, Rosa. Warren Lewis, 68, died Nov. 7. Born in Baltimore. Md., he was a , resident of Baltimore at the time of tfj his death. Brother Lewis joined the SIU in 1947 in the port of Baltimore last sailing in the steward department fM on the W. r. Steele. Surviving are his * widow. Rose and a daughter, Joyce. Rohert M. McDonald, 17, died in the Patuxent (Md.) Naval Air Station Hospital of neck and spine injuries sustained in a Rt. 5 motor­ cycle-car crash Oct. 8. Brother McDonald was a native of Jackson­ ville, Fla., and was a resident of Ridge, Md. when he passed away. He joined the SIU following grad­ uation from the Harry Lundeberg School of Seamanship, Piney Point, Md., in 1972. Brother McDonald sailed in the steward department. Burial was in St. Michael's Ceme­ tery, Ridge. Surviving is his father, Robert L. McDonald of St. Mary's, Md. r 0 • -• , » . J Seafarers Log �SSS8SSS , ^ ' V Whenever You Called AMindering the seas The following poem Is dedicated to all those merchant seamen who have used the facilities' of the United States Public Health Service be­ cause of injuries sustained on board merchant ips during war. ship Whenever you called we were there Through war and peace we did not care We sailed your ships through every sea To make the world strong and free We are not heros nor proclaim to be We had no parades not many cared Our fate was our own with no one we shared Only us the ones who were there •<l:v /^ ' ' When I was nine an* risin ten, I longed to follow the ways o' Uien, To pull an oar an' sail a boat, For I'd never a fear of ought afloat; I knowed a cleat from a hawser hole. An' the mast to me was a monkey's pole. But all my elders said to me: . :A • "There's time to think on't bide a wee!" When I was a lad an' gone fifteen, I thought on all the things I'd seen, ' An' the only life I cared to know Was a sail above and a keel below; For the call o'the sea it turned my brain, An' my blood ran salt in ev'ry vein. But all my elders said to me; "There's time to think on't. Wait an' see!" ^ A i'iii •• kMi As the last boom was lowered And the last line was free We drifted away slowly All alone were we Call O" The Sea • -%• • ; , - '' And as we drifted slowly away from the shore There were no bands there was no roar There were no crowds to say goodbye Hardly was there anyone that cried V Goodbye, my old ci^, Goodbye, city bruteClose your red eyes. T fly along the green From my sixty-seater I wave farewell to granite columns. ' A' If you think that we were happy and wanted to go Many seamen you do not know •For there on the shores we left behind Some who did care some who did mind Spinning over the web of asphalt belts, Amid the circling trees Manure-whipped hay Combed amber fields ": And golden fringed vine Drugged my city memories. But they stayed at home to suffer alone Both wives and children who we loved so They could not be there To see us go :;;';-rvXAp:>;b • Remember this to many that say -'Sililli There go bums on their way The luring silent village, lliiilt--. Yes we are bums as many proclaim The little colonial church We have never asked for fame Antique shops Aliil The world has proclaimed heros untold And the scattered leaves Have honored them with medals made of gold Strewn between glass-walled cottages Have set them on pedestals to see Rouse envy for this hushed haven. : But not people such as we The wheels spin. Yet when wars are over and we're needed no more While the moon showere They ban us again to the shore White magic They take from us the things that we need Upon mountain and land They think that we want nothing but greed Aslsuccumb ' v : To the spell of space. But again someday they will put out the call Come back merchant seaman we need you all Henri Percikow iiiliii Take our ships back to the seas And help us make the world be free David lolm Barry s When 1 was nigh to a man full grown. Hard o' muscle firm o' bone, I'd a-shipped,1 would, as a foc'c'sle hand On the dirtiest tramp that put from land; I'd a-given aught to ha' been away, With the decks awash, in the thick o' the bay' To ha' felt the lash of the salt, wet wind. With the sea befor an' the shore behind! An I watch the ships drop down the stream. Drop slowly down in the sunsets gleam, And the old, old longing, 'tis like a dream For me and my elders we couldnt' agree, With their "Time to think on't. Bide a wee!" An' so they fashioned a tradesman me— They fashioned a tradesman out o' me! ^ Harold Loddiait • Ri!f A: ?:SiySI Av'jrA' aiPsPlliiSS®!'' The End of the Rainbow •A'.'. ^ itSi . i A-A' •!' They're times I've of ten jvondered ., While sailing acrosS the sea. Where is the end of the rainbow. And that pot of gold for me. I've often been told, there's pots of gold. Just waiting for someone to find, I've searched high and low, wherever I go, Expecting the "Gods'' to be kind. " Sonae think their rainbows mean drinking, By drowning their sorrows in gin, IMe Others think betting the races, On horses that never come in. Some find their rainbow with cards aU night long. While others shoot dice for their thrill, Some chase the girls in port after port, All colors and shapes fill the bill. PRir'^' • • • Incredibly against all the odds you're there From a single blade then two then three and more _ A-A-.PAAA; • - . :• AAApliiAv-'i •A'Ap ' • -A • f-' . \ ThiConcrete • -.-A- ; ..^.r .. .. \ . isaei . :, And your loving ever searching roots In this desert of concrete has somehow found food God knows what the accumulated rubbish of man Trapped in the crevice, where the concrete ends and the bricks begin And you somehow have established yourself where previously there Was no vegetation There was life always here The hard working ants, Scurrying across acres of concrete .searching , For food Spiders making and repairing their nets like diligent fishermen ; vSharp eyed sparrows unconcerned at their lack of grace, Chasing the flights of flies ' But you without their skills have done the same Searched for food as industriously as ants Thrown Woven spider like the web of your roots Sharp bladed like sparrows you follow the flight of the wind : . Crack in the concrete one seed of faith of love can destroy . V The forces pitted against it and flourish in this concrete waste. Tony S. D. Fioley illwiiiiili®; I ^.;ASAiBAS Attention Seafarers; Please send your poems to Editor, Seafarers Log, 675 Fourth Ave., February 1974 Page 29 �Adult Education Worksl»» Lundeberg Sponsors National Education Conference More than 200 educators from throughout the United States, Canada and Guam participated in a two-day conference sponsored by the Harry Lundeberg School entitled "Adult Edu­ cation Works!" Sparked by the Lundeberg School's interest in learning more about what other educators are doing in the adult basic education and high school equiva­ lency areas, the conference brouj^t to­ gether educators in these fi< ds to exchange ideas, teaching meth 's and means of appfoaching problc s en­ countered in teaching the uncucated adult. Keynote speaker for this significant educational event was Joseph Mangano, Chief of Adult Continuing Education for the New York State Department of Education. He opened the conference by saying that the "Carnegie Study has indicated that adult education is prob- Where to Write Anyone wishing further informa­ tion about the programs at the Harry Lundeberg School^ of Seamanship, should write to: Director of Admissions Harry Lundeberg School of Sesunanship St. Mary's County Piney Point, Md. 20674. ably the largest facet in the whole uni­ verse of education." Telling the conference that adult basic educators carry a grave responsi­ bility, Mr. Mangano said that educators in this field also "have the opportunity to innovate because they are not bound by the kindergarten to 12th grade system." "We're on the brink of a whole new concept in education," he added. "Many of the things we in adult basic education take as truisms are being taken as innovation in the public school system. Here at the Harry Lundeberg School we see what is possible." Dr. Edgar Boone, past president of the Adult Education Association and now with North Carolina State Uni­ versity, told his workshop that under-, educated Americans are "creating a strain on the economics of our society and these personal tragedies are creat­ ing a loss in human resources." In all there were some 20 speakers at the conference who explored various aspects of adult basic education and how educators in different areas are attempting to reach the under-educated adult. Dr. Boone pointed out that there are some 24 million under-educated adults in America—persons who have not gone beyond the eighth grade in formal education. He emphasized that "until we develop the means to reach these people, it won't matter how much money is put into these programs. < < -'-.V ^st pruning c men wha will be manning the essels Will commenceon February 19^ EaFfr course will be four weeks iri leriitM} ' upon Completion a certificate wiU be issued qmlifying the Holder to sail on of the LNG/LPG vessels. We must break through and provide motivation." Lundeberg School President Hazel Brown told the educators that "what­ ever is motivational to a student is motivational to the teacher." Miss Brown, in explaining the unique academic-vocational training program at the Lundeberg School, said the key to the school's successful program "is the enthusiasm of. both students and teachers, and the school's willingness to innovate and develop new programs to meet changing needs." Seafarer Earns College Credits Seafarer Robert Goodrum partici­ pated in a five-day seminar on "Labor and the Legislative Process" last month at the Harry Lundeberg School in Piney Point and earned three credits toward an associate degree in Trade Union Ad­ ministration. The course is being of­ fered by the Dundaik (Md.) Commu­ nity College. complete the associate degree program later this year after he finishes a course in public speaking at Dundaik College. He is presently attending the SIU- The seminar was attended by some 40 members aflSliated with a number of trade unions. Speakers included Stuart Brock from the AFL-CIO's Depart­ ment of Education and Paul Wagner, Director of the United Auto Workers Education Department. Seafarer Goodrum, who ships out of the port of Baltimore and has been go­ ing to sea for 28 years, said he plans to FOWT Course Beginning April 1,1974 the FOWT course at the Harry Lundeberg School will become a three-week course. IBU Upgrading Center at the Lunde­ berg School preparing for examinations for QMED-—any rating. A native of Efaula, Ala., Seafarer Goodrum spends most Of his time ashore participating in community affairs. Five More QMED Graduates UPGRADING CENTER Ftetow is d complete description of the course. ^ introduction into the chemical ^d physical properties of liquefied and hque6€kl|«tfr>letnn^ be giveh; tanks are of the membrane type and will be discussed in detailf as to their construction, design, expansion, and characteristics. _ -Specially built liquid cargo pumps will be treated individually and all operational and maintenance dealing with the pump will be examined. Ccmyrewwig-^ detailed of off gases to the boilers will be inade. used to feed the boil- Gasifier-—Ifreory and c^rations of the gasifier will be frdly discussed. Reliquefication—^The principles used in liquefying gases with extremely boiling points will be discussed in detail as well as by the use of pictures| and blueprints Of the actual equi^^ as found on board these vessels. Gas Plant—^Tliis system will be analyzed fully so that die new principle of | cleaning tanks will ihake^^ t^^^^^ familiar with the sys-| . tern before boarding the vessel. ogen Plant—The system used for making nitrogen and its function as ap­ plied to serving as an insulation in the cargo tank void spaces mmi protection against cargo mil be discussed hi detaillustroinentation—^A complete up-to-date instruction booklet and manual as well as the principles of electronic instrumentation wlU be carefully studied ;? throughout the course. . * m pedal Fire Fighting Procednies—^A detailed study will be made on the hazards of LNG/LPG and the special procedures to be followed in an emergencyi Loading and Unloading Procedures-—Will be examined carefully so that the student will have a complete knowledge of what is ejpected of him upon f:i)Oardihg these yes^s..v^^ As these ate the first such vessels that will be operating under the American| and the first to be under contract to the SIU, it is extremely important that ch man receive the proper training before being placed on these vessels. Page 30 Five more Seafarers achieved QMED-any rating endorsements at the Harry Lundeberg School in Piney Point recently. The new graduates are, from left, Peter Hove, James Brack, Mortimore Morris, Robert Goodrum and Philip Pinter. At right is Engine Instructor Charlie Nalen. Upgrading Class Schedule February 21 — Lifeboat, QMED, Able Seaman, Welding and all Steward Dept. Ratings March 7 — Lifeboat, QMED, FOWT, and all Steward Dept. Ratings March 21 — Lifeboat, QMED, Quartermaster, Welding and all Steward Dept. Ratings March 25 — LNG April 1 — FOWT April 4 iv Lifeboaf, QMED, and^aU Steward Dept.Ratings Seafarers Log •• § ;N-'; •'I �Deck Department Upgrading 2. 24 months seatime in Steward Department, six months of which must be as Third Cook and Assistant Cook or; 3. Six months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. Quartermaster 1. Must hold an endorsement as Able-Seaman—unlimited—any waters. Chief Cook Able-Seaman 1. 12 months seatime as Cook and Baker or; 2. Three years seatime in Steward Department, six months of which must be as Third Cook or Assistant Cook and six months as Cook and Baker or; 3. Six months seatime as Third Cook or Assistant Cook and six months seatime as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook and Second Cook and Baker's Training Course or; 4. Twelve months seatime as Third Cook or Assistant Cook and six months sea­ time as Cook and Baker and are holders of a "Certificate" of completion from the Cook and Baker Training Program. Able-Seaman—12 months—any wafers 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 12 months seatime as an Ordinary Seaman or 4. Be a graduate of HLS at Piney Point and have 8 months seatime as Ordinary. Seaman. (Those who have less than the 12 months seatime will be required to take the four week course.) Chief Steward 1. Three years seatime in ratings above that of Third Cook and hoid an "A" seniority in the union or; 2. Six months seatime as Third Cook or Assistant Cook, six months as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Cook and Baker and Chief Cook Training Courses at the Lundeberg School-or; 3. Twelve months seatime as Third Cook or Assistant Cook, six months seatime as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief - Cook Training programs. 4. Twelve months seatime as Third Cook or Assistant Cook, twelve months sea­ time as Cook and Baker and six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. Able-Seaman—unlimited—^any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/4()—20/20, and have normal color vision). 3. Have 36 months seatime as Ordinary Seaman or AB—12 months. Lifeboafman 1. Must have 90 days seatime in any department. Engine Upgrading FOWT—(who has only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and have normal color vision). 2. Have six months seatime as wiper or be a graduate of HLS at Piney Point and have three months seatime as wiper. (Those who have less than the six months seatime will be required to take the four week course.) J FOWT—(who holds an engine rating such as Electrician) 1. No requirements. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boflermaker— (who holds only a wiper endorsement) 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30 and have normal color vision). 2. Have six months seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds an engine rating such as FOWT) 1. No requirements. HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING APPLICATION I I I Name. I (Last) (Middle) I AddressI (Street) I -Telephone. { (City) (State) I Book Number. I I Port and Date Issued. j Social Security (Zip) (Area Code) —Seniority. -Ratings Now Held. Lifeboat Endorsement: I HLS Graduate: Yes • No • Yes • No • { Dates Available For Training I Am Interested In: DECK • • • • AB 12 Months AB Unlimited Quartermaster Lifeboatman QMED—any rating 1. Must have rating (or successfully passed examinations for) FOWT, Electri­ cian Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, and Deck Engine Mechanic. 2. Must show evidence of seatime of at least six months in any one or a combina­ tion of the following ratings: FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, or Deck Engine Mechanic. -Age (First) ENGINE • • • • • • STEWARD QMED • Electrician FWT • Dk.Eng. Oiler • Jr. Eng. Dk. Mech. • Pumpman Reefer • Maclunist Boilermaker • Welder • • • • Assistant Cook Cook & Baker Chief Cook Steward i RECORD OF SEATIME — (Show only amount needed to upgrade in ratI ing checked above or attach letter of service, whichever is applicable.) SHIP RATING HELD DATE OF SHIPMENT DATE OF DISCHARGE Welding 1. Must hold endorsement as QMED—any rating. Steward Upgrading PORT- Assistant Cook 1. 12 months seatime in any Stewai d Department Entry Rating. I 2. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimiun of three months seatime. Cook and Baker -DATE. SIGNATURE. RETURN COMPLETE APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 1. 12 months seatime as Third Cook or, ,>s.^ febniaty 1974 ^ Page 31 �Vol. XXXV!, No. 2 SEAFARERS LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION* ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT •AFL-CIO , y � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1974 Description An account of the resource Headlines: USE OF U.S. SHIPS FOR OIL IMPORTS VITAL TO NATION MTD, AFL-CIO MEETINGS BEHIND HELD THIS MONTH LNG CARRIER KENTOWN - FIRST TO FLY THE U.S. FLAG SIU FIGHTS PLAN TO ABOLISH MERCHANT MARINE BODY 12 BOSUNS, 5 UPGRADERS GRADUATE AT MEETING BOSUNS COMMITTEE SELECTS 12 MORE FOR MARCH CLASS SIU SUPPORTS FAIR PENSION LAW RAYMOND HEROLD, DEAD AT 55 BLACKWELL - CONSERVE ENERGY U.S. SHIPYARDS HIT A PEACETIME PEAK LAST YEAR FOR EFFECTIVE LEADERSHIP CHIEF STEWARD'S POSITION PROTECT VALUABLES ABOARD VESSEL SENATE TO CONSIDER OCEAN STUDY PROPOSAL FIRST PENSION CHECK JOHN TYLER COMES HOME VOICE OF THE MEMBERSHIP AN EXPERT BAKER AT SEA - A HORSEMAN ASHORE SEAFARER PRINCE BAKER - 'PAIGE' ONE STORY SHIPS' COMMITTEES FOR MEMBERSHIP PARTICIPATION AT SEA HOUSE COMMITTEEE MUST STAY QMED - AN ESSENTIAL RATING LACK OF VITAL INFORMATION DELAYS WELFARE PAYMENTS SEAFARER ENGELUND KNEW THE SEA WOULD BE HIS LIFE WORLD'S EARLIEST SEAFARERS ARE FOUND IN A GREEK CAVE THE SEAFARER'S BOOKSHELF FULL BOOK UPGRADING INSURES SIU'S FUTURE SS STONEWALL JACKSON IS LAUNCHED FALCON LADY DELIVERS THE GOODS FOR THE NAVY LUNDEBERG SPONSORS NATIONAL EDUCATION CONFERENCE SEAFARER EARNS COLLEGE CREDITS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1974 Format The file format, physical medium, or dimensions of the resource Newsprint Identifier An unambiguous reference to the resource within a given context Vol. XXXVI, no. 2 1974 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/33a1099ffa413425ea53ca62dd8101cf.PDF 53c0b2523a27da7715e6669448ec5df1 PDF Text Text wi^ia :Ai^^'«iiu. ii «rgaa ttf tlM -1 ;•t; . • . J--, ' •• " ?- ? ; «,t •s:'' :J II Vot XXXVl, No.} , iono0ryl974 f -.' ,r :'ir ••( i First Expanded Recertified Bosuns Class Graduates I r/ 1> , , y- i«;-' I< ^• {, •; if 3' at s»( , The sixth class of Seafarers to complete the Bosuns Recertification Program posed for their graduation picture at the Rotary Shipping Board at Union headquarters in New York. Seated from left are Ovidio Rodriguez, Gaetano Mattioli, Morton Kerngood, Richard Wardlaw, Ed Morris and Marion Beeching. Standing, from left are. Homer Workman, Curley Moyd, William Butterton, Clay Miller and Donald Hicks. A total of 46 bosuns have completed the Recertification Program.'A twelfth bosun who began the receatly-expanded program had to drop out because of an emergency at home. Twenty-four bosuns are presently in the program—12 at Piney Point and 12, at Union headquarters. (For stories on the Bosuns Recertification Program and the "A" Seniority Program, with comments from the graduates, see the inside pages of this issue of the LOG.) ' ^ ' ' - ' i ' VV • iJk • tl v"' -'' ^ > \ -- o •; t'. 1 . * ~. ,',r "i y •A •• «r : . t ' Of/ Import Bill riouse Hearings Set to Start g ' • •. - v;.^ • ' - Jaworski *» 1 Subpoenas SlU Files jjiw riics " vv ' I' ' BJJH �Legislative Fight Is Porkchops to Seafarers SlU Girds for Oil Bill Battle; House Hearings Due Bell for Round 2 in the Oil Import Quota Bill is about to ring as SIU rep­ resentatives get ready to testify before House Subcommittee hearings when the 93rd Congress reconvenes Jan. 21. The import bill proposes that 20 per­ cent of U.S. oil imports be carried by American-ffag tankers and the quota be upped to 25 percent after June 30, 1975 and to at least 30 percent after June 30, 1977. Seafarers lost Round One in the legislative bout when a similar bill that would have required 50 percent of American oil imports be carried on U.S.-flag ships was narrowly defeated 41-33 in the Senate July 26, 1972. However, as of today, 221 Congress­ men have openly expressed their sup­ port of the present oil bill, which was introduced into the Senate by Sens. Warren G. Magnuson (D-Wash.) and J. Glenn Beall (R-Md.) last June. Since Oct. 8, a subcommittee of the House Merchant Marine and Fisheries Committee, chaired by Congresswoman Leonor K. Sullivan (D-Mo.) who in­ troduced the present oil bill into the House, has heard testimony from wit­ nesses of government and industry with labor and consumers yet to be heard from. In the other corner, the oil compa­ nies' lobby—fronted by the American Petroleum Institute and the Federation of American Controlled Shipping—is doing everything in its considerable power to kill the oil bill. Gaining sup­ port of Department of Defense officials. legislators, industries which use ships and the hapless consumer via TV, radio, newspapers and magazines, is the name of the oil lobby's game. Incidentally, the oil giants operate 365 foreign-flag vessels in the "run­ away" fleet. In the meantime, in testimony before the House subcommittee last year, Edwin M. Hood, president of the Ship­ builders Council of America, made empty the argument >f the oil interests that U.S. shipyards couldn't build Sen. Warren Magnuson enough tankers to carry the minimum of 20 percent of American oil, by testify­ ing that the nation's shipbuilding in­ dustry was able to construct the tankers needed to sufficiently meet the require­ ments of the proposed oil import bill. Also testifying at the hearings was the chairman of the Commission on American Shipbuilding, retired Rear Adm. Albert G. Mumma, who said in noting recent developments in the Mid­ east, where a percentage of our foreign oil supply has been cut off : "The United States must achieve greater self reliance and independence in its seaborne transportation of vital materials and fuels to preclude similar cutoffs through foreign denial of ocean carriage." Today a leading labor spokesman against the oil companies' secrecy is Jesse M. Calhoon, president of the MEBA, who told delegates to SIUNA's 16th Biennial Convention in Washing­ ton, D.C., Nov. 26-28, just after three major oil conglomerates had got word in June that the U.S. Justice Depart­ ment was probing their "monopolistic practises," that seven of the largest 16 companies in the U.S. are oil firms. He said the oil industry controls 84 percent of the U.S. refining capacity, 72 percent of the natural gas companies, 40 percent of the coal reserves, 20 per­ cent of domestic coal production, over 50 percent of the uranium reserves and 25 percent of the U.S. milling capacity for uranium. In addition, he added, the U.S. oil industry controls a majority of world exploration, extraction, transportation, refining and marketing of oil. Calhoon emphasized that "the oil in­ dustry does not want to deal with Amer­ ican labor. They want to operate in na­ tional secrecies... it is more profitable." Concluding he predicted "... I be­ lieve if we all put our shoulders to the wheel that we will get the bill and we will get it in 1974." Now it is up to us. Sen. J. Glenn Beall, Jr. the PRESIDENT'S REPORT: Education to Understand Our Problems Dit! IM(1 ft' Paul Hall This month we graduated our sixth class of bosuns, bringing to 46 in all the number of Seafarers who have completed the Bosuns Recertification Program. At the present time there are 24 more of our bosuns who are participating in the twomonth program—12 SIU bosuns are at our Upgrading Center in Piney Point in the first phase of our curriculum and 12 are here at Union headquarters. We asked the graduating bosuns to express their feelings about the program and their com­ ments can be found on pages six and seven of this issue of the LOG. This month, too, we graduated seven more Seafarers in our "A" Seniority Up­ grading Program. Their observations are published on page 22 of this issue. This issue also features stories and comments from the 17 Seafarers who have achieved high school diplomas through our study program in Piney Point. Their story is on pages 16 and 17. What are we talking about? We are talking about education. Education to meet the challenge of our rapidly advancing industry and education to under­ stand the problems we face. As Seafarers, we are confronted with many problems and pressures that threat­ en our security. But we will answer these problems and maintain our security be-^ cause we understand the problems. Our Bosuns Recertification Program . was initiated by bosuns and the curricu­ lum was planned by the bosuns for the bosuns. It is proving to be one of our most successful educational programs both in terms of improving the profes­ sional skills of these key-rated Seafarers and also in providing them with a deeper understanding of their Union and the maritime industry. The program was devised to meet the challenge and responsibility of manning the modern ships of today and tomorrow with best qualified seamen in this top rating. Because of the success of this pro­ gram and in order to further develop our educational opportunities, plans are now underway to expand the recertification program for stewards and electricians. During their four weeks at the Up­ grading Center in Piney Point, the bosuns learn the latest techniques in the deck operation of the new SL-7's, LASH-type barge carriers, roll-on-roll-off ships, orebulk-oil carriers, UNO's and the new automated supertankers that are the fu­ ture of our Union and the maritime in-, dustry. More than this, during their second four weeks at headquarters, our bosuns gain an in-depth understanding of every operation of our Union, including the dayrto-day function of the welfare and pension department, registration and shipping procedures, the records and data control center, publication of the LOG, pay-offs and the importance of member­ ship participation. The bosuns also learn of the many edu­ cational opportunities available to all Seafarers at Piney Point so that they will be able to carry the message back to our members aboard ship and encourage them to improve themselves through these programs. • -A The Bosuns Recertification Program is the cornerstone of our building for the future and is an important step in our efforts to move forward with the expand­ ing opportunities of a revitalized Ameri­ can merchant marine. Again, this and our Seniority Upgrad­ ing Program are only the beginning. We must now push on with expanded pro­ grams and we have a solid foundation on which to build. The road ahead for all of us is difficult. But if we can understand our problems we citn answer them, and education is .. thq.key to this understanding. We have to improve ourselves, upgrade our profes-. sional skills and increase our knowledge ' of our Union and the maritime industry. And .we must participate. Participate in our legislative efforts to secure the jobs of Seafarers and the future of our Union. Through education, participation and unity we shall succeed. Change of address cards on Form .3579 should be> sent to Seafarers International Unioni Atlantic, GuJf, Lakes and Inland Waters District, AFL-CIG^ 675 Fourth Avenue, Brooklyn,,' New York 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. XXXVI, No. I.January 1974. f i y , i , -aK Page 2 Seafarers Log. �'^wWiaka?='«*e^-»w™Ee^-'^ ••» SlU Fights MSG Plan To Invade Private Shipping The SIU has registered strong oppo­ sition to plans by the Navy's Military Sealift Command to expand its opera­ tions at the expense of the privately owned, union-manned U.S. merchant marine. SIU President Paul Hall called the situation one "of grave concern" and "inimical to the national interest." The SIU position is based on in­ creasing evidence of tactical moves by the Military Sealift Command to en­ large the size of its fleet in areas where the naval agency would take over serv­ ices that have been and could be pro­ vided by the U.S. merchant marine. Hall has informed Secretary of the Navy John Warner of the developing situation and urged his examination of it. Priority in the Military Sealift Com­ mand's take-over attempts is being given to increasing the number of tankers in the MSC fleet. The Military Sealift Command has apparently de­ cided on this tact as a result of MSC having been denied appropriations for the building of ships, particularly be­ cause the services could be provided by the U.S. merchant marine. An immediate objective of the Mili­ tary Sealift Command is to take over the four tankers operated under char­ ter to the Command by Falcon Tank­ ers and put the vessels under bareboat charter as a means of removing the SIU crews aboard these vessels. In his communication to Navy Secretary Warner, SIU President Hall said "this situation is of extreme concern on two critical counts" because it would re­ move the operations control of the ships involved by a private American shipping company and place them in operation by the Government. More­ over, Hall said, it would establish a precedent "that runs counter to the established public policy which calls for the maintenance of a privately owned and operated U.S. merchant marine." The SIU President said "this would be particularly unfortunate in view of the national policy to promote devel­ opment of a competitive private American shipping industry." Hall stressed that the "Falcon Tanker oper­ ations are an exceptional demonstra­ tion of a cooperative effort by private industry and American maritime labor to innovate conditions that would make the American industry more competitive, and to provide service to the U.S. government at reduced costs." SIU has learned that in its planned take-over the Military Sealift Com­ mand intended to make changes in the operations of the vessels that would increase costs of operations. The Military Sealift Command main­ tains that it can operate vessels cheaper by itself than under charter arrange­ ments to private companies. This is not true because MSC and other gov­ ernment agencies do not have to use the same bookkeeping and accounting methods employed by private compa­ nies. Many of the costs of MSC-operated vessels are charged to other gov­ ernment departments. As a matter of policy the SIU has taken the position that Navy opera­ tions should be confined to military vessels of combat and other special purpose types and that transportation of fuel and other cargoes which can be transported without endangering the national interest or security, should be carried by private shipping. In fact, it is national policy not to put govern­ ment operations in direct competition with any private industry. yy' / -M' 'x ' ^^ •' ' y ^ ; t^oUowing is the complete text of a letter from SW Presideni^cad He to Secretary of the Navy John W. Warner concerning the plan of the Milk tary Sealift Command to expand its operations at the expense of the U.S. private shipping industry. •'y-y " OF NORTH AMERICA • AFL-CIO 675 FOURTH AVENUE • BROOKLYN, N Y. 112J2 • HYACINTH 9-6600 f; January 8, 1974 The Honorable John W. Warner Secretary of the Navy The Department of Defense Room 4B710, The Pentagon Washington, D. C. Dear Mr. Secretary: I must call to your attention a matter involving the Military Sealift Command and the U. S. merchant marine which is of grave concern and could be extremely inimical to the national interest. The Military Sealift Command is presently seeking to expand its shipping operations at the expense, and to the detriment, of the U. S. private shipping industry. To this end, the Command is seeking to take over the privately-owned and crewed vessels of the Falcon Tankers Corporation. This situation is of extreme concern on two critical counts: 1. It removes the operations control of the ships involved from an American shipping company to that of the Government. 2. It establishes a precedent that runs counter to the established public policy which calls for the maintenance of a privately-owned-and-operated U. S. merchant marine. This would be particularly unfortunate in view of the national policy to promote the development of a competitive private American shipping industry. The Falcon Tankers operations are an exceptional demonstration of a co­ operative effort by private industry and American maritime labor to innovate conditions that would make the American industry more competitive, and to provide service to the U. S. government at reduced costs. In this sense the Falcon operation made an invaluable and important contribution to American shipping. In my considered judgment, the take-over by a government agency of these private ships at this time would not be in the national interest, and I respectfully urge that you carefully examine the facts before any action is taken. I would like you to know that I am available at your call to discuss or provide you with any additional information surrounding this matter. Sincerely, Qojm Paul HaU President Don't Be Fooled Taking part in recent discussions on the roles of the U.S. merchant marine and the Navy were, from the left: Captain Michael Ricinak, special assistant to the Chief of Naval Operations: Robert Carl, assistant to the assistant secretary of the Navy for Installation and Logistics; Herbert Brand, president, Transpdrtation Institute; Secretary of the Navy John Warner; SIU President Paul Hall; Admirial John Chase, commander. Military Sealift Command, and Admiral Issaac C. Kidd, Jr., chief of Naval Material. January 1974 The American Committee for Flags of Necessity, the SIU's oppo­ nent in the fight for the passage of the Oil Imports Quota Bill, has taken on a new, very innocent sounding name—the Federation of American Controlled Shipping. Despite the new name, the group, which represents the well-financed, big oil lobbies and other special interest groups, still has the same old aspirations—to block passage of the Oil Imports Bill and to ulti­ mately destroy the strength of the Jones Act, which is vital to the pres­ ervation of our domestic coastwise shipping rights. The powerful and wealthy oil companies are trying to take away your jobs—so don't be fooled by their name. American Conunittee for Flags of Necessity or Federation of American Controlled Shipping— it all adds up to the same thing— fewer and fewer jobs for American seamen. Pages I �Azalea City Committee f .V :• I i Headquarters Notes i by SIU Vice President Frank Drozak i| I YOUR WELFARE BENEFITS After a 48-day coastwise run, the Azalea City returned to the Sea-Land terminal in Port Elizabeth, N.J. The ship's committee took time out at the pay-off to pose for their photo. From left ai-e J. Nash, secretaryreporter; J. J. Copey, engine delegate; R. Lavoine who is currently in the Bosuns Recertification Program, deck delegate; A. Raymond, ship's chairman, and J. Dodd, steward delegate. Anchorage Committee One of the biggest problems in processing welfare claims and getting bene­ fits paid to members and their dependents is that many members fail to supply the claims department with necessary information such as the member's social security number or the last ship he was on. Sometimes hospital and doctor bills are missing. When the claim form is not properly filled out or necessary documents such as bills are missing, the claim is held up and this can cause hardships in the family. Members are strongly urged to take the time to check their claim forms before they are sent in to make certain that all the information required is included and that all bills and receipts accompany the claim form. If you have any problems or questions relating to your claim you should take it to the nearest Union hall and have the port agent check it over with you. Another thing every member should do is to provide their dependents with a claim form when he goes to sea. The face sheet of the claim form should be filled out with all necessary information on the member so that all his depen­ dents have to do is fill out the claims section and send it in along with the doctor or hospital bills. 4> UPGRADING PROGRAMS ' f -V t V—: After a successful trip to the Mediterranean, the ship's committee aboard the Anchorage awaits payoff early this month in Port Elizabeth, N.J. From left are: Oscar Smith, secretary-reporter; Fred Biegel, steward delegate; "Ski" Strawinski, engine delegate; Henry Bjeering, deck delegate, and M. E. Sanchez, ship's chairman. Elizabethport Committee We just graduated 11 more bosuns in our Bosuns Recertification Program and we now have 46 members in this rating who have completed the pro­ gram. I want to add my congratulations to the latest graduates—Marion Becching, Walter Butterton, Donald Hicks, Richard Wardlaw, Curley Moyd, Morton Kerngood, Gaetano Mattioli, Homer Workman, Ovidio Rodriguez, Clyde Miller and Edward Morris. We also graduated seven more Seafarers in our "A" Seniority Upgrading Program and I want to congratulate them—Timothy Bolen, Robert Thomas, Martin McAndrew, Stephen Garay, Keith Sisk, Louis Ludeman and John Miranda. The Bosuns Recertification Program and the "A" Seniority Upgrading Program are proving to be valuable assets to our Union's expanding educa­ tional programs. These and our other upgrading programs in Piney Point are insuring that the SIU will continue to provide the maritime industry with the best-trained seamen anywhere in the world. Side by side with our career advancement program for SIU members, our programs for our IBU members —both entry-rating and upgrading—are providing our contracted companies with well-qualified manpower. NEW SHIPS AND CONSTRUCTION Keel-laying for the first of our four new 35,000-ton diesel-powered tankers being built for Falcon Carriers is scheduled for April 22 and she is expected to be launched in December. The 225,000 dwt TT Brooklyn signed-on Jan. 11 and left on her maiden voyage to the Persian Gulf on Jan. 14. The second in the series of three supertankers to be built by Seatrain Shipbuilding Corp., the TT Williamsburg, is scheduled for launching in March and work on the TT Stuyvesant is pro­ gressing well. The first of two SL-18 class ships purchased by Sea-Land Services, Inc. from Bethlehem Steel completed her sea trials and is now being converted at the Pasagoula Shipyard. The second of these 38,000 ton containcrships which were originally, ordered by Pacific Far East Lines, is undergoing con­ version on the West Coast. On the Great Lakes, the 1,000 foot tug-barge M/V Presque Isle crewed-up on Dec. 15. Two straight-deckers are being built for Kinsman Marine Transit Co. The first is expected to be launched in August or September, 1974 and the second is scheduled for launching in 1976. The Overseas Juneau (Maritime Overseas) crewed on Dec. 27 at Sparrows Point, Md. This company is also building four 89,000 dwt tankers which are scheduled for delivery in 1977 and 1978. Ecological Shipping Corp. has advised that they are building a 120,000ton tanker at the Sun Shipyard and the launching is expected later this year. This company is also building three more ships at the Lockheed Shipyard in Seattle and the first is expected to be completed in the first quarter of 1976. QMED TRAINING Sea Land's containership Elizabethport, formerly on the Far East run, now sails to the Mediterranean. Here her Ship's Committee awaits payoff in New York. They are: (top) Secretary-Reporter G. W. Gibbons; Stew­ ard Delegate L. F. Snow; (front 1. to r.) Educational Director L. Petrick; Engine Delegate E. Ford and Ship's Chairman C. larinol. '' '' ^ ' Page 4 Our QMED program at the Upgrading Center in Piney Point is moving ahead to insure that we will have a sufficient number of Seafarers in this key rating to man the new ships that are being built today. Recently, nine more Seafarers completed training and passed their examinations for QMED-any rating. I want to congratulate Donald Hines, Larry Hines, Dale Susbilla, Joseph Arpino, Leon Levin, James Boone, Hiram Stegall, George Ranale and Earl Holman. . Seafarers Log �\ Hall Calls for 'Vigilance' V 't SlU Urges Defeat of Campaign To Open U.S. Waters to Foreign-Flags WASHINGTON—With anti-U.S. flag merchant marine interests stepping up their efforts to weaken and destroy the Jones Act, the Seafarers International Union has called for vigilance in pre­ serving the law that restricts domestic shipping to vessels of American regis­ try. Government agencies and members of Congress are being increasingly peppered with requests from various interests seeking waivers of the Jones Act that would permit them to bring foreign-flag ships into domestic opera­ tions. Since the sharpening of the energy crisis over the past few months, re­ quests for Jones Act waivers have been based on the deception that the fuel situation would be eased by permitting foreign-flag fuel carriers to operate be­ tween U.S. ports. SlU President Paul Hall greets Congresswoman Leonor K. Sullivan (D-Mo.) at the 1973 Admiral of the Ocean Sea Award's dinner Dec. 11 in New York City. Rep. Sullivan is the 1973 AGIOS award winner. Following is the complete text of a letter from SlU FreMehi Paul Hall to Congresswoman Leonor K. Sullivan, chairwoman of the Merchant Mahrt - and Fisheries Committee, expressing the SIU's position on the repent jattacks on the Jones Act in the UiS. Senate. ^ ^ lift I. MARITIME: TRADES DEPARTMENT AMFRICAN FEDERATION OF LABOR and CONGRESS OF INDUSTRIAL ORGANIZATIONS 115 SIXTEENTH STREET. N.W. WASHINGTON, D.C. 20006 (202) 630-0262 PAUL HALL. PRESIDENT PETER M. MC6AVIN. EXECUTIVE SECRETARY-TRCASURER 0. WILLIAM MOODY, JR.. ADMINISTRATOR iACK MeDONALO. ViCE*PRESIDENT November 27, 1973 The Honorable Leonor K. Sullivan, Chairwoman Committee on Merchant Marine and Fisheries The United States House of Representatives Suite 1334 Rayburn Building Washington, D. C. 20515 Dear Congresswoman Sullivan: Recently it has come to our attention that several parties have sought waivers from the Jones Act in order to employ foreign flag ships in domestic coastwise transportation. The latest of these efforts was rebuffed last week by the United States Senate which voted 65 to 27 against an amendment offered by Senator Fannin of Arizona to permit coastwise shipment of oil in foreign flag tankers. As Senator Magnuson pointed out during floor debate, we have protected our domestic modes of transportation as a matter of national policy since 1789 and there is no justification for permitting foreigners to" invade our domestic coastwise ship­ ping on any pretext, particularly since we have adequate tonnage to serve our coastwise requirements. Domestic coastwise operators have made a great contribution to the welfare of the U. S. merchant marine and, by and large, have been the leaders in technological innovations which have been adopted advantageously by U. S. flag berth liners in world trade. I am sure you will remain steadfast in your opposition to the continuing efforts that arise in every session of Congress to undermine the Jones Act with .consequent detrimental effects upon this essential domestic transportation system. As you know the AFL-CIO Maritime Trades Department is made up of unions engaged in shipbuilding and related industries as well as shipboard opera­ tions and from time to time we have been most outspoken in defense of the Jones Act. Our support for the Jones Act and our opposition to any attempt to weaken it or deviate from it by legislative or administrative exceptions was reaffirmed by the delegates to the Maritime Trades Department convention last October. Sincerely yours. •rc; January 1974 Paul Hall President SIU President Paul Hall has called for "steadfast opposition to the continuing efforts...to under­ mine the Jones Act." In advising Congresswoman Leonor K. Sullivan, Chairman of the House Merchant Marine and Fisheries Committee of the SIU's views, Hall said "there is no justi­ fication for permitting foreigners to invade our coastwise shipping on any pretext; particularly since we have adequate tonnage to serve our coastwise require­ ments." While applications for Jones Act waivers have been sought by individ­ ual groups, a pattern has developed that indicates that the effort is a co­ ordinated one. Several of the most re­ cent requests were aimed at bringing in foreign-flag ships to carry liquified natural gas (LNG) from Alaska to New England, and coal from Hampton Roads, Virginia, to New England. The purpose behind these requests was to attempt to work up support among members of Congress from New England because that area has fuel supply difficulties—despite the fact that it has been firmly established that no part of the nation, New Eng­ land included, has suffered any short­ age of fuel because of lack of U.S. tankers or overland transportation capability. The SIU has pointed out that once foreign-flag shipping was given a toehold in the U.S. trades, it would attempt to wipe out the U.S. domestic fleet and leave the United States dependent on for­ eign-flag vessels. A prime force in the effort to de­ stroy the Jones Act protection for do­ mestic U.S. shipping is an association of American-owned runaway flag op­ erators known now as the Federation of Controlled American Shipping, which until recently operated under the name of Committee for Flags of Necessity. This deceptively-named or­ ganization is the hand-tool of, and front for, the major American-interna­ tional oil companies and dry bulk car­ riers, who operate some 350-400 ships under Liberian, Panamanian, and other runaway registries as a means of ducking U.S. taxes and other obliga­ tions borne by U.S. shipping compa­ nies. These foreign flag oU and bulk canier companies faced with the lay-up of many of their foreign- flag vessels due to a lack of work, see the U.S. domestic trades as a source of employment for their vessels. Attempts to breach the Jones Act or to repeal it outright have been made periodically since it was first passed in 1920. The most recent attempt to strike a legislative blow at the Act occurred shortly before Congress recessed in December when the U.S. Senate was enacting the Energy Emergency BUI. During debate on the Senate floor. Senator Paul J. Fannin (R.-Ariz.) of­ fered a last-minute amendment that would have paved the way for foreignflag tankers to operate in U.S. waters —a move that was immediately op­ posed by the SIU. The Fannin amend­ ment was decisively defeated. WhUe maritime labor and manage­ ment have generally opposed any ef­ fort to tamper with the Jones Act, there has not always been unanimity with respect to each such application. The National Maritime Union had recently indicated it would not object to an effort being made by PrudentialGrace Lines to get a waiver of the Jones Act to permit it to bring in a Norwegian-flag vessel to move Pruden­ tial-Grace barges from the Gulf to South Atlantic ports. REPRINTED FROM: JANUARY, 1974 ; • - Wnnhim/ton Lookoui By Talmage Simpkins Executive Director, AFL-CIO Maritime Committee Major bills pending As the new year begins there are several pieces of legislation of major importance to the maritime industry such as the oil import legislation, pen­ sion and welfare legislation, and con­ tinued vigilance in protecting the Jones Act, among others. \aiional Oftiee 3tinu tett NATIONAL OFFICE MEETING November 14, 1973 15] MSC that NMU not object to ap­ plication of Prudential-Grace Lines for waiver of requirements of Jones Act with respect to transporting barges from the Gulf to the East Coast. Jesse Calhoon, President of the Ma­ rine Engineer's Beneficial Association, which represents engineers aboard the Prudential-Grace ships, opposed the move on the grounds that any waiver or exemption would weaken the Jones Act. In meetings with various govern­ ment agencies and other groups con­ cerned with maritime matters, SIU President Hall has been strongly em­ phasizing that to soften our stand for complete observance of the Jones Act in any degree would be to play into the hands of the anti-U.S.-flag major oil companies and weaken the whole fab­ ric of defense of the Act—and with it the protection of American domestic shipping. Page 5 Ij �Bosuns RecerHficqtion Progrcim: 3^ > Low well is the Bosuns Recertification Program shaping up? On these pages^ the sixth class of bosuns to complete the two^month program tell in their own words what the program has meant to them. This is die first group to graduate in the expanded program which has heen beefed-up to ott^ more bosuns the opportunity to participate and v to provide the marine m^^ better-trained and highly-skilled The response to the program from the bosuns has been very positive, than 320 bosuns have applied. With the graduation of the 11 re­ certified bi»uns this month, a total of 46 have completed the course. The BMSOBS Rccenificatioii rrogrsm wag established by oar membersiifp to meet the needs of manning the newer, more sophisticated ships that are the future of the American merchant marine and the future of onr Union. In addition to this, the pn^am also equips the bosuns—^who have the re^sponsibility of being the ship's chairman—^with a better understanding of our Union, the industry and the problems that face us. •MM If the qnalhty and calibre of the 46 bosuns who have completed tN program Is any indicator, the program has shaped up to meet the h^ met by the SIU—^not only in providing the industry with more seamen, imt also (^oviding our membership with more effective Donald Hicks Enin Moyd Seafarer Donald Hicks joined the SIU in New York in 1957 and has been sailing as bosun since 1961. He lives in Brooklyn and ships out of the port of New York. The Bosuns Recertification Program has revealed to me how far we have progressed In the last 25 years under the SIU banner. Both at Union head­ quarters and at Plney Point we were shown the Inner struggles of our Union, and how the rights of Sea­ farers were fought for In the past and are being protected today. In Washington, D.C. we saw for ourselves that the picket lines of today are no longer on the waterfront but right at the heartbeat of this country on Capitol Hill. This Is where the bat­ tle for new ships and keeping ships under the American flag are being fought by our Union through SPAD. It takes money to lobby among the politicians to preserve our maritime In­ dustry and our job security. This I have learned. Bosun Ervin Moyd joined the Union in the port of Mobile in 1940 and has been sailing as bosun for more than 30 years. He served with the U.S. Navy from 1941 to 1945. Seafarer "Curley" Moyd now ships out of Mobile. During my stay at the Harry Lunde­ berg School, I found the place to be outstanding. It's a place where any Sea­ farer can achieve, his goals for advanc­ ing his career as a professional seaman. During the month I spent In New York at Union headquarters I acquired some good sound knowledge In regards to the mechanics of our Union—Includ­ ing welfare claims, the IBM records system, the control room where Infor­ mation on all of our ships Is kept up to date, registration and shipping, and many other details. I also attended some enlightening meetings concerning our role In Wash­ ington and what Is being done there to secure more jobs for our membership and to assure better job security. .-iv y I * fmmm - "<.•' Marion Beeching Walter Butterton Bosun Marion Beeching joined the Union in Baltimore in 1946 and has been sailing as bosun for ten years. Sea­ farer Beeching now ships out of the port of Houston. As I reached near the end of the Bo­ suns Recertification Program, I was amazed at how little I really knew of the Union other than the contract and pay­ offs. My Idea of the Harry Lundeberg School at Plney Point, for Instance, had always been one of ^strust. But after actually being there and seeing all the programs for myself I now see It as a key to the future of our Union. Seafarers who want to advance them­ selves to higher ratings or want to train for the new ships that we are getting have access to very good Instructors and all the materials they need which can save them many months of prepar­ ing for the Coast Guard exams. I, myself, have learned a lot In my everyday associations with bosuns and with the officials and staff at Union headquarters. And I had the chance to see all of the operations of our Union— welfare and claims, IBM data center, registration and shipping and all of the other Important operations that go on every day. The trip to Washington, where I had a chance to learn how we are able to get new ships and more cargo through our politics and working with Congress­ men, made me understand better how SPAD Is used to keep our job security. All of the things I learned through this program are more than worth the time involved. Bosun Walter Butterton joined the Union in Norfolk in 1946. He makes his home in Portsmouth, Va. and ships out of the port of Norfolk. During my stay at Plney Point and at Union headquarters I found out many fundamentals of the SIU which I never knew before, and all of the offi­ cials and staff were very helpful In an­ swering all of my questions. Being that the bosun, as ship's chair­ man, Is the leading Union man on the ship, he not only has to set an example for his Union brothers but he also must be able to answer their questions and discuss Union pre grams. One of the Important things I learned about Is our activities In Washington. I've been sailing for 30 years and I Just never realized the Importance of our being In politics. If the SIU had not gone Into politics we wouldn't be where we are today. Just two examples: the saving of ffie United States Public Health Service hospitals and the pass­ ing of the 1970 Maritime Bill which has given us more jobs. Most of all. In these past three years we have seen the SIU through good judgment and management come out on top among the seafaring unions. It doesn't take a smart person to find out why. There Is one last Important thing I want to say and that Is that we must all support our efforts In Washington through our support of SPAD. Our political action Is very Important and the only way we can get legislation which means our job security Is through our voluntary contributions to SPAD. Page 6 Richard Wardlaw Morton Kerngood, Jr. Seafarer Richard Wardlaw joined the SIU in 1951 in the port of Gal­ veston. Bosun Wardlaw now lives in Romayor, Texas and ships out of the port of Houston. The first thing I want to mention on the Bosuns Recertification Program Is that It gave me an opportunity to gain an extensive amount of knowledge about our Union and Its function, and also the maritime Industry, Itself. Within the operation of our Union we have, first of all, job security. But we must keep ourselves aware of everything that Is going on In the legis­ lative area. If we are to survive and preserve our job security we must stay alert to what Is taking place on Capitol Hill. I have learned the Importance of the le^slatlve team we have enlisted In our ranks. The political and legislative arm of our Union must be financed com­ pletely by voluntary donations, and this Is through SPAD. This Is a cause that I cannot begin to stress the Im­ portance of too much In preserving our job security. At the meetings which take place every morning at 8 a.m., with all of the officials present as well as the bo­ suns attending the program, every beef and problem facing our Union Is brought out on deck and discussed. In my opinion these morning meetings were the niost Important part of my month's stay at Union headquarters. Bosun Morton Kerngood, Jr. joined the SIU in Baltimore in 1955 and has sailed as bosun for the past five years. He now lives in Jacksonville, Fla. In participating In the Bosun Re­ certification Program at our school In Plney Point and at Union Headquar­ ters I learned a great deal about the past and future of our Union. I also learned more about the new types of ships, splicing new types of lines and how our future Seafarers are being treated. The Harry Lundeberg School provides training In all fields of seamanship, deck, engine and steward departments, and upgrading programs for young and older Seafarers. One Important thing we should all realize Is that we must help and teach our young Seafarers when they join their first ship because they are the future of our Union. Learning Is a never-ending adven­ ture. We must continue to leam to keep up with this advancing world. And we must have better communica­ tion so that we can all better under­ stand our problems. If we understand our problems, as Seafarers, we can work together to solve them. Acquiring knowledge of our Union and all of Its day-to-day operations Is something that I appreciate. I only hope that all of the bosuns who get the chance to participate In this pro­ gram will get as much out of It as I did. Seafarers Log �• -'i 'r.'1 of the 46 Seafarers w**'' -— Mh nsimhs and home successfully completed the Bosuns Recertification Program. Ovidio Rodriguez Homer Workman Seafarer Homer Workman has been sailing with the SlU since 1942 except for a two-year hitch with the Navy in World War II. Bosun Workman lives with his wife Anna Mae in his home­ town of New Orleans. i was in Piney Point in August 1971 for the educational conference and up­ on my return for the Bosuns Recertification Program I found the grounds unchanged, but the shift in the educa­ tional programs from slow ahead to half ahead was a real eye-opener—bet­ ter equipment, more programs such as QMED, IBU, upgraders and all of the vocational training. I said from slow ahead to half ahead because this school, like a ship in a fog, must feel its way_ along through experi­ ence until a faster speed can be assumed in the expansion of HLSS for still better education for all hands. The young men entering the HLSS have the world's best opportunity for vocational training and academic edu­ cation, and I am sure the older mem­ bers are proud to be able to say it is a part of our Union and will assist the young men in their duties aboard ship and teach them real unionism and unity. I know from what I have seen at the Lundeberg School that there is a very bright future for all hands under the capable guidance of those who are now at the helm. I, as so many other members, thought the endorsements of yesteryear would go on and on but the modem ships call for more and better training as offered at the Upgrading Center in Piney Point. At Union headquarters, all of the officials and employees went all out to answer any of the questions asked. This program has been a unique education for me. SlU Brooklyn Clinic Moves The SlU'ii Brooklyn medical clinic has moved to its new lo­ cation at Union headquarters, 675 Fourth Ave. from 685 Third Ave., according to Dr. Joseph B. Logue, medical di­ rector. Dr. Logue advises Seafarers that the clinic "is open for business." SIU members may secure clinic appointment slips at the membership service counter in the Union Hall. January 1974 Seafarer Ovidio Rodriguez has been sailing as able-seaman and bosun since he joined the SIU in New York in 1938. He lives with his wife Laura in New York. When I decided to enter the Bosuns Recertification Program I asked my­ self if it was going to be worth it. In few and simple words, there is no limit to the advantages to be gained through this program. Modern ships and new equipment are being introduced all the time and, as a result, new seamanship skills are required to operate them. The pro­ gram at the Harry Lundeberg School in Piney Point provides the opportu­ nity to acquire the training necessary to meet these changes. While at headquarters, I observed the operation of our Union in detail. Particularly fascinating to me is the coordinated work of our headquarters operation. Our organization is manned and operated by competent personnel, and everyone was helpful in answering all my questions. ilnniioii B. Bolts, IIbla#Dg| James B. Dixoit, MobBe Sven E. Jansson, New Yorit Jacob J. Levin, Baltiniore Ewing A. Ribn, New Orieans Alfonso Armada, Baltlntbre Jan J. Beye, New Yodk WOBam J. Cte^, New York Burt T. Hanback, New York Robert J. Lasso, Puerto Rico Robert F. Mackertj BahiiDtdre James Gor^ Jean Lafapie, New Orieans Dennis Manning, Seattle Walter Nash, New York Veikko Pollanen, New Orleans Malcolm B. Woods, Satt Frandsco David L. Dickinson, Mobile Calvain A. James, New York Stanley J. Jundora, New York James W. Pariter, Houston James W. PuUlam, San Francisco Sven Stockmarr, New York David B. Atkinson, Seattle Richai^ A. Cbrfelenberry, ' /'v? ; NirtT;York^ Elbert Ho^e, BaWmore WBIinni R.Kfeiinola, New York Alfonso Rivera, Puerto Rko James C. Baud*^, Houston Donato OiangiortlaiiO, Pbll^^ Stepben Homka, New York Raymond J. Knoles j San Fli FredOBon, San Fi^ncisi^ Thomas L. Self, Baltimore Marion E. Beeping, HoOston WaHer G. Butiertou, Norfolk Donald Hicks, New York Morton J. Kemgood, Baltiittore Gaetano Mattibll, New York Clyde E;Mfc Seattle Edward Morris Jr., Mobile ErvinD.Moyd, Mobile Ovidio R. Rodriguez, New York Richard K. Wardlaw, Houston Homer O. Worknmn,i^w Orieans Edward Morris, Jr. Clyde MiUer Gaetano Mattioli Seafarer Gaetano Mattioli joined the SIU in New York in 1949 and has been sailing as bosun for more than 12 years. He lives with his wife Vincenza in Brooklyn, N.Y. Long gone, but not forgotten, are the days of hardship and degradation suf­ fered by the men who made their liveli­ hood in the maritime industry. Today, after bitter fights against shipowners, the future of Seafarers is secure—not only in wages and working conditions, but also we have many plans which make us and our families more secure. I learned much in this program. I found out the Lundeberg School is a real advantage to SIU members, young or old, and everyone has the opportu­ nity to learn. While I was at Piney Point I learned much about the new ships, such as the SL-7's, the LNG and the LASH-type vessels. My trip to Washington was a great experience for me. I learned about the importance of our work in Congress, and I learned of the importance of SPAD and what it stands for—that it is a great help in maintaining our job security and the future of Seafarers and their families. Bosun Clyde Miller joined the SIU in 1941 and has been sailing as bosun since 1943. Seafarer Miller makes his home with his wife Linda and son Ken­ neth in Seattle. 1 am glad I wa.s able to attend the Bosuns Recertification Program. It has not only changed my mind on a lot of issues but has equipped me to be a bet­ ter ship's chairman and to be better able to answer questions from other mem­ bers. What impressed me most was the willingness of all officials and staff to answer any and all questions and to show how all the various departments function. Nothing was hidden or cov­ ered up. I am now aware of the importance of the political arm of our Union and with the need for SPAD. With SPAD we can get legislation passed that is beneficial to us. Without SPAD special interest groups would get legislation passed that would not only hurt us but could ruin our Union. The morning meetings each day at headquarters are informative and im­ portant. The daily problems of the membership and the Union are dis­ cussed and this allows the officials to stay on top of the problems and solve them before they get out of hand. I also understand better now that we are getting new types of ships all the time and crews must be trained in their operation before going aboard. In the old days simple on-the-job training was alright but not today, and Piney Point fills this need with very good teachers and a fine curriculum for young and old alike. Bosun Edward Morris, Jr. joined the SIU in 1944 in the port of New Orleans. He now makes his home in Mobile with his wife Mabel. In the 29 years that I have been in the SIU we have come a long way from 2 Stone St. to what we have to­ day. A Seafarer today has dignity and can raise a nice family and provide a good education for his children. The Bosuns Recertification Program gave us the chance to learn about the new ships that are replacing the old ones and the new types of equipment that we will be using. We also attended the fire fighting school and learned the latest methods for putting out fires aboard ship. We were fortunate in being able to attend the SIUNA Convention where we heard labor leaders. Congressmen and maritime officials in the Adminis­ tration speak about the problems we face. Highlighting this Convention was a speech by President Nixon. If you would have told me 20 years ago that a President of the United States would make a speech at our Convention, I wouldn't have believed you. The time we spent at Union head­ quarters gave us a chance to see how our Union functions. We saw all of the operations of the Union, and had a chance to discuss our programs and problems at the morning meetings that were held every day. All of our ques­ tions were answered and we all learned a great deal. One important thing I learned is the necessity of keeping our picket line in Washington going, through our sup­ port of SPAD. This program has made me better able to answer most any question that will come up aboard ship. 'i I •i Page 7 V •; ii.-: '4 m �SlU'Confracted TT Brooklyn Begins MaidenVoyage The SlU-contracted turbo tanker Brooklyn, largest merchant vessel ever built in the United States, left this month on her maiden voyage with an SIU crew of 19 unlicensed members. The 225,000 dwt crude carrier was built by Seatrain Shipbuilding Corp. at the former Brooklyn Navy Yard. Construction of the vessel was han­ dled by the nearly 2,800 SlU-affiliated United Industrial Workers employed at the yard. The Brooklyn was one of the first tankers to be allocated government sub­ sidy money under provisions of the Merchant Marine Act of 1970. The 1970 Act, the most significant maritime legislative bill since the Mer­ chant Marine Act of 1936, was vigor­ ously fought for in Congress by the SIU. This great success for the SIU was made possible only by the voluntary dona­ tions to SPAD by our members. Two additional supertankers, the Williamsburgh and the Stuyvesant, identical sisterships to the Brooklyn, are now under construction at the yard with expected launching dates of Spring 1974 for the Williamsburgh and early 1975 for the Stuyvesant. Engine department member Jerry Mack trains an educated eye on the Brooklyn's control board. The TT Brooklyn's first ship's committee of veteran Seafarers are, from the left; Alphonso Armada, ship's chairman; Jimmy Bartlett, secretary-reporter; Ed Corley, educational director; Tom Brooks, deck delegate; Joe DiSanto, engine delegate; and Cecil Martin, steward delegate. A contract for a fourth ship has al­ ready been signed by the Maritime Ad­ ministration—and as projected by Seatrain's President Thomas P. Howes, the yard will eventually turn out two such carriers per year. The Brooklyn was sold by Seatrain for $71 million to the General Electric Credit Corporation which is in turn leasing her under a long-term contract to American Petrofina, the United States subsidiary of a Belgian firm. Petrofina's managing agent will be the Anndep Steamship Co. The Brooklyn was brought under the SIU flag through the Union's organiz­ ing apparatus—and represents more jobs for Seafarers for many years to come. The 1,094-foot long supertanker, capable of carrying 1.5 million barrels of oil, will transport the vital product from both Africa and the Persian Gulf to Rotterdam, the Netherlands. It is planned that she will eventually carry foreign crude to the United States but this will not be possible until off­ shore deepwater ports are built in this country. SlU-affiliated UIW member Max Reiter on the job at the former Brooklyn Navy Yard. Recertified Bosun Armada Heads Brooklyn Deck Crew The TT Brooklyn's first bosun, Al­ phonso Armada, dso a participant in the first class of the SIU's Bosun's Recertification Program, said that the 225,000-ton tanker was a "very smooth riding" ship and a "pleasure to work on" after heading her nine-man deck crew on the vessel's two day shake­ down cruise. This is the 45-year old Seafarer's first bosun's job on one of the new high technology vessels, rapidly becoming so common in the U.S. merchant fleet. Brother Armada noted, though, that Page 8 the differences in equipment on the ship —such as new type winches, deck cranes and firefighting apparatus—were not foreign to him "thanks to the fine training I received in the Bosun's Recertification Program." Armada, born in Philadelphia, Pa. and raised in Bilbao, Spain, remarked that the Brooklyn was "well constructed overall," and was particularly impressed with the ship's wheelhbuse, featuring the latest in communication and navi­ gational equipment. Despite the Brooklyn's immense size. the 20-year SIU veteran noted that docking was surprisingly easy, due to the ship's 12 .automatic hydraulic docking winches and high tension mooring wires capable of safely han­ dling 76,000 pounds of tension. Bosun Armada called his deck crew "the best" and was particularly im­ pressed with two young ordinaries. Sea­ farers Cole and Campobasso, just out of Piney Point, for their "willingness to work, and learn the job." The veteran bosun plans to remain on the Brooklyn for at least a year. Ir-' Seafarers Log �* .»pi. ...FW»-«»'--' \ •• I %- Largest Tanker Built in USA. ite-Sf *}r--''-TT; -i- '-7. i> r &• I'. i- t ultra-violet ray detector automatically stops the discharge of water if it con­ tains more than 100 parts of oil per one million parts of water. For further ship safety, an automatic blower replaces air with inert nitrogen and carbon dioxide in empty tank spaces to minimize the chance of ex­ plosion. Remote monitoring systems give engine department personnel in­ stantaneous information on the oil, water and draft levels. Other environmental advances on the ship include a complete sewage treat­ The Brooklyn, christened this past June 30, was taken out on her shake­ down cruise earlier this month and her SIU crew unanimously agreed she was a smooth riding ship even at a top speed of 20 knots. Also taking part in the Brooklyn's shakedown cruise were 140 representa­ tives from the Coast Guard, shipping companies and engineering firms. With a breadth of 143 feet six inches and powered by a 55,000-hp turbine, the Brooklyn features private-air-con­ ditioned foc'sles with private bath, as well as a handsome galley sporting all the latest innovations in food prepara­ tion. Her design incorporates many unique engineering features which con­ tribute to the ease of maintenance, and to the safe, efficient, pollution free op­ eration of the ship. All dirty ballast and bilge water pass through high capacity oil-water sepa­ rators. The oil is culled out and returned to the cargo tanks and only clean seawater is pumped out. If there is even a minor breakdown in the system, an Recent HLSS Graduate Bill Scott is sailing as messman on his first trip as a Seafarer. — — Chief pumpman Ed Corley says that working on a modern, highly technical ship like the Brooklyn will be a "particularly challenging experience': for him. ment and disposal system and a pollu­ tion-free incinerator for burnable trash. The Seatrain Yard's employment role represents a substantial increase in membership for the SlU-affiliated UIW —and if present predictions are accu­ rate, employment at the yard will ex­ pand to 6,000 members in future years. The vast majority of the yard's work force are minority group members liv­ ing in the surrounding depressed areas of Brooklyn. The yard represents a much needed boost in the economy for these areas. t. h -1^ ">l Able Seaman and Deck Delegate Tom Brooks plans to remain on the Brook­ lyn for a year. Many Months of Fine Eating For Crew of TT Brooklyn . The entire crew of the TT Brooklyn are in for many months of fine eating and gourmet delights thanks to the ex­ pertise and experience of the supertank­ er's first chief steward, 25-year SIU vet­ eran Jimmy Bartlett. The life-long resident of Mobile, Ala. was very impressed with the ship's galley stating that it is "the best we have to offer in the American merchant fleet." Jimmy is no stranger to the ultra modern galleys found aboard the newer January 1974 ships of the U.S. merchant fleet. He worked the fully automated galley of the Falcon Countess for 14 months, and also headed the steward depart­ ment in the semi-automated galley of the Overseas Joyce. The 53-year old Seafarer noted that the tanker's galley equipment was "the very latest" and that "everything worked beautifully." He was particularly impressed with the way the galley was laid out, and the huge amount of available dry storage space. Jimmy also noted that the smooth­ ness of the ship's ride would aid in the more efiicient operation of his depart­ ment. The veteran chief steward said his men were "very impressive"—and espe­ cially noted the abilities of his chief cook, and long-time friend Cecil Mar­ tin. Jimmy plans to remain on the Brook­ lyn for a year and then take a vacation, hunting in the hills of Alabama. Pages I V I •I �mmLmm ' SlU welfare representative John Dwyer gives bedded Seafarer Jim Davis the Union's $25 Christmas gift at the USPHS hospital on Staten Island, N. Y. SlU Represenfafive Visits PHS Hospital at Christmas Union Welfare Representative John Dwyer visited ill Seafarers in the USPHS hospital at Staten Island, N.Y. on Christmas Eve to hring them the good wishes of the SIU at the holiday time. Trying to keep up the spirits of those far away from their families and loved ones, especially during the joyous holiday season. Brother Dwyer extended the Union's annual ^Merry Christmas" to hospitalized members with well wishes to get bet­ ter in the coming "New Year." In keeping with an SIU tradition which has grown with the years since the Union's founding 35 years ago, many SIU officials, including patrol- Seafarers Discharge Papers The SIU Welfare Representa­ tive advises that when Seafarers enter a USPHS hospital they hring their discharge papers showing that they worked 90 days in the previous year and at least one day in the last six months. men, port agents and representatives all over the country, visited USPHS hospitals, infirmaries and clinics to cheer up Union brothers laid up by sickness or injury. At the port of New York hospital installation on Staten Island, each Seafarer got his welfare benefit check, a carton of cigarettes of his choice, $25 Christmas gift and a Christmas card. But most important of all, the in­ capacitated Seafarers were reassured by Representative Dwyer that they had not been forgotten by their Union brothers in their hour of need. For just recently, the President of the U.S. signed into law the 1974 Military Procurement Authorization Bill which contained a rider guar­ anteeing that the eight USPHS hos­ pitals and 32 PHS clinics would re­ main open for out- and in-patient treatment. Also money to upgrade and modernize the hospitals in port cities was provided for in the new law. It was contributions to SPAD that enabled the SIU to vigorously fight to keep these hospitals open. Some of the men that Representa­ tive Dwyer visited at the hospital are shown on this page. We hope that all will soon he well and healthy once again. li By B. Rocker Gerald Ford—Vice President On Thursday, Dec. 6, 1973, Gerald R. Ford (R-Mich.) was sworn in as Vice President of the United States. The swearing in took place in the chamber of the House of Representatives where he had served tor 25 years, and was attended by members of both houses. Supreme Court Justices, Cab­ inet members of the diplomatic corps, and the Ford family. Republicans elected Rep. John J. Rhodes of Arizona to fill Mr. Ford's former position as House Minority Leader. House Reorganization The Select Committee on Committees released a report on Dec. 7 with tentative recommendations for changes in the committee system in the House of Representatives. The Committee report recommends that three committees be abolished: Internal Security, Post Office and Civil Service, and Merchant Marine and Fisheries, the committee which considers most of the maritime bills. The entire maritime industry feels that dissolution of this committee would have a harmful effect at a time when we are working very hard to rebuild our U.S.-flag fleet. Rep. Leonor Sullivan, Chairman, said that "if ocean vessels have to be put in one super committee with rails, highways, mass transit and trucking, those other issues will overwhelm the few people with maritime interests ...I'll fight it to the death." Chairman Boiling of the Select Committee said he plans more work on the report in mark-up sessions in February, and will try to bring it to the floor in the spring. Appropriations The President has signed fiscal year 1974 appropriations bills for the Departments of Commerce and Health, Education and Welfare. "The Commerce appropriation provides $275 million for construction dif­ ferential subsidies and $221.5 million for operating differential subsidies, through the Maritime Administration. The Health, Education and Welfare appropriation contains $98 million to operate the eight remaining PHS hospitals as well as $18,million for repairs. For several years the hospitals have been allowed to run down, and the additional money will make it possible to begin repairs and bring the PHS hospitals to top condition. SIU wants to be certain that all personnel hired to replace those who left are competent and fully qualified to give seamen the best possible care. Cargo Preference—Oil We are continuing to work closely with members of Congress, and the Merchant Marine and Fisheries Committee in particular, for passage of leg­ islation to reserve a 20 percent minimum of oil cargo for our U.S.-flag ships. More than 200 members already are co-sponsoring such bills. No dates have been set yet for further hearings, but SIU Representatives will testify in favor of cargo preference when the hearings resume. The oil companies are continuing to oppose the bills, since they operate their own ships under foreign flags. One device is their committee called the Federation of American Controlled Shipping (formerly American Commit­ tee for Flags of Necessity)—a name as innocent sounding as apple pie and motherhood, but designed to sabotage efforts to reserve a percentage of cargo for U.S.-flag ships. 93rd Congress, Second Session When the Congress returns on January 21, they will be taking up bills on a broad range of matters which affect seamen and our industry. Among the bills we will follow closely are those dealing with deepwater ports, cargo preference, offshore drilling and related energy matters. Seafarers visited their brothers at the USPHS hospital on Staten Island, N. Y., the day before Christmas. They are, from left: 'A' Seniority Upgrader R. Thomas, Recertified Bosuns Ervin "Curley" Moyd and Gaetano Mattioli, patients Ahoied.Sherman, Ray Hoffman and Isaac Alvarez, SIU Welfare Rep­ resentative John* DWyer and?patient Edwin Walton. Page 10 Seafarers are urged to contribute to. SPAD. It is flie way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. �• For Ships, Cargo and Job Security; New SPAD Certificates Are Now Available New $20 SPAD certificates are now available to the membership to allow all Seafarers the opportunity to partici­ pate more fully in the SIU's continuing legislative drive to get more ships and cargo, and better job security. The membership last month unani­ mously concurred in a report of the secretary-treasurer that the $20 certifi­ cates replace the old SPAD receipts. In that report, Secretary-Treasurer Joseph DiGiorgio said: "Tm certain that all of our members are aware that the real key to our job security is the amount of success we have in Washington through our legis­ lative efforts." And speaking at this month's general membership meeting, SIU President Paul Hall reminded the members that all 435 members of the House of Rep­ resentatives as well as 38 Senators are up for re-election this year. He said: petroleum products imported into this country be carried on American-Hag ships. We will also have to redouble our efforts to defeat the attacks of the giant oil and grain lobbies, and the so-called "flag of convenience" operators, who are seeking to destroy the Jones Act. The voluntary SPAD contributions from the Seafarers is the only way we can achieve our goal of job security by enabling our Union to continue to sup­ port the legislative efforts of those Con­ gressmen who are committed to build­ ing a strong United States merchant fleet. Increased Dues, Initiation Fee Became Effective January 1 The Constitutional Amendment pro­ viding for the increase of dues and ini­ tiation fees went into effect on Jan. 1, 1974. final tally was 3,002 yes; 276 no; 4 void; 9 no votes, and 11 challenged. The votes were counted by a six man Union Tallying Committee, con­ stitutionally elected- at the November membership meeting at headquarters. The Amendment was passed by an overwhelming majority vote by the membership in an October referen­ dum. The Committee consisted of two representatives from each of the three shipboard departments. "Many of these Congressmen stood up for us when it counted—getting the Merchant Marine Act of 1970, saving the USPHS hospitals, the Trans-Alaska pipeline and beating back attacks against the Jones Act. The name of the game is ships and job security, and it is up to us to give our support to those in Congress who have supported our pro­ grams." The Amendment contained two propositions which were voted upon separatelv. Congress is scheduled to reconvene Jan. 21 and when it does the SIU, which is leading the fight to secure passage of an oil import quota bill, will have to step up its efforts in Washington to make certain that this bill passes. The bill would require that a percentage of all The second proposition raised quar­ terly dues from $43 to $50. The Sterling National Bank at 1410 Broadway in New York City had served as depository for aU ballots cast by the membership. The final membership vote on the first proposition was 3,044 yes; 235 no; 4 void; 8 no votes, and 11 chal­ lenged. On the second proposition, the After completing their work, the Committee expressed thanks to Secre­ tary Treasurer Joe DiGiorgio and his staff for their cooperation. They were Nicholas D'Amante and Edgar Anderson of the deck depart­ ment; Gilberto Salazar and Richard McDonald of the engine department, and Joseph Powers and Jaspar Ander­ son representing the steward depart­ ment. The first proposition provided for the increase in initiation fees for all full book members from $500 to $600— and that this change be applied as well to all applicants who have not com­ pleted full payment of the present ini­ tiation fee by Dec. 1, 1973. Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid Nov. 21—Dec. 26,1973 Number SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.Q0 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical Special Equipment PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors'Visits & Other Medical Exp Surgical Optical Blood Transfusions Special Equipment Meal Books Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Welfare, Pension & Vacation •. Amount MONTH TO DATE YEAR TO DATE MONTH TO DATE 17 3,445 710 15 6 8,010 2 192 7 203 9,989 4,197 218 58 93,345 22 2,807 702 476 74 138 22 2 183 — 5,717 822 1,703 283 54 2,322 1 87,515.09 2,059.85 17,024.00 6,623.80 110.00 3,952.56 — 1,075,934.56 22,469,02 209,304.31 71,078.19 2,966.25 49,382.76 144.00 13 154 22 10 49 — 5 — 1 3,516 104 1,762 1,512 186 898 11 39 2,259 7 22,066 39,000.00 22,461.74 4,327.39 1,078.75 1,198.96 — 769.95 — 500.00 22,889.30 312,000.00 316,234.82 54,939.83 27,063.66 16,881.96 729.00 6,114.36 22,590.00 2,600.00 139,015.90 12 108 6,315.00 41,559.17 17,081 4,321 1,515 22,917 151,395 29,210 15,476 196,081 340,808.28 1,029,356.10 761,152.07 $2,131,316.45 3,810,706.42 7,001,452.61 7,851,994.98 $18,664,154.01 $ 48,000.00 3,445.00 2,130.00 847.00 676.40 64,080.00 895.88 4,449.31 458.30 YEAR TO DATE $ 549,797.46 9,989.00 12,591.00 35,217.63 4,144.90 746,816.00 6,083.69 62,446.75 12,612.20 •Mi' ii •I, SIU Atlantic, Gulf, Lakes & Intand Waters tid)^ United Indasfrial Workers PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS 675 4 Ave, Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass. 215 Essex St 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 SIU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, m.. .9383 S. Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio. .1420 W. 25 St. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287 415 Main St. 49635 (616) EL 7-2441 HOUSTON, Tex 5804 Canal St 77011 (713) WA 8-3207 JACKSONVILLE, Fla. .2608 Pearl St. 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery St 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. ;.. 115 3 St 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPfflA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1321 Mission St. 94103 (415) 626-6793 SANTURCE, P.R..1313 Fernandez, Jnncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4577 Gravois Ave. 63116 (314) 752-6500. TAMPA, Fla 312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Ext 281 •ii 'i I Inoculations SIU Medical Director Joseph B. Logue has announced that due to the shortage of yellow fever vaccine, inoculations for the disease will be given at the headquarters' clinic only, 675 Fourth Ave., Brooklyn, N.Y., at the hour of 3:00 p.m., Mon­ day flirough Friday. However, in case of an emergency, other arrangements will be made. i ;•! •J' m l 4 '|i| January 1974 Page 11 �Meetings Digest of SlU ELIZABETHPORT (Sea-Land), November 4—Chairman Chester latinoli; Secretary George W. Gibbons; Educational Director L. Petrick; Deck Delegate Emilio Sierra. $20 in ship's fund. Some disputed OT in deck de­ partment. Next port Elizabeth, N.J. DELTA PARAGUAY (Delta Lines), November 4—Chairman D. L. Dickinson; Secretary W. J. Miles; Edu­ cational Director H. P. Calloe; Engine Delegate Melvin Green. No disputed OT. Everything running smoothly. Ob­ served one minute of silence in memory of our departed brothers. Next port, Tema, Ghana. MAUMEE (Hudson Waterways), November 4—Chairman Carl Thomp­ son; Secretary Yasser Szymanski. No disputed OT. All communications were read and accepted. Observed one min­ ute of silence in memory of our de­ parted brothers. MILLICOMA (Hudson Water­ ways), November 11—Chairman W. D. Crowford; Secretary V, L. Swanson; Educational Director C. Berger. $13 in ship's fund. No disputed OT. Every­ thing running smoothly. Vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. TRANSERIE (Hudson Waterways), November 4—Chairman J. W. Altstatt; Secretary C. F. Habighorst; Educa­ tional Director M. Morris; Deck Dele­ gate B. G. Williams. Some disputed OT in deck, engine and steward depart­ ments. Everything running smoothly. Observed one minute of silence in mem­ ory of our departed brothers. TRANSOREGON (Hudson Water­ ways), November 18—Chairman J. DeLise; Secretary D. Able. The new bosun spoke to the membership about Piney Point and suggested to all ratings that all members should go to Piney Point to upgrade themselves. $17.03 in ship's fund. Some disputed OT in deck department. Everything running smoothly. AMERICAN EXPLORER (Hud­ son Waterways), November 11— Chairman W. Clegg; Secretary W. Bat­ tle; Educational Director R. Miller; Deck Delegate A. Sanger; Engine Dele­ gate J. Miller; Steward Delegate C. McMillen. No disputed OT. Vote of thanks to the steward department for preparing a delicious lobster dinner while in Maine. Next port, Aruba. CITRUS PACKER (Waterman Steamship), November 4—Chairman W. M. Wallace; Secretary j. Reed. No disputed OT. A letter was received from Frank Drozak concerning the crew list and was read and posted. A vote of thanks was given to the 4-8 watch in deck department for coopera­ tion in keeping the messhall and crew pantry clean. Next port, Bombay. TRANSONTARIO (Seatrain), No­ vember 11—Chairman Frank White; Secretary Roy R. Thomas; Educational Director R. J. Garreck. $79 in ship's fund which the crew voted to donate to the library. Some disputed OT in engine department. Vote of thanks to the stew­ ard department for a job well done. Next port, Oakland. OGDEN WABASH (Ogden Ma­ rine), November 11—Chairman Macon Welsh; Secretary Juan Oquendo. All communications posted. No disputed OT. Everything running smoothly. Page 12 John Tyler Committee The Ship's Committee of the John Tyler (Waterman Steamship Co.) as­ sembled for a shipboard meeting after the Tyler returned from a threemonth voyage to the Far East. Clockwise from left are H. Ware, engine delegate; T. Ballard, ship's reporter-secretary; S. Tyler, steward delegate; G. Allen, deck delegate; H. Patterson, educational director, and L. Harvey, ship's chairman. SEA-LAND GALLOWAY (SeaINGER (Reynolds Metal), Novem­ Land), November 11 — Chairman ber 18—Chairman E. La Soya; Secre­ Floyd E. Selbt; Secretary Duke Hall; tary H. K. Pierce; Educational Director Educational Director John Darby. $90 M. Stover; Steward Delegate Walter in ship's fund. Some disputed OT in Cutter. $21.50 in ship's fund. Some dis­ engine department. A vote of thanks to puted OT in deck, engine and steward the steward department for a job well departments. Vote of thanks to the done. Special vote of thanks to George steward department for a job well done. Berry, OS, for a surprise party for the Next port. Corpus Christi. crew on Halloween. Observed one min­ SEA-LAND EXCHANGE (Seaute of silence in memory of our de­ Land), November 10—Chairman, Reparted brothers. certiW Bosun Calvain A. James; Sec­ YUKON (Hudson Waterways), No­ retary T. R. Goodman; Educational vember 11—Chairman B. R. Kitchens; Director H. D. Jones. No disputed OT. Secretary R. A. Cobb; Educational Di­ Vote of thanks to Paul Gotay for oper­ rector B. Stockmon; Deck Delegate ating the movie projector and to the John H. Wilson; Engine Delegate Rob­ steward department for a job well done. ert S. Welle. $16 in ship's fund. No dis­ SEATRAIN PUERTO RICO (Hud­ puted OT. Vote of thanks to the stew­ son Waterways), November 11 — ard department for a job well done. Chairman Growder Story; Secretary Observed one minute of silence in mem­ D. G. Chafin; Educational Director ory of our departed brothers. Next port. Donald R. Pase; Engine Delegate Rob­ Corpus Christi. ert Moore; Deck Delegate Robert DelSEA-LAND VENTURE (Seamont; Steward Delegate G. Grajalex. Land), November 4—Chairman Three messmen making their first voy­ Charles Boyle; Secretary I, R. Llenos; age after graduating from Piney Point. Educational Director J. Atchison. Let­ Observed one minute of silence in ter received from the Union Hall that memory of our departed brothers. Next beginning 1974 quarterly dues pay­ port Naples, Italy. ments will be $50. Posted on bulletin OVERSEAS ALASKA (Maritime board. No disputed OT. Vote of thanks Overseas), November 4—Chairman A. to the steward department for a job well G. Alexander; Secretary J. W. White; done. Educational Director J. D. Tucker. No DELTA BRASIL (Delta Lines), disputed OT. Vote of thanks to all on November 4—Chairman PaulR. Turn­ watch for keeping messhall clean. Ob­ er; Secretary Thomas Liles, Jr.; Educa­ served one minute of silence in memory tional Director James C. Juvenal; Deck of our departed brothers. Delegate William A. Pittman; Engine SEA-LAND EXCHANGE (SeaDelegate John Prolenck; Steward Dele­ Land), November 25—Chairman, Re­ gate Louis A. Gracia. Some disputed certified Bosun Calvain A. James; Sec­ OT in deck department. Everything retary T. R. Goodman; Educational running smootMy. Observed one min­ Director J. J. Eating; Engine Delegate ute of silence in memory of our de­ Charles Wagner. Some disputed OT in parted brothers. engine department. Vote of thanks to WACOSTA (Sea-Land), Noveniber the steward department for a fine 4—Chairman Ronald J. Burton; Secre­ Thanksgiving dinner. tary Jose Ross. No disputed OT. An PENN CHAMPION (Penn Ship­ antenna is needed for the crews mess. ping), November 18—Chairman B. Bir­ Everything running srnoothly. mingham; Secretary L. Nicholas; Edu­ OAKLAND (Sea-Land), Novem­ cational Director H. G. Sanford; Deck ber 4—Chairman Joe Sanfilippo; Sec­ Delegate A. A. Hauke; Engine Dele­ retary C. N. Johnson. $23 in ship's gate A. J. Bullard; Steward Delegate fund. Some disputed OT in steward de­ M. P. Cox. $60 in ship's fund. No partment. Vote of thanks to the steward disputed OT. Everything running department for a job well done. smoothly. Next port, Marcus Hook. SEA-LAND FINANCE (SeaLand), November 4—Chairman, Re­ certified Bosun Walter Nash;.Secretary S. F. Schuyler; Educational Director S. Wala; Deck Delegate Derek Lamb; En­ gine Delegate Clifford Hall. $9 in ship's fund. Some disputed OT in deck de­ partment. Vote of thanks to the steward department for a job well done. Next port. Yokohama. SEA-LAND MARKET (Sea-Land), November 17—Chairman R. Funk; Secretary I. Buckley. No disputed OT. A suggestion was made and everyone agreed to donate $1 to the ship's fund. A vote of thanks to the chief electrician and to others for showing the movies. Vote of thanks to the steward depart­ ment for a job well done. Next port Elizabeth, N. J. EAGLE TRAVELER (Sea Trans­ port), November 18—Chairman Henry E. Jones; Secretary S. McDonald; Deck Delegate James V. McClantoc; Engine Delegate Ira J. White; Steward Dele­ gate Louie E. Hudson. No disputed OT. All communications were posted. The crew would like to go on record as giving a special vote of thanks to the Captain for taking care of the crews interest while in Russia. Everything running smoothly. Next port Houston, Tex. SHENANDOAH (Hudson Water­ ways), November 11 —Chairman Grima; Secretary Fagan; Educational Director McLaughlin. $3 in ship's fund. Some disputed OT in engine depart­ ment. Everything running smoothly. ERNA ELIZABETH (Hudson Waterways), November 18 — Chair­ man Charles P. Johnsen; Secretary Vin­ cent Sanchez, Jr.; Educational Director E. J. Blanchard. Some disputed OT in deck, engine and stewa'rd departments. Vote of thanks to steward department for a job well done. TAMARA GUILDEN (Transport Comm.), November 25—Chairman H. O. Leake; Secretary S. Hawkins; Educational Director Poulakis. $18 in ship's fund. Some disputed OT in deck, engine and steward departments. The steward department expresses its thanks to all the crew for keeping the pantry, messhall and recreational areas neat and clean. Next port, Quebec. Official ship's minutes were also received from the following ves­ sels: WARRIOR SAN FRANCISCO PITTSBURGH STONEWALL JACKSON FALCON DUCHESS LONG BEACH NEWARK TRANSPANAMA MAYAGUEZ TRANSCOLUMBIA PANAMA LA SALLE OVERSEAS JOYCE BROOKLYN DEL ORO MOUNT WASHINGTON MOBILIAN TRANSCOLORADO DEL RIO MARYMAR ANCHORAGE OGDEN YUKON if* Seafarers Log. �4'\.- % i" With Recertified Bosun Aboard Sea-Lancf Resource Completes Her Maiden Voyage Sia-Land R^nree, containership in in the (he current current S meis T'' (he eighth and final ""tainership S-L 7 ienes, was added to the fleet ol SlU-contracted ships Dec. 13 as she S n "» Netherlands to Port Ai. J S J®">n>g Use sister-shlps In transpacific service. Aboard the new Sea-Land Resource was Recertified Bosun "Chris" Chris- JSMSI™ pCm!" n«ri!! ® *' «'• to sea 34 years." SaUing out of his JJSim'" *• "• She has joined the first of the S-L 7s, the Sea-Land Galloway-put into r ^ the Sea-Land Commerce, the Sea-Land Trade, the Sea-LMd Exchange and the Sea-Land Finance, on the Far East run. The Sea-L^d IVfcLean ^d the Sea-Land Market are in North Atlantic service. Seafarer Chnstenberiy had said at Bosun Recertification Program gradnation ccremou M: «.. .1 an. a believer In this program. It wUI make me a more effective SlU member, both at sea and ashore... I feell will be a better and more effective member because now I know what our Union and our oHiciak are domg for the membership ..." Chife further stressed the importance of the Bosuns Recertification Program m mal^g him better able to cariy out his duties as ship's chairman to represent his shipmates and protect their rights under the SIU Contact and Constitution. The Sea-Land Resource tied up at her Port Elizabeth, N.J. dock Dec. 13 after completing maiden voyage from Rotterdam, the Netherlands. At payoff Dec. 13 in Port Elizabeth, N.J., the Sea-Land Resource ship's committee, after completing her maiden voyage from Rotterdam, are 1. to r. (seated) : Ship's Chairman Recertified Bosun Richard A. "Chris" Christenberry; (standing) bearded Deck Delegate Ron Crain; (rear) Engine Delegate Ron Laner and bespectacled Secretary-Reporter LP. Lomax; (front) smiling, capped Steward Delegate Phil Pron and (seated) SIU Patrolman Teddy Babkowski. The containership is now in transpacific service. January 1974 '/ ""Ihlhik. "^"v!oC'5Sllbi'a' - i Seafarer C. Fernandez adjusts console dials in the Sea-Land Resource's engine room. Page 13 �IBU Restructures Union; Four Regions Now One ASHORE Baltimore Honored guest at the Maritime Trades Department's Christmas party here Dec. 20 was former Congressman Edward A. Garmatz (D-Md.) who had chaired the House Merchant Marine and Fisheries Committee before his retirement. Portland^ Ore. One of the two ships recently acquired by the SlU-contracted Waterman Steamship Co. from States Lines, the Arthur Middleton was crewed by Sea­ farers and sailed Jan. 2 from this port. The new name of the "sea racer" is the George Walton. She was formerly known as the SS Illinois and the Mid­ dleton had been named the Arizona. Both were docked at Swan Island. Philadelphia A crewmember of the IBU-manned tug Venus (Independent Towing) was the subject of a photograph in the Philadelphia Daily News Jan. 2. The tugman was seen on the prow of the vessel's deck with the photo entitled "Getting a Line on the New Year." The crew of the new IBU-manned tug Driver (Interstate Oil) celebrated the completion of her maiden voyage from the Gulf of Mexico on Christmas by holding a party aboard the vessel. Piney Point, Md. The Harry Lundeberg School of Seamanship will be the scene of a national education conference called "Adult Education Works" Jan. 23-24. Some 200 U.S. educators'are expected to attend the event. The school will also host a meeting of a dozen members of the National Academy of Science Jan. 30-31 on the use of the metric system by mariners. Delegates to the SlU-aflfiliated In­ land Boatmen's Union fourth Quadren­ nial Convention on Nov. 29 in Wash­ ington, D.C. took several important ac­ tions in an effort to revitalize and strengthen the future of the IBU. In a major step, the Convention, by virtue of Constitutional Amendment, eliminated the four region structure of the IBU. As a result, the former Atlan­ tic Coast, Gulf Coast, Great Lakes Tug and Dredge, and Railway Marine Re­ gions are now one strong unit, coming under the auspices of one Executive Board, consisting of the National Di­ rector, Secretary Treasurer, Area Di­ rectors and Assistant Area Directors. Elected by the Convention to the newly formed posts were Paul Drozak, national director; Joe DiGiorgio, secre­ tary treasurer; Frank Drozak, Atlantic coast area director; Lindsey Williams, Gulf coast area director; Byron KeUy, Great Lakes area director; Ed Pulver and Gordon Spencer, assistant Atlantic coast area directors; and Dave L.eBarron, assistant Great Lakes area director. Ray Herold, who recently passed away had been serving as assistant gulf coast area director. Copies of the new constitution are presendy being printed, and every IBU member will soon be receiving one in the mail. The restructuring of the union cen­ tralizes the organization's power, giv­ ing it the unity and strength required to increase membership, improve wages and working conditions and prevent raids on the union's jurisdiction. The new structure will also enable the IBU to step up membership servic­ ing, expand vital organizing activities and wield additional power on the leg­ islative front in Washington, D.C. National Director Paul Drozak noted that ' the unification of the IBU will give us a stronger voice in effecting legisla­ tion beneficial to our own welfare and to the towing industry at large." The Convention also endorsed a res­ olution passed at the SIU's 16th Bien­ nial Convention, calling for the merger of the IBU of the A&G with the IBU of the Pacific sometime in the future. The merger, subject to approval by the membership, would make the IBU the largest single maritime union in the United States. Due to many increased costs to the union, and in order to have a more ef­ fective organization the Convention also passed an amendment raising dues and initiation fees. Quarterly dues were increased from $43 to $50—and initiation fees from $500 to $600. The change went into effect Jan. 1, 1974. Boston Seafarer Dominick Di Santo has recovered from an operation in the Brighton Marine USPHS hospital here where he was a patient for a month. He wishes to thank his friends and shipmates who visited him. He's glad to be back on his feet again, especially since shipping has picked up considerably in this port. San Juan, P.P. Sea-Land Service has extended her container lines from here to the Carib­ bean islands of St. Kitts and Antigua in the British West Indies. Weekly serv­ ice goes to the sugar port of Basseterre, St. Kitts—200 miles southeast of here. Farther southeast—about 75 miles—from St. Kitts, Sea-Land container ves­ sels manned by Seafarers swallow the anchor at the sugar and cotton port of St. Johns. Alpena, Mich. Four coal and iron ore carriers of the SlU-contracted American Steamship Co. of Buffalo continue to visit this Upper Peninsula port on Thunder Bay. They will operate until the end of this month, weather permitting. Kent, Wash. Leon Thompson, a handicapped veteran, is seeking to learn the history of the libraries aboard luxury steamships—but hasn't had much luck so far. If any LOG readers have information on this subject which they could pass onto Leon, write to him at 1211 Chicago St., Kent, Wash. 98031. St. Louis Port Agent Leroy Jones remains in a wheelchair at Deaconess Hospital here after being hurt in November when a car crashed through the Union hall front window. Also hurt were IBU member Ronald Hicks, who has left the same hospital, and his wife, Anita, who remains a patient there. - Page 14 ^ ^ UIW Gets New Constitution At Quadrennial Convention As a result of actions taken at the SlU-aflfiliated United Industrial Work­ ers of North America Convention on Nov. 28 in Washington, D.C., the UIW has been restructured, eliminating the former three region system and cen­ tralizing power under one Executive Board. The Board will consist of the Na­ tional Director, Secretary Treasurer, and Area and Assistant Area Directors. Elected to these various union posts were Frank Drozak, national director; Joe DiGiorgio, secretary treasurer; Ralph Quinnonez, Atlantic coast area Director; Paul Drozak, Gulf coast area director; Bill Dobbins, Great Lakes area director; John Fay and Warren Leader, Atlantic coast assistant area directors, Abraham Almendarez, Gulf coast assistant area director, and Joe Huber, Great Lakes assistant area director. In addition, one constitution will govern all UIW members now instead of the three regional constitutions pre­ viously utilized. Each UIW member will receive a copy of the new constitution in the mail as soon as they are printed. Some of the changes encompassed in the new constitution include matters covering membership, reinstatement, retirement, duties of officers and dis­ cipline. The new structure enables the Union to better handle all problems which may arise in any area of the UIW. The National Director now has the authority to assign his assistants to localities where their services are most necessary. The new structure also opens a wider avenue for the UIW's organiz- ing activities and legislative efforts in Congress. Success in these areas, for the UIW means increased wages, an increased membership, better working conditions and long term job security for the future. The Union's organizational costs have skyrocketed over the past few years right along with the cost of liv­ ing. To meet these rising costs, dues and initiation fees, which have remained unchanged since 1966, were constitu­ tionally raised. Going into effect Jan. 1, 1974, monthly dues were increased from $6 to $8 per month and initiation fees from $25 to $75. Claim Process Always check to see that these items of information are included on your claim forms before you send them in to the Union: • Your hospital's identification number on your hospital bilL • Your doctor or surgeon's Sodal Security number on his bill to you. • Sign your claim form before send­ ing it in. Seafarers are also reminded that copies of your marriage certificate, and copies of birth certificates for yourself and your dependents should also be on file with the Plans office. Advise your beneficiaries and de­ pendents that death certificate and funeral bills must be attached to death benefit claims. Claims containing all of the necessary information are processed faster and help the SIU serve you better. Seafarers Log �% * t 'I•I AT SEA ."^v: " i r >, SS Pecos One of the 13 SlU-manned Navy tankers, the Pecos (Hudson Waterways) paid off her crew in Norfolk, Va. Jan. 1. The vessel came from Aruba. The Pecos, and the 12 other Navy tankers crewed by the SIU, mean more jobs for Seafarers. In order to insure job security, it is essential that all Sea­ farers remain aboard these ships until properly relieved. SS Robert Toombs Ship's secretary-reporter James R. Prestwood wrote from the port of Djibouti in the Gulf of Aden—entrance to the Red Sea—last month that the ship was to arrive in Karachi, Pakistan Jan. 16 and due to depart there Jan. 25. SS Overseas Evelyn Captain John Edwards (second from right), standing in for Captain Richard Cahill, holds safety award presented to the Warrior's crew. The others present at the ceremonies are, from left; Samuel A. Clause, safety director of the NSC; Chief Steward Eloris Tart; Radio Officer W. Ridout; Chief Engineer P. Braunz, and James J. Reynolds, president of AIMS. Carrying crude from the Persian Gulf last month, this Maritime Overseas tanker had a Jan. 2 payoff in Portland, Me. Boston Port Agent Ed Riley and SIU Patrolman Jack Caffey visited the ship there to talk with the crew. Warrior Crew Presented 72 Annual Safety Award On her way to Houston late last month, the Navy tanker Shenandoah (Hudson Waterways) discharged her cargo of oil taken on in Aruba to the Steuart Petroleum Co. in Piney Point, Md. After payoff the ship signed on five new crew members Christmas Eve. The Harry Lundeberg School of Sea­ manship graduates shipping out were James Burch, Robert Rose, Ronald Habada, John Vermoch and David Shaw. In May 1972, the entire crew of the SlU-manned containership JVarrior (Sea-Land) accomplished a valiant open sea rescue of 104 dangerously stranded persons who had been forced to aban­ don their fire-ravaged vessel, the Liberian-registered Oriental Warrior, 30 miles off the coast of Florida. Late last year, the crew's brave actions were appropriately recognized. The National Safety Council, in con- " junction with the American Institute of Merchant Shipping, presented their yearly, prestigious safety award to the Warrior's entire crew. The award was presented on the bridge of the Warrior, docked in the port of Baltimore, by James J. Rey­ nolds, president of AIMS, and Samuel A. Clauss, safety director of the NSC. SIU Chief Steward Eloris B. Tart, Radio Ofiicer William Ridout, and Chief Engineer Peter Braunz—^the only crewmembers still aboard who par­ ticipated in the rescue operation—ac­ cepted the award for their shipmates. Captain J. Edwards, present master of the Warrior, stood in at the cere­ monies for Captain R. Cahill, who is now serving aboard another vessel. Mr. Reynolds explained that this annual award is presented only after close review by an impartial consider­ ation of all such rescues, or other noteworthy actions performed by an American merchant marine crew dur­ ing the year. "The effort that best reflects team­ work and cooperation in all depart­ ments—including the licensed and un­ licensed personnel—wins the award," said the AIMS president, "and the skilled, unselfish actions of the entire Warrior crew was a superb example of this cooperation." Reynolds especially cited Seafarer Eloris Tart, calling him "a credit to his vessel and to the U.S. merchant marine" for the fine care he and the steward department extended to the rescued passengers and crewmembers of the Oriental Warrior. The AIMS president added that "every man who so willingly partici­ pated in this rescue, without regard to his own personal safety, is deserving of the highest praise." "With this in mind it is an honor and pleasure to present this award on behalf of the entire crew of the American-flag ship Warrior," concluded Reynolds. Although the rescue occurred well over a year ago. Chief Steward Tart had vivid memories of the 1972 event. The 34-year SIU veteran said that the burning Liberian freighter painfully reminded him of the many ships he saw go down in flames in World War II. "There was no chance for rescue in those days," said Brother Tart. When asked what he would do in case similar circumstances occurred again, he firmly replied, "I would do the exaet same thing as the last time— just like any other Seafarer." Delayed Benefits SS Shenandoah SS Robert Toombs Seafarer Robert Wagner's final wishes were carried out on a bright Sun­ day morning Nov. 11 when his ashes were scattered over a calm sea at latitude 30°47' S, longitude 50°52' W. Brother Wagner passed away at the age of 60 at the USPHS hospital on Staten Island. Captain R. R. Stanage conducted the final services which were attended by the entire ship's committee and other crewmembers. The ship's committee included J. Moss, ship's chairman; J. Prestwood, secretary-reporter; G. Roy, educational director; J. Blanchard, deck delegate; S. Marano, engine delegate, and D. Reynolds, steward dele­ gate. (i;: S.T. Thetis All hands on the S. T. Thetis (Rye Marine), a tanker on the Russian wheat run, had gourmet Thanksgiving fare with a luncheon leading off and featuring an appetizer of Spring onions, a fish dish of Nova Scotia Salmon, consomme a la princess soup, an entree of Tom turkey with oyster dressing and giblet gravy plus a vegetable of asparagus spears with Hollandaise sauce. Eggnog and pumpkin pie were also featured. Chief Steward Stanislaw Kolasa and Chief Cook Marvin Deloatch had the menu printed and bound in an attractive folder. It is through the SIU's political activities, made possible with donations to SPAD, that ships such as the Thetis are on the Russian wheat run. It was the SIU that fought Congress to insure that at least one-third of the ships on that run would be American. SS Vantage Defender Recertified Bosun Bill Kleimola, speaking for the entire crew of the Vantage Defender, expressed sincere thanks to the ship's steward department for making the crew's Thanksgiving a memorable one. He especially cited Chief Steward John Pennell, Chief Cook Earl Grimes, Baker Bert Winfield and 3rd Cook Marty Martinson for their efforts. The delicious Thanksgiving menu included fresh shrimp cocktail and as­ sorted other appetizers; turkey, chicken, comish hens and roast duckling; candied yams and corn on the cob, topped off with apple, mincemeat or pump­ kin pie and strawberry shortcake. The Vantage Defender is now on a run to Africa. i • I The following active members and pensioners have had their benefit pay­ ments held up because they failed to supply filing their claims. Please contact Tom Cranford at (212) 499-6600. gFAFARERS WELFARE PLAN Name John Conley Carl White Jose Rodriguez Montique Robinson Albert Bunting George Austin Walter Tollefsen S.S. No. 283-12-5935 418-66-0781 071-40-2890 228-34-1595 229-54-6636 424-03-5816 130-22-6678 District UIW Ai&G A&G UIW UIW A&G UIW Donate to SPAD , i -i' Page 15 January 1974 4 i �' i SSSSSSSSiSi:::::;:^^ Dennis Heick Maupin 17 Seafarers Earn High School Diplomas Through HLSS Timothy John M. Seafarer Carroll Heick graduated from the Lundeberg School in January, 1969 and returned to upgrade to ableseaman in 1971. He completed the "A" Seniority Upgrading Program in July, 1973 and stayed at the school to com­ plete his high school education. Seafarer Heick is the latest of the 17 SIU members who have achieved their diplomas through the SIU's education program. He had this to say about the pro­ gram: "I see a new importance for edu­ cation today, and I understand better why our Union has such strong feelings about education. I'm not only talking about the high school program, but all of our educational programs which are desired not only to make us the bestqualified seamen in the world but also to give us a better understanding of our Union, our industry and the problems of the nation and the world." Seafarer Dennis Maupin who sails out of New York graduated from the Harry Lundeberg School in 1966 and achieved his high school diploma at the school in October, 1972. He advanced to his full-book through the "A" Seniority Program in 1971 and com­ pleted training at the Lundeberg Up­ grading Center in 1972 for a OMEDany rating. When he received his diploma Sea­ farer Maupin said: "There are many opportunities at the Lundeberg School for all Seafarers to gain a better knowl­ edge and understanding of their pro­ fession, their Union and themselves. I for one am grateful for the chance I had to come here and learn." Thomas Minton M. Seafarer John Barcroft joined the SIU in Baltimore in 1965 and now sails as able-seaman. He attended the deck department upgrading program at the Harry Lundeberg School in September, 1972 £md went on to study for his high school diploma. Seafarer Barcroft had this to say about the educational opportunities available to him and all members of the SIU: "I guess I took for granted all of the benefits that come with being a member of our Union, but I changed my ways when I saw the educational programs that our Union has developed in Pinby Point. The SIU believes in the future, the future of the industry and the future of our Union. These kinds of programs will help to advance us as seamen and as individual persons." Seafarer Thomas Minton was one of the first Seafarers to achieve his high school diploma through the academic program at the Harry Lundeberg School in Piney Point. Minton, who had grad­ uated from the school as a trainee in 1968, returned to upgrade to ableseaman in 1972. After he completed his upgrading training and passed the Coast Guard examination for AB, Seafarer Minton decided to stay at the school to com­ plete his high school education, Minton, who had dropped out of high school in his senior year, said: "I just didn't see the need for going on at that time, but after talking with the instruc­ tors and teachers at the school I realized that achieving this diploma would mean much more to me than just a piece of paper. Accomplishing this would prove to myself that I was able to do it and it would give me the confidence to know that I could do much more." Lee Ursel R. R. Burke Barber K' ^ li Seafarer Ursel Barber graduated from the Harry Lundeberg School in 1968. He attended the Seniority Up­ grading Program after securing his FOWT endorsement and returned to the school to achieve a QMED rating in December, 1972. While he was ad­ vancing his professional career, Sea­ farer Barber also realized his ambition to complete his high school education. When he received his diploma after passing his examinations he said: "There are many educational opportu­ nities at Piney Point which are available to every member of our Union. Whether you want to move up to higher ratings or broaden yourself through the aca­ demic program or the reading program everything is available here to give you that opportunity." Seafarer Lee Burke joined the SIU in 1966 after completing training at the Harry Lundeberg School of Seamanship in New Orleans. He returned to the Union's Upgrading Center in Piney Point in 1973 to complete his advance­ ment to QMED. He also attained his full book through the SIU "A" Seniority Upgrading Program. While he was advancing his seafaring skills. Brother Burke decided to try to achieve something he had missed out on when he was younger—his high school diploma. After he succeeded he said: "I can't praise the efforts and dedication of our teachers and instructors in Piney Point too much. I needed a lot of help and everyone was more than willing to do everything they could to help me, both in getting my endorsements and in realizing my ambition to have a high school diploma." Ashley Seafarer Timothy Thomas graduated from the Harry Lundeberg School in January, 1971 and completed both his upgrading to able-seaman and the "A" Seniority Upgrading Program in 1973. While he was upgrading his seafaring skills, Brother Thomas who comes from Dayton, Ohio, decided to make another effort to achieve a high school diploma •and he succeeded. Seafarer Thomas dropped out of school after completing the 10th grade. When he achieved his diploma he said: "The opportunities at our school here in Piney Point are unbelieveable. Whether it's vocational training or aca­ demic studies it's all here. All you have to have is the desire to learn." WiUard Verzone Seafarer Willard Verzone graduated from the Harry Lundeberg School in 1968 and returned in 1972 to the SIU Upgrading Center where he completed training for QMED-any rating in Feb­ ruary, 1973. After he had completed his upgrading, he stayed at the school to achieve a high school diploma. Seafarer Verzone, who lives in Mobile, Ala., said when he was awarded his diploma: "This means very much to me. I felt that I never had a chance be­ fore but because the teaching staff here gave me the encouragement and help I was able to go all the way and get my diploma." ' Edward R. Williams Seafarer Edward Williams graduated from the Lundeberg School in Piney Point in February, 1971 and now sails out of the port of New York. He began his upgrading by securing his FOWT endorsement the next year and has con­ tinued his professional advancement at the SIU Upgrading Center to achieve a QMED rating. Last year, while he was preparing for his QMED endorsements, he de­ cided to try again to get his high school diploma. Like 17 other Seafarers who wanted to accomplish the high school education they had missed. Seafarer Williams succeeded. After he received his diploma from the Lundeberg School, he said: "All of the educational opportunities at our school in Piney Point are something that our membership should know about and should take advantage of. Everyone on the staff of the Lundeberg School goes out of their way to make sure that you make it—whether it's get­ ting your endorsements or improving your, reading or getting your diploma." Dyrell A. F. Jones Davis J. Thomas E. Stephen Individualized instruction by competent and dedicated teachers is the key to the success of the Lundeberg School's GED program, and is the reason that all 17 Seafarers who have taken advantage of the program have passed and achieved their high school diplomas. Here, teachers Claudia Gondolf and Stephanie Bush work with Seafarers Caldwell Sabb, Lee Burke and Timothy Thomas. High School Program Available To All SIU, IBU Members Seventeen Seafarers, ranging in age from 19 to 42, have achieved high school diplomas through the academic program of the Harry Lundeberg School in Piney Point. With their achievements, these Seafarers earned more than a diploma. Their accomplish­ ments gave them a sense of pride—a goal they had set for themselves was reached. The motivations for earning a high school diploma are varied. To some men a high school diploma offers job security—^it's their "ace in the hole." Other Seafarers take advantage of the study program to develop reading, math and science skills which wiU help them in their career advancement programs. The more mature Seafarer seeks a high school diploma for still other reasons. Many of them were 'denied the opportunity to complete their education because they had to go to work to help support their families or because the public school systems were insensitive to their individual learning problems. But now, through the Lundebei^ School's academic program, they can earn their diploma in six to eight weeks and they will graduate—not only with a high school diploma—^but also with the satisfaction of achieving a goal that was denied them. Seafarers in the various career advancement programs at the Lundeberg Upgrading Cen­ ter have found that the academic courses have helped to prepare them for their upgrading courses and the Coast Guard examinations. The reading teachers and the vocational staff work closely together and have developed vocabulary and reading skills programs which are directly related to the vocational study programs. The academic department has also added an addi­ tional math teacher and has developed a mathematics study program directly related to the vocational upgrading programs. All of the high school courses are geared to the needs of Seafarers. Vocabulary, sentence structure, and critical reading and study skills are valuable tools in preparing for Coast Guard examinations to higher ratings in the deck and engine departments for both SIU and IBU members. An Understanding of our government and Its structure which Is stressed in the social studies class gives Seafarers a clearer insight into the importance of political action through SPAD to preserve the job security of our members. All of the academic courses—^math, science, social studies, English, reading and study skills—are tailored to the individual needs of each student and classes are small enough to allow teachers to work closely with each student. And, the courses in math and science are relevant to the vocational study programs, particularly to those Seafarers who are preparing for electrician, machinist and QMED ratings. Whatever the motivations are, every Seafarer or IBU member who accepts the challenge of striving for and achieving a high school diploma reaps the benefit of self-confidence and a realization that other goals can also be achieved. Beyond this there is also the personal en­ richment that comes from better reading comprehension skills and a better understanding of the world in which we live. The Lundeberg School's high school equivalency program is available to all SIU and IBU members who meet the following eligibUity requirements: one year's seatime; be a mem­ ber in good standing with all obligations paid to date; and meet the qualification scores on the GED (General Educational Development) pre-test. GED pre-tests are available in all SIU and IBU Union halls, or may be obtained by writ­ ing to the'Harry Lundeberg School, Piney Point, Md. 20674. Room and board, and all study. materials, are provided for all members who take ad­ vantage of this program. The length of the study program is six to eight weeks depending on the ability of the individual student. Certified teachers and reading specialists conduct classes Monday through Friday and are available for individual tutoring. Seafarer John Ashley achieved his high school diploma through the Lunde­ berg School's academic program in April, 1973 after completing all of his endorsements for QMED-any rating at the SIU Upgrading Center in Piney Point. Seafarer Ashley who sails out of the port of New York also participated in the SIU Education Conference in Piney Point in 1971. He joined the Union in New York in 1964. Seafarer Ashley— proving that you are never too old to learn—achieved both his high school diploma and his QMED rating at the age of 42. After receiving his diploma, he said: "This is something that I have always wanted. I never had a chance to finish high school when I was younger and the opportunity to get my diploma that was offered to me through our Union up­ grading program was just what I needed to realize my ambition. AUen E. Spell Seafarer Allen Spell graduated from the Harry Lundeberg School in 1969. He now sails as FOWT out of New Orleans and achieved his full book through the "A" Seniority Upgrading Program in 1972. Seafarer Spell went to the Lundeberg School in 1973 to "achieve my ambi­ tion to have a high school diploma." When he realized his goal he said: "I really wanted to complete my high school education and the opportunity that I read about at the Harry Lunde­ berg School was just what I needed. I think I will be a better Seafarer and a better person because I made this achievement. All of the teachers at the school were very helpful and gave me all the guidance I needed to complete the course." Keith T. WUliams Seafarer Keith Williams graduated from the Harry Lundeberg School in March, 1970 and completed training for his FOWT endorsement in Decem­ ber, 1970. He returned to the school in 1972 to prepare for his GED examinations and became the second Seafarer in the new SIU program to achieve his high school diploma. Following his graduation, Seafarer Williams said: "This program has opened up a whole new horizon of op­ portunities for me. I would urge all of our members to take advantage of the many educational programs that are available to us at Piney Point." Page 16 Seafarer Stephen Jones joined the SIU after completing the training pro­ gram at the Lundeberg School in Feb­ ruary, 1969. He began his upgrading in December, 1969 when he secured his FOWT endorsement. In November, 1970 he attended the SIU Education Conference and the following month he earned his full book through the SIU "A" Seniority Upgrading Program. He return^ to the Lundeberg School last year to study for his high school diploma. After he had achieved his high school diploma, he said: "I'm grateful for the opportunities I have had to ad­ vance myself as a seaman, as a member of my Union, and in getting my di­ ploma. I don't know if others realize the opportunities we have at Piney Point, but if they don't they should come down and see for themselves." Seafarer Dyrell Davis completed the GED program at the Harry Lundeberg School in October, 1972. He is a 1969 graduate of the school and completed his upgrading to able-seaman just prior to entering the academic study program. He is now serving with the U.S. Army but plans to return to the sea when his tour of duty is completed. • Seafarer Davis' teachers remember him as being "quiet but determined." After his graduation, he said: "Getting my diploma is something I wanted very badly. It's a lot different here and made it easier for me to succeed. All of the teachers took a real interest in me as a person and when people do that it en­ courages you to work harder." •T % Caldwell Richard A. Sabb Ransom Seafarer Richard Ransom graduated from the Harry Lundeberg School in 1968 and returned in 1970 to the school's Upgrading Center to attain his able-seaman endorsement. He has also achieved his full book through the SIU's "A" Seniority Upgrading Program and attended the SIU Education Conference in August 1971. Seafarer Ransom, who sails out of the port of New Orleans, returned to the school last year to study for his high school diploma. He said: "The teachers here in Piney Point go all out to help you. All you need is the desire to ad­ vance yourself and our school in Piney Point has the staff to make sure you succeed." James R. Bennett, Jr. Seafarer James Bennett was the first SIU member to achieve a high school diploma through the Harry Lundeberg School's GED program. He completed his studies, passed the Maryland State GED examinations and received his diploma in August, 1972. Seafarer Bennett joined the SIU in 1969 and spent two years in the Navy before returning to continue his career as a professional seaman. His teachers at Piney Point remember him as "a good student with a good attitude and healthy outlook on life." When he completed his studies and received his diploma. Seafarer Bennett said: "The kind of educational pro­ grams we have at Piney Point not only will make certain that we will continue to have the best-trained seamen any­ where, but also gives all of our members the opportunity to advance themselves individually. I hope that as many of our members as possible will take ad­ vantage of these programs because we have the best educational opportunities available here in Piney Point." Seafarer Caldwell Sabb completed . training at the Harry Lundeberg School in August, 1970 and returned to the school in 1973 to advance to QMED in January. He returned to the school in July to participate in the . "A" Seniority Upgrading Program, and during this time he also achieved his high school diploma. When he had realized his goal. Sea­ farer Sabb said: "Getting my high school diploma was a goal that I al­ ways wanted to achieve. I had to drop . out of school before and I always felt that I was missing something. Now that I have succeeded, I have a new confidence in myself." 1: .i v/'iV-, $ Requirements: GED Program The Lundeberg High School Pro­ gram in Piney Point is available to all Seafarers—regardless of age^—and of­ fers them the opportunity to achieve a fully-recognized " high school diploma in six to eight weeks. Seafarers who arc interested in tak­ ing advantage of this opportunity to continue their education can apply in two ways: • Go to the SIU ofiice in any port where you will be given a GED PreTest. The test will be sent to "the Lundeberg School for grading and evaluation. • Or, write directly to the Harry Lundeberg School, Piney Point, Mary­ land 20674. A test booklet will be sent to your home or your ship. Complete the tests and mail both the test booklet and answer sheet to the Lundeberg School. Following are the eligibility require­ ments for the High School Program: • One year's seatime. •' Initiation fees must be paid in full and all other obligations such as dues and loans must also be paid in full. • You must receive a satisfactory score on the Pre-Test. Page 17 I,;.' • i �dfters to HISTORIC PRESERVATION Must Rebuiid Home -^ T I am a resident of a small town in the Philippin«. On /T Oct. 15, my home, as well as most of the homes in the HT town, were completely destroyed by a tremendous typhoon. -v I am sincerely grateful to the SIU for sending my pen- ,,^ sion check on time every month. The checks are more .yj important to me now than ever because I must rebuild . ® my home. FrafemaBy, j Gervacio Viaiteaii Philippine IstawiS' rioSI NMC Working Together For Common Interests The National Maritime Council, set up in 1971 under the authority of the Maritime Administration, is a unique coalition of maritime labor, maritime management and government working side by side to help solve problems within the industry. The SIU has vigorously worked to make the NMC a successful and viable organization. The ultimate goal of the Council is the development of a strong, competi­ tive, modern American merchant fleet capable of the finest, dependable unin­ terrupted service for the American ship­ per. To achieve this goal, the Council has generated wide-ranging, aggressive car­ go promotion programs—which stress the cooperative approach—designed to attract and hold the support of Ameri­ can shippers. The Council's work manifests a new and growing unity in the maritime in­ dustry as well as an increased willingness on the part of aU concerned to work to­ gether for the common good. The NMC provides a means of regu­ lar, frequent communication between maritime industry segments, as well as providing communication and informa­ tion to importers and exporters in an ef­ fort to acquaint them with the industry's new programs, and to open an addi­ tional channel through which the ship­ pers' views can be heard by the industry. The NMC sends dedicated teams— which often include SIU Representatives —to the offices of leading shippers throughout the country to explain the need and benefits of shipping American. Among the points stressed at these meetings are: • That 71 cents of every dollar spent in shipping on American flag ships re­ mains in this country, making an impor­ tant contribution to the national balance of payments and to the national econ­ omy; • That this nation's tough safety laws serve to better protect their cargoes while in transit; • The American merchant marine's higher manning scales and the efficiency of American ships and their crews, and • That the American merchant ma­ rine is a vital link in our national se­ curity. Speaking at a recent National Mari­ time Council dinner. Secretary of Labor Peter J. Brennan praised the Council's efforts, noting that the NMC "is just one more evidence that the old hostilities be­ tween labor and management, the old suspicions, the old fears, are being sub­ dued. All parties are beginning to see clearly that there is more to gain by co­ operation than by conflict." At the SIUNA's 16th Biennial Con­ vention in November, Helen Delich Bentley, chairman of the Federal Mari­ time Commission, said that "our future success in the maritime industry de­ pends in large measure on the develop­ ment and implementation of aggressive marketing programs," and that the Na­ tional Maritime Council is "leading the way" in this field. Also speaking at the November Con­ vention, Assistant Secretary of Com­ merce for Maritime Affairs Robert J. Blackwell stressed the importance of the NMC. He noted that "greater shipper pa­ tronage is vital to our maritime pro­ gram. New ships, no matter how effi­ cient they are, cannot compete effec­ tively if they sail half full." The SIU has given strong support to the National Maritime Council and will continue to do so in the future in order to build and strengthen the American merchant marine. ^ ^ I just recently retired and on Dec. 20 I received my firsi pension check for the months of November and December; I was pleasantly surprised to also find my check for ihcl'' month of January. The early delivery came in very handy 'ioTioAfor my Christmas shopping. Through the years, I have had great pleasure sailing with the SIU. I met some wonderful Brother crewmen, and 'mil win never forget or regret being an SIU man. VvMipv::''T' Sincerely^ ' A' t. James C. Flan^ F 108 -i,. Pensioner Thanks SIU I wish to take this opportuhity to fliank flie Seafarers. Welfare & Pension Plans for their consideration in reimbursing m© for my new hearing aid through their p^sidhm* ^: "Special Equipment" program. It was a great help to me and I wi^ wonderful feeling to know that pensioners are not forgotten. Thank you again. v i! >: CJ ,. ., . , ''-'t As the wife of a long time member of the Union, James J. Boland, Bosun, I'd like to thank the SIU for the helpful and <; immediate payments to my-doctors and the hospital via the Health and Welfare Plan. . „ You are first class! Thanking you again, January 1974 Volum# XXXVi, Me. \ r^il^T|nt6matl6na{ Un(6ftiof , Offielat « North America, AtianUCi QuU. UaK^ ahd inland Waters District, AFL-CIO Executive Board Paul Halt, P/estoor»l .,, Cal Tanner, executive Vlce-Pnsl<teni ' Earl Shepard, Vfce-Pte^mont doe DIQIorgio, Secretary-Treasurer Lindsay Wllllains. V/ca-Pres/deaf' Franh Orcaak, v'.'cc Pfssidsnt Paul rjruzaK, Vlce-Presidentf Published monthly by Seafarers International Union, Atlantic; eoif, takae and Inland Waters District, AFL-CIO 675 {=^ui1h Avfenue, Brooklyn, N,Y. 1123®,, Tel.^^ 4^ Second class postage pa'd at Brooklyn, N.Y. ..;li Page 18 Seafarers Log �'s : i DISPATCHERS REPORT IPS ri •2 •3 •4 •5 ••67 P 19 AKI/.PA PORTLAND AFOUNDRIA HOUSTON SAN FRANCISCO NEHi ORLEANS NEWARK ANCHORAGE TRANS HAWAII 1 Know Yinv Rights j j 1 1 lio MOHAWK 1 1 IBCRV/LLE DECEMBER 1-31,1973 DECK DEPARTMENT TOTAL REGISTERED TOTAL SHIPPED Port An Groups aassA Class B All Groups Class A QassB aassC Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle Totals 5 26 21 ' 41 14 32 11 31 63 102 24 67 33 470 ; 4 93 10 16 4 9 2 8 22 18 . 18 20 22 246 8 _67 10 29 6 29 4 9 39 102 14 51 42 410 4 21 3 14 7 7 0 6 8 19 18 13 29 149 Port Boston • New York PhUadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle Totals 4 0 0 2 1 1 0 0 2 7 0 1 0 18 AD Groups Class A Class B 7 154 23 63 18 47 7 50 130 31 29 106 26 691 5 30 17 20 6 6 2 8 25 29 22 31 15 216 ENGINE DEPARTMENT 6 54 12 26 5 17 8 27 54 58 10 59 18 354 4 82 13 18 6 14 3 11 22 28 9 27 16 253 8 38 5 26 4 15 1 8 39 47 13 51 20 275 3 83 3 24 3 11 2 9 15 22 16 37 27 255 Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle Totals Total AU Depts REGISTERED ON BEACH 4 0 0 1 2 3 1 0 0 3 0 1 0 15 2 122 17 46 14 23 1 41 114 44 11 66 18 519 4 62 13 16 11 12 1 12 36 61 11 42 13 294 STEWARD DEPARTMENT 3, 34 7 25 1 14 7 18 36 40 12 38 21 256 3 " 13 3 8 3 8 1 0 3 10 10 15 12 89 5M 3 28 3 17 3 12 2 6 21 32 9 19 21 176 861 2 14 2 6 2 2 0 0 1 2 9 8 21 69 473 5 53 1 4 5 1 0 0 0 0 0 0 0 69 102 3 95 13 37 11 20 1 47 70 34 16 71 9 427 1,637 2 108 6 15 5 10 0 1 7 29 5 24 4 332 842 By looldng at the above shipping figures, Seafarers can clearly see the true strengfli of their job security. These numbers show that SIU members can feel confident that jobs will be available for Biem to fill. During the period of Dec. 1-31,1973, of the 1,436 jobs shipped, 861 were filled by Class "A** Seniority full book members. Therefore, there were 575 per­ manent jobs available to Class Seniority full book members not taken by them. A number of official SIU dties receipt books have been reported missing or stolen from the warehouse in Brooklyn, N.Y. following deliveiy by the printer. Al! members are cautioned not to pay any Union obligafions to anyone other than a patrolman or other Union repr^ntative caityliig the proper credentials^ . Missing receipts can be identified as being in the following serl^ of nuniheis:;^ J-21,001 to 3-24,006 and 3-108,001 to 3-110,000. report the Inddent to January 1974 FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the memhership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accord­ ance with the provision's of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 27S-20lh Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action al the September, 1960, meetings in all constitutional ports. Ilie responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unle^ an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplyirtg a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONSw Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against be­ cause of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic inter­ ests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment op­ portunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All con­ tributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political^nd social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitntionai right of access to Union records or information, he shoiiM immediately notify SIU President Paul Hail at head­ quarters by certified mail, return receipt requested. Page 19 J-& 'i 'I �SlU-AandG Deck Department Upgrading Quartermaster 1. Must hold an endorsement as Abie-Seaman—unlimited—any waters. Cook and Baker and Chief Cook Training Courses at the Lundeberg School or; 12 months seatime as Third Cook or Assistant Cook, 6 months seatime C. as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training programs., D. 12 months seatime as Third Cook or Assistant Cook, 12 months sea­ time as Cook and Baker and 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. IBU Upgrading Engine Upgrading FOWT—r(who has only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and have normal color vision.) 2. Have 6 months seatime as wiper or be a graduate of HLS at Piney Point and have 3 months seatime as wiper. FOWT—(who holds an engine rating such as Electrician) 1. No requirements. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds only a wiper endorsement) 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30 and have normal color vision.) 2. Have 6 months seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds an engine rating such as FOWT) 1. No requirements. if QMED—^any rating 1. Must have or successfully passed examinations for FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boil­ ermaker, and Deck Engine Mechanic. 2. Must show evidence of seatime of at least 6 months in any one or a combina­ tion of the following ratings: FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, or Deck Engine Mechanic. Welding 1. Must hold endorsement as QMED—any rating. Steward Upgrading 1. Assistant Cook Training Program Requirements; A. 12 months seatime, in any Steward Department Entry Rating. B. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimum of 3 months seatime. 2. Cook and Baker Training Program Requirements; A. 12 months seatime as Third Cook or; B. 24 months seatime in Steward Department, 6 months of which must be as Third Cook and Assistant Cook or ; C. 6 months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. 3. Chief Cook's Training Program Requirements: A. 12 months seatime as Cook and Baker or; B. Three years seatime in Steward Department, 6 months of which must be as Third Cook or Assistant Cook and 6 months as Cook and Baker or; C. 6 months seatime as Third Cook or Assistant Cook and 6 months sea­ time as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook and Second Cook and Baker's Training Course or; D. 12 months seatime as Third Cook or Assistant Cook and 6 months seatime as Cook and Baker and are holders of a "Certificate" of com­ pletion from the Cook and Baker Training Program. 4. Chief Steward Training Program Requirements: A. 3 years seatime in ratings above that of Third Cook and hold an "A" seniority in the union or; B. 6 months seatime as Third Cook or Assistant Cook, 6 months as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Page 20 Taukemian 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30 and have nor­ mal color vision.) 2. All candidates must have a letter from the company for whom they have worked certifying their ability to handle the various types of fuels that they wish certification for. Master/Mate (Uninspected vessels not over 300 gross tons upon oceans.) Master—Must have 4 years at sea on deck—one year as licensed mate. Mate—Must have 3 years at sea on deck. 1. Must be a U.S. Citizen. 2. Must have a letter from company stating experience, type of vessel, registered number, etc., to meet U.S. Coast Guard requirements. 1st Class Pilot on vessel not over 300 gross tons 1. Must be 21 years of age. 2. Must be a U.S. Citizen. 3. Must have 3 years seatime as AB or equivalent with a minimum of 20 round trips over the route applied for within the past 5 years. Towboat Operator Original License n-~ 17 Must be 21 years of age. 2. Must have 3 years seatime on deck of vessel over 26 feet. 3. Must have 1 year seatime of the three years on towing vessel including train­ ing or duty in wheel house. 4. Must have 90 days service in geographical area applied for. 2nd Class Operator 1. Must be 19 years of age. 2. Must have 18 months at sea on a towing vessel including duty or training in the wheel house. 3. Must have 90 days seatime in geographical area applied for. Original License/2nd Class Operator 1. Must pass physical examination and eye examination of at least 20/100 in both eyes, corrected to a least 20/20 in one eye, and 20/40 in the other eye. 2. Must have normal color vision. 3. Must be a U.S. citizen. Radar Observer 1. All candidates must hold a valid deck license. SlU and IBU Upgrading Able-Seaman Able-Seaman—12 months—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no / more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 12 months seatime as an Ordinary Seaman or / 4. Be a graduate of HLS at Piney Point and have 8 months seatime as Ordinary Seaman. Able Seaman—unlimited—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight withput glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 36 months seatime as Ordinary Seaman or AB—12 months. Lifeboatman 1. Must have 90 days seatime in any department. ITI : D , '•'iyiS- Seafarcfrs Log �Upgrading Class Schedule January 24 —Lifeboat, QMED, Quartermaster, Welding, and all Steward Dept. Ratings February 7 —Lifeboat, QMED, FOWT, Tankerman, and all Steward Dept. Ratings February 21 —Lifeboat, QMED, Able Seaman, Welding and all Steward Dept. Ratings March 7 —Lifeboat, QMED, FOWT, Tankerman and all Steward Dept. Ratings March 21 —Lifeboat, QMED, Quartermaster, Welding, and all Steward Dept. Ratings AprU 4 —Lifeboat, QMED, Quartermaster, Welding and all Steward Dept. Ratings April 18 —Lifeboat, QMED, Able Seaman, Welding and all Steward Dept. Ratings IBU Director Appointed To Coast Guard Committee National Director of the Inland Boatmen's Union Paul Drozak, who is also an SIU vice-president, was recent­ ly appointed to the U.S. Coast Guard's Towing Industry Advisory Committee. This is the first time in the 30-year history of the Towing Committee that a representative of the maritime labor movem,ent has been appointed to this advisory position. The appointment was made by Ad­ miral Bender, commapdant of the U.S. Coast Guard. Drozak will serve a two-year term along with 29 other committee ap­ pointees, representing a large number of towing companies. The IBU National Director noted that the appointment tc Ihe Committee "is an excellent opportunity for the Inland Boatmen's Union to become more deeply involved in the regulatory matters that affect our membership and the towing industry. This is a tribute to our organization." Drozak also remarked that "the U.S. Coast Guard, like other govern­ mental agencies, knows that the Inland Boatmen's Union is cooperative and responsible and will lend its strength and influence toward achieving the goals of the Committee." The Committee serves as consultant to the U.S. Coast Guard on many im­ portant matters affecting the towing in­ dustry—and provides advice on the safe operation of towing vessels and their tows on the ocean, coastwise, and on the inland waterways system. Drozak noted that the IBU "shares with the Committee a desire to pro­ mote safety and prosperity for the tow­ ing industry." At the Committee's most recent meeting, held Dec. 13 in Washington, D.C., topics discussed included the licensing and education of tow vessel workers; the Ports and Waterways Safety Act, which covers vessel traffic systems, tow size and powering; the Occupational Safety and Health Act; aids to navigation; inspection of and communications on the bridge, and environmental protection. Drozak also serves on several work­ ing subcommittees of the group, cover­ ing personnel, manning scales, oil pol­ lution and bridges. Available to IBU Members Towboat Operator Course Developed at Piney Point The Inland Boatmen's Union to­ gether with the staff of the Harry Lundeberg School in Piney Point has developed a course for original towboat operator's license. The new program which is designed for IBU members who do not qualify under the grandfather clause of the Coast Guard's licensing regulations, will require candidates for licenses to take the full examination. The first towboat operators course, which is a part of the Union's continu­ ing educational development, began Jan. 7. In a,letter to all IBU-contracted fleet owners, IBU National Director Paul Drozak urged company officials to encourage eligible employees to take advantage of the training opportunity and said: "It is through this type of joint co­ operation that we will solve our man­ power problems and develop even bet­ ter skilled workers for your fleets." The IBU and the Lundeberg School have already developed training pro­ grams which are now in effect for young men beginning their careers and for experienced towboat and tug men. The new course being offered at the Lundeberg School is for both original towboat operator's license and secondclass operator. The length of the course will be from three to eight weeks de­ pending upon the type of license and the individual's ability to prepare for the examinations. The towboat operator's curriculum will cover five types of licenses—rwes ern rivers, inland. Great Lakes, ocean (not more than 200 miles offshore and oceans. •% I i f HARRY LUNDEBERG SCHOOL OF SEAMANSHH* UPGRADING APPLICATION Check program for which you are applying: IBU • SIU-A&G • Name -Age (Last) (First) (Middle) Address(Street) -Telephone. (City) (Zip) (State) Book Number. (Area Code) —Seniority. Port and Date Issued. Social Security # HLS Graduate: Yes • No • —^Ratings Now Held if Lifeboat Endorsement: Yes • No [ Dates Available For Training I Am Interested In: A&G—DEEP SEA ENGINE DECK • • • • AB 12 Months AB Unlimited Quartermaster Lifeboatman To Enjoy the Good Life • • • • • • QMED • FWT • Oiler • Dk. Mech. • Reefer • Boilermaker • STEWARD Electrician Dk. Eng. Jr. Eng. Pumpman Machinist Welder • Assistant Cook • Cook & Baker • Chief Cook • Steward IBU—INLAND WATERWAYS TOWBOAT • River-Operator • Inland Waterway-Operator • Ocean-Operator (not more than 200 miles) • Ocean-Operator (over 200 miles) • Radar Observer • Mate • Master • Pilot • Tankerman RECORD OF SEATIME — RIVERTIME (Show only amount needed to upgrade in rating checked above or attach letter of service, whichever is applicable.) SHIP OR TUG RATING HELD PORT- DATE OF SHIPMENT DATE OF DISCHARGE JDATE SIGNATURE. RETURN COMPLETE APPLICATION TO: IBU pensioner William R. Lewis, Jr. (center) accepts tiis first pension check last month from Representative Steve Papuchis (right) while McAllister Brothers' shop steward Fred Borentz looks on in the Norfolk Union Hall. - [January 1974 LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 ''fV' Page 21 Ma'. �Seven More Seafarers Achieve Full Books Keith £.Sisk Seafarer Keith Sisk, who graduated from the Harry Lundeberg School in 1967, now sails out of the port of Nor­ folk as able-seaman. This program has answered all my questions about our Union as well as the fast-changing conditions of the maritime industry. It was enlightening to see all of our headquarters opera­ tions first-hand and 1 realize better now that our Union is moving ahead. I hope now to be a better Union member and to hold down my respon­ sibilities as a full member of the SIU. Seven more Seafarers achieved full books through the SIU "A" Seniority Upgrading Program and took the oath of obligation at the general membership meeting in New York this month. This brings to 67 the number of Seafarers who have attained their full books since the upgrading program was established last year. The Seniority Upgrading Program was set up to continue the SIU's tradition of supplying the b»t trained and most highly qualified seamen in all depart­ ments for American-flag ships. The curriculum contains a broad range of sub­ jects designed to acquaint the upgraders with the innovations in the new ships that are coming off the ways as the result of the Merchant Marine Act of 1970, and to prepare them for their responsibilities as full members and their role as the future of our Union. On this page the seven new Seniority Upgraders tell in their own words what the program has meant to them. Martin J. McAndrew Seafarer Martin McAndrew foined the SIU after graduating from the Lundeberg School in Piney Point in 1969. He now sails as fireman-water­ man-oiler after completing upgrading at the school in 1970. He now ships out of San Francisco. Attending this program has been an educational experience for me and I have a much better understanding now of our Union and the problems of the maritime industry. I learned a great deal and I am a better informed member because of this opportunity. Not only did I get a chance to attend the firefighting school, but I also learned a great deal about the new types of ships that we will be sailing aboard. i,;., %V-. Louis H. Ludeman !)• Seafarer Louis Ludeman, who sails out of the port of New York, gradu­ ated from the Harry Lundeberg School in 1969 and now ships as able-seaman. 1 did not know a great deal about our Union when I first started sailing but since I've gone through this Senior­ ity Upgrading Program I learned a lot about how our Union operates. One very important thing I learned was the importance of the work we are doing in Washington to make sure that we have the friends who can help us in our fight for jobs and job security. That's why we all have to support SPAD- If it wasn't for that we would be in bad shape today. Timothy J. Bolen Seafarer Timothy Bolen went to the Harry Lundeberg School on the rec­ ommendation of his father, Seafarer James Bolen. He graduated in 1971 and later attended the Upgrading Cen­ ter for his able-seaman endorsement. Seafarer Bolen ships out of the port of Seattle. This program has been an enlighten­ ing experience for me, and I under­ stand better now that my Union is working with me and for me. In Wash­ ington I saw the powerful political arm of our Union which we could not do without, and I learned the importance of our participating through our sup­ port of SPAD. During my stay at headquarters I learned that many of the things we take for granted are really the result of a lot of hard work by our officials and the staff there. I truly believe that a Union is only as good as its mem­ bership and because we have a Union that works we must have one hell of a good membership. John Miranda Stephen R. Garay Seafarer John Miranda graduated from the Harry Lundeberg School in May, 1971 and completed his upgrad­ ing to fireman-watertender in April, 1973. He now sails out of New York. Our educational facilities at Piney Point are proof of just how far our Union has come. Here is a place where all of our members, the young ones and the older members, can come to upgrade to better jobs and to qualify for the new ships that are coming out. Through this program I now have a better understanding of the fact that we have to be active in politics be­ cause of the nature of our industry, and that we must all participate through our support of SPAD. Seafarer Stephen Garay, who sails as able-seaman out of the port of San Francisco, graduated from the Harry Lundeberg School in January, 1972 where his instructors rated him as an outstanding student. It has been an educational experi­ ence for me to see first-hand the work­ ings of our Union and the advance­ ment opportunities at Piney Point. All of my questions were answered hon­ estly and clearly. Belonging to the SIU is my life and I am proud to be a part of such a con­ cerned organization. We must all stick together and contribute to SPAD for there are many who would like to see us fall. Politics Is PoifiaM mm //A// Robert M. Thomas, Jr. Seafarer Robert M. Thomas, Jr. has been sailing with the SIU since his graduation from the Harry Lundeberg School in 1968. He now sails as fireman-watertender out of the port of Norfolk. I have been a member of the SIU for nearly six years and I have seen the opportunities available to all of our members to advance themselves to higher ratings. I have upgraded myself and I am going to continue to move to higher ratings through our Union's Upgrading Center. I have learned a great deal during my stay at Piney Point and at Union headquarters, and I know I am a better seaman and a better SIU member be­ cause of this opportunity. Page 22 A" Seniority Program Is Expanded by SIU The SIU's "A" Seniority upgrading program has been expanded to provide more Seafarers with the opportunity to achieve full books through the fourweek program. In an action last month, the Sea­ farers Appeals Board amended the eligibility requirements—^which previ­ ously limited the program to graduates of the Lundeberg School's entry-rating program—to include Seafarers who successfully complete the advanced course of training at the school. The new eligibility requirements read as follows: "Possession of a certificate of satis­ factory completion of the HLSS entry rating training program and a mini­ mum of twelve (12) months of seatime with any of the companies listed in Appendix "A" of the collective bar­ gaining agreements, or "Possession of a certificate of satis­ factory completion of the advanced course of training then being offered by the HLSS for the department in Which such seamen regularly ship and has a minimum of thirty-six (36) months of seatime with any of the companies listed in Appendix "A" of the collective bargaining agreements." The program has been expanded to provide the necessary numbers of highly qualified Seafarers to man the new ships being built for SlU-contracted companies. Speaking at the August 1972 mem­ bership meeting at Union headquarters when the Seniority Upgrading and Bosuns Recertification programs were instituted by the membership, SIU Vice President Frank Drozak said: "If the SIU is to maintain its hard earned position we must prepare now to meet the challenge these new ves­ sels will soon present—a challenge faced by both the maritime industry as a whole and by the Seafarer as an individual. "It is my feeling that one of the finest tools we have to help meet this challenge is our Seniority Upgrading Program." Facilities are available at the Harry Lundeberg School to enable 15 Sea­ farers to begin upgrading classes each month. Broad curriculums have been developed by the Lundeberg staff for Seafarers in all three departments. Seafarers Log �Antonio R. Colon, 59, joined the SIU in 1945 in the port of New York sailing in the steward depart­ ment. Brother Colon is a native of Puerto Rico where he lives with his wife, Aurelia in Puerto Nuevo. Geoi^e Djian, 57, joined the Union in 1945 in the port of New York sailing in the steward depart­ ment. Born in Oran, Algeria, Bro­ ther Djian resides in Freehold, N.J. with his wife Esther. He is an Army veteran. Thomas R. Golden, 65, joined the IBU in Port Arthur, Tex. in 1963 sailing as a cook for the Sabine Towing Co. from 1942 to 1973. Brother Golden is a native of Hillsboro, Tex., and resides in Groves, Tex. with his wife, Margaret . Clinton J. Murray, 65, joined the SIU in the port of Seattle in 1956 sailing in the deck department as a bosun. Brother Murray was born in California and presently resides in Seattle. Chester E. Lee, 65, joined the IBU in the port of Mobile in 1956 and sailed in the engine department. Brother Lee is a native of Alabama and resides in Mobile with his wife, Gcorgiana. f Frank A. Gages, 57, joined the If ^ SIU in 1942 in the port of New . York and sailed as an AB in the deck department. Brother Gages Riv. was born in Worcester, Mass., and 'V now resides in Queens, N.Y. with his wife, Helen. Gervacio Vinluan, Sr., 66, joined the SIU in 1947 in the port of New York sailing in the steward depart­ ment. Bom in the Philippines, Broth­ er Vinluan resides in Binalonan, Pangsinan, P.I., with his wife Alejandra. He is a Navy veteran of World War II. Kosta Hatgimislos, 53, joined the Union in 1939 in the port of Provi­ dence, R.I., and sailed as a cook in the steward department. Brother Hatgimisios is a native of Norwich, Conn, and now lives with his wife, Concetta in Philadelphia. He at­ tended an SIU Educational Confer­ ence at Piney Point, Md. in 1972. George J. Barnes, 64, joined the IBU in the port of Philadelphia in 1961 and sailed in the deck de­ partment for the Curtis Bay Tow­ ing Co. from 1941 to 1973. Brother Barnes sailed for the P. F. Martin Co. from 1928 to 1941. He was born in Philadelphia and resides in Deerfield Beach, Fla. with his wife, Genevie. Frank J. Comunale, 65, joined the IBU in the port of New York in 1960 sailing in deck department as a floatman for the Penn Railroad Marine Department and on the tug Cincinnati from 1927 to 1973. Bom in Iselin, N.J., Brother Comunale lives in Lake Hiawatha, N.J. with his wife, Lucille and daughter, Carol. Howard (Hank) F. Brewer, 57, joined the SlU-affiliated IBU in the port of New York in 1960 sailing in the deck department as a tug dis­ patcher for the Baltimore & Ohio Railroad from 1941 to 1973. Bom in Staten Island, N.Y., Brother Brower now lives in Queens, N.Y. with his wife, Dolores; son, Howard and daughter, Ruth. He is a Na\7 veteran of World War 11. He was also a delegate to the first IBU con­ vention in 1961 and was general chairman of grievances, B «& Q Ma­ rine Department in 1967. Stephen T. FaczkowskI, 65, joined the IBU in the port of New York in 1960 sailing in the deck department for the Penn Railroad from 1926 to 1973. Born in Jersey City, N.J., Brother Paczkowski lives in Jersey City. He is an Air Force veteran of mm. World War II. Date Deep Sea IBU UIW ,....7:00 p.m. 5:00 p.m '. 2;30 p.m. . .. Feb. 4 7:00 p.m. 7:00 p.m. ... 2:30 p.m. . .. Feb. 5 .. ., .7:00 p.m. 7:00 p.m. ... 2:30 p.m. . .. Feb. 6 7:00 p.m. — ... 7:00 p.m Feb. 7 .... — ..... — Feb. 8 — 5:00 p.m Feb. 11 5:00 p.m 2*30 D m ... Houston Feb. 11 5:00 p.m New Orleans Feb. 12 5:00 p.m 2:30 p.m. . .. Mobile Feb. 13 — .... .... 2:30 p.m. ... San Francisco .... Feb. 14 " Columbus Feb. 16 Chicago Feb. 12 .... — 6:00 p.m —— • •.. Port Arthur Feb. 12 .... — 5:00 p.m — ... . Buffalo Feb. 13 — 5:00 p.m ••• « St. Louis Feb. 14 — 5:00 p.m — • •.. Cleveland Feb. 14 5:00 p.m •••' Jersey City Feb. 11 ..... New York Philadelphia Baltimore Norfolk Detroit • r ,1) '< 'mrM. Joseph R. Pearson, 63, joined the IBU in 1948 in the port of Houston sailing in the engine department for the G & H Towing Co. from 1956 to 1973 and the Texas City Refining Co. from 1953 to 1956. Bom id New Orleans, Brother Pearson resides in Galveston, Tex. with his wife, Ellen; son, Joseph and daughter, Mary. William R. Lewis, Jr., 63, joined the IBU in the port of Norfolk in 1961 sailing in the deck department for McAllister Brothers Towing Co. from 1952 to 1973 and the Curtis Bay Towing Co. from 1950 to 1952. Born in Pennsylvania, Brother Lewis resides in Norfolk with his wife, Elizabeth and two daughters, Tina and Kathleen. Floyd W. Hughes, Sr., 50, joined the SlU-affiliated IBU in the port of New Orleans in 1964 sailing in the deck department for the Crescent Towline Salvage Co. from 1953 to 1973. Bom in New Orleans, Brother Hughes resides in New Orelans with his wife, Ethel; daughter, Maria and four sons, Jason, Thomas, Steven and Glenn. He is an Army veteran of World War II. James A. Godwin, 65, joined the SlU-aflSfiiated IBU in the port of Mo­ bile in 1956 sailing in the deck de­ partment as an AB for the Mobile Towing Co. from 1953 to 1973. Born in Alabama, Brother Godwin lives in Bay Minette, Ala. with his wife, Nettie. The following active members and pensioners have had their benefit pay­ xments held up because they failed to supply complete information when filing their claims. Please contact Tom Cranford at (212) 499-6600. District V. S.S. No. Name UIW 200-40-5832 Wayne Fegley urw 219-28-1976 Major Massenburg 285-36-8376 UIW Charles Henson 427-16-3543 A&G W. Poncio IBU 547-48-8325 W. Evans A&G J. Thornton 455-52-5028 IBU 230-12-0194 J. Pritchard 198-18-8939 UIW A. Furlani UIW 219-56-7925 H. Baker A&G 054-07-3022 i S. Rosario A&G 263-36-2251 J. Gonzalez IBU 438-56-2102 H. Williams UIW :¥ 282-58-3654 J. D. White IBU 164-05-7642 S. Waff UIW 580-14-4926 C. James A&G 160-38-5503 G. A. Prindle UIW 420-03-5663 D. Middlebrook IBU 183-16-1573 H. Hines A&G 423-09-9850 W. Barron IBU 497-38-8612 W. Purcell UIW 277-34-1349 L. Lowe UIW 245-48-9592 B. Spencer A&G 291-26-1145 C. Qttelin mu 043-14-1670 R. Bunkley UIW 584-28-3807 N. Trinidad A&G •1 J 383-56-5023 J. VanSnipe i % •J.Rakytd'-^"''^;^' ' IBU ' '266-56-4159 i I 1 I ''I Paul S. Husehy, 58, joined the SIU in 1943 in the port of New York sailing in the steward department as a chief cook. Brother Huseby is a native of Minnesota and lives in New Orleans. Delayed Benefits MEMBERSHIP MEEnNGS' SCHEDULE Port Dirk Vlsser, 64, joined the Union in 1946 in the port of Boston sailing in the deck department on tankers as an AB. Bom in the Hague, the Netherlands, Brother Visser lives in New Orleans with his wife, Fay. He won a Seafarers Safety Poster design contest in 1961 on general shipboard safety. i Page 23 f'' �SEAFARERS w>c_ : ••^t7i^:Si,^:M-^it,4ifs 4;... ?973-Another Look ^^ruinuea *kv>^ j^^ferer^LearnfiVefioh^;.^ |S ''"°^'^/*«'l"Soard f-V 31 'S- '•«. 51 January A1 nearly 500 for Seafarers. . One nf bmging grain to Russia Ehe n'^ '^'P' Aleutian (Maritime A' turned with the first carfio^!If nnported by the UnitS Ita^i end of World War II S ' ity Leader Gerald R p' 7^^® Minor- e;rs4»s!s,s fleet when he saidf If h/Mir»1« ^1 25-25 *^ ^ merchant V V ... lias made's^aoMf """'"e February ports be carried on Am " E &-S -^SSo'S ssKafE^SE ried on U.S.-flag ships fealed Sh'Siifl """ <<«- ding House approval T" nnportam Sllf-led i,'„' i • "olher transfer of US Pnhc u V^® Hospitals from'feder^tn trol was delayed in n, Pf'^ate con- S?Merl^,''h5''-'"-^% c, ; "S"l |ndg«re,easr;;rel\„?,5t» Rep. I^onorK. Sullivan (D-MaTias fpSSlT^'s-sas KB" ^ rigirt to of Labor. ' ..ZT^wRv :s«as -sain:;. -SnstK; Seafarers Log ^ Secretar �\ March July T he ultra-modern Delta Mar (Delta Steamship Lines) was launched at the Avondale Shipyard to become the first ship built under the Merchant Ma­ rine Act of 1970. The SlU-contracted Delta Mar is the first of three revolutionary LASH-type barge/container carriers being built for Delta. To honor the occasion of the launching of the first ship constructed under the Merchant Marine Act of 1970, the vessel was christened by Leonor K. Sullivan, chairman of the House Merchant Marine and Fisheries Com- SEAFARERS LOG riTT"^ ^ 1973-Another Look A Joint Towing Industry Committee on Training was established to assist the Union and the school in updating and expanding the training programs. . . . The Sea-Land Commerce completed her maiden voyage from Rotterdam to her home berth at Port Elizabeth, N.J. to become the third of Sea-Land's new SL-7 containerships to be put into serv­ ice. Five more of these 33-knot ships are being built for the North Atlantic and Far East trade routes which will mean more jobs and job security for Seafarers. The adage that you're never too old to learn was graphically illustrated when 62-year-old Allen Batchelor, who has been going to sea for nearly 40 years, achieved his QMED-any rating en­ dorsement at the SIU Upgrading Center in Piney Point. — May Voyage to IcyAntarcHca mtrnrntm mitee, and the main speaker at the ship's launching was Robert J. BlackweU, assistant secretary of commerce for maritime affairs. . . . The member­ ship-elected Bosuns Recertification Committee issued its report on the cur­ riculum for the Bosuns Recertification Program which will begin June 1. Two new upgrading programs were added at the SIU-IBU Upgrading Cen­ ter in Piney Point. Steward department training from assistant cook through chief steward was inaugurated for both SIU and IBU members, and a new towboat operators course to qualify towboatmen for licenses under the newlypromulgated Coast Guard Towing Ves­ sel Licensing Act. f I ^he SlU-led fi^t to save the Public JL Health Service Hospitals contin­ ued in Congress as the Union told the House Merchant Marine and Fisheries Committee that Congress must provide support and financing to again build this vital system into a viable and quality health care system. The government plans to shut down six of the eight remaining hospitals July I and to close the remaining two at a future date. ... In a special message to Congress, President Nixon asked that immediate action be taken to remove restrictions which have prevented con­ struction of the Trans-Alaska pipeline. The children of four more Se^arers achieved a high school diploma through the Lundeberg School's GED program. June FTlhe House of Representatives voted I overwhelmingly to approve SIUsupported legislation which would halt the closing or curtailing of services at the eight Public Health Service Hospi­ tals. .. . More than 108 members of the House of Representatives, led by Congresswoman Leonor K. Sullivan, chair­ man of the House Committee on Mer­ chant Marine and Fisheries, sponsored legislation requiring that 20 percent of oil products be carried on U.S.-flag ships with the quota increasing to 25 percent in 1975 and 30 percent in 1977. Seafarers got a five percent pay in­ crease and a boost in overtime rates under the three-year contract nego­ tiated in 1972 which called for an 11 percent wage hike the first year and a five percent hike this year and next year. The Delta Norte became the second LASH barge/containership launched this year by SlU-contracted Delta Steamship Lines. UuncM^NpvOriMni SEAFARERS H.II Text of SIU Constitution M anagement leaders representing towing and barge line companies met with officers and staff of the IBU and the Lundeberg School in Piney Four $10,000 SjU Scholarships were awarded $10,000 college scholar­ ships, A total of 102 grants have been awarded since the program began in 1953, including 26 to Seafarers and 76 to Seafarers' dependents. . . . National Maritime Day was celebrated through­ out the nation to remind all Americans of the great traditions and contributions of the U.S. merchant marine in both war and peace. Again proving that you're never too old to learn, 42-year-old Seafarer John Ashley not only got his QMED-any rating endorsement at the SIU Upgrad­ ing Center in Piney Point but also Point to review a new educational pro­ gram designed to recruit and train young men as deckhands and to provide broader opportunities for IBU members to upgrade to higher ratings. lanuarv 1974 i ri~The 225,000-ton supertanker TT X Brooklyn, the largest merchant ship ever built in the United States, was christened at the former Brooklyn Navy Yard. Construction of the 1,094-foot vessel was handled by the SlU-affliated United Industrial Workers of North America. Ihe 55,000 hp turbine-pow­ ered oil carrier is the first of four iden­ tical supertankers to be built by Seatrain Shipbuilding Corp., a subsidiary of Seatrain Lines. i-L' Senators Warren G. Magnuson (DWash.) and J. Glenn Beall, Jr. (R-Md.) introduced in the Senate, legislation re­ quiring that a portion of the nation's oil SEAFARERS LOG — - % }' . SEAFARERS LOG — - BOSUNS RECERTIFICATION PROGRAM AprU , Delivering the main address at the launching. Secretary of Commerce Frederick B. Dent said that "under President Nixon's maritime program, embodied in the Merchant Marine Act of 1970, we are engaged in the most am­ bitious upgrading of the American-flag merchant fleet ever undertaken in peacetime."...A new course for mates and masters of uninspected vessels was initiated at the SIU-IBU Upgrading Center in Piney Point to provide further upgrading opportunities for IBU towboat operators. . . , The sixth of eight SL-7 supercontainerships being built for SlU-cpntracted Sea-Land Service, the Sea-Land Finance, was christened and launched... .The SIU's Bosuns Re­ certification Program got underway as the first six bosuns arrived in Piney Point to begin a two-month upgrading program. The transfer of 13 Military Sealift Command tankers to civUian operation with manning by SIU crews was praised as a "milestone" by Rear Admiral John D. Chase, commander of MSC after sbc months of successful operation. Politics is Porkchops Donate to SPAD IBU Training For Amaj^s inland Waterways imports be carried on American-flag ships. Similar legislation is now pending in the House— Another new ship, the SlU-manned Notre Dame Victory (Ecological Shipping Corp.), arrived in New York on her maiden voyage carrying oil from Nigeria.... In a letter to all members of the U. S. Senate, the 13.5 million strong AFL-CIO urged an immediate start on construction of the Alaskan pipeline....Congressman John Blatnick (D-Minn.), chairman of the House Public Works Committee, said he would fight any attempt in the House to impose tolls or other user charges for traffic on America's inland waterways. The SlU-affiliated Inland Boatmen's Union opposes the toll system since it would not only eliminate jobs but also destroy the health and growth of the inland waterways industry. f* f ¥ August C ongress cleared the way for con­ struction of the Trans-Alaska pipeline from the North Slope oil de­ posits to the port of Valdez. The Sen­ ate vote was 77-20 and the House ap­ proved the bill by a margin of 365-60. Graduation ceremonies were held at the general membership meeting at headquarters for the first class of bosuns to complete the Bosuns Recertification Program....The SlU-manned Delta Mar (Delta Lines), the first U. S. built LASH, carrier and the first ship built under the Merchant Marine Act of 1970, completed her maiden voyage to South America... .The SIU was granted an injunction preventing the Depart­ ment of Health, Education and Wel­ fare from closing the USPHS hospitals. .. .Testifying for the SIU, representa­ tives of the AFL-CIO Maritime Trades Department told a joint session of the Senate Commerce and Public Works Committee that the building of superContinued on Page 26 Page 25 I ^ -i i �From the Pages of the Seafarers Log: 1973-Another Look IV. 5 H;,: • rf • rl ports off the nation's coasts "is of first priority if the present and ever increas­ ing petroleum shortage facing the United States is to be overcome." Additional members of the House of Representatives have joined the list of co-sponsors of legislation to require that a portion of oil imports be carried on American-fiag ships, bringing the total number of Congressional sup­ porters to 133. September I argest freightship ever built on the jWest Coast, the 80,500-ton oil-orebulk carrier Ultramar (Westchester Marine) was delivered to her owners and is now sailing around the world on her maiden voyage. More jobs were provided for Sea- Y*. .'i ,f SEAFARERS LOG — MORE SHIPS MORE JOBS SEAFARERS AND THE ENERGY CRISIS farers when another SlU-manned freightship, the Sugar Islander (Pyra­ mid) sailed from Portland, Ore. for Hawaii on her first grain-sugar run The third of the revolutionary LASH barge/container ships built for SIUcontracted Delta Lines was launched. Christened the Delta Sud, the 893-foot vessel joins her two sister-ships, the Delta Mar and Delta Norte, which were launched earlier this year.... And on the Great Lakes, the SlU-manned selfunloader William R. Roesch (Kinsman Marine) made her maiden voyage to Lake Superior. This '630-foot ore car­ rier was the first Great Lakes vessel built under the provisions of the Mer­ chant Marine Act of 1970—Also on the Great Lakes, the SlU-crewed Roger M. Kyes (American Steamship Co.) was launched. This 680-foot selfunloading ore and coal carrier is the first of five ships being built for Ameri­ can Steamship. In a special radio message to the na­ tion, President Nixon urged immediate Page 26 congressional action on several bills de­ signed to ease the nation's energy crisis. The President put especially strong em­ phasis on immediate construction of the Trans-Alaska pipeline and the con­ struction of off-shore deepwater ports. ... Meanwhile, as Congress reconvened this month, the SIU vigorously resumed its legislative efforts dealing with saving the U.S. Public Health Service Hospi­ tals, the oil import quota for U.S.-flag ships and immediate construction of tlie Trans-Alaskan pipeline. The expanding IBU training pro­ grams at the SIU-IBU Training and Upgrading Center in Piney Point were given an enthusiastic stamp of approval by industry leaders and the Coast Guard during a meeting of the Joint Towing Industry Committee on Educa­ tion held at the Lundeberg School. October B ecause the Bosuns Recertification Program has proved highly suc­ cessful in providing the industry with more qualified personnel, and to pro­ vide more bosuns with the opportunity to take advantage of the upgrading and re-training program, the Union has doubled the class size from six to 12 bosuns beginning with the next class. The House Merchant Marine and Fisheries Committee began hearings on legislation that would require that a portion of all oil imports be carried on U.S.-flag ships. The bill was introduced and sponsored by the committee's chairman, Congresswoman Leonor K. Sullivan (D-Mo.) and more than 200 other Congressmen, both Democrats and Republicans—The long and com­ plicated battle to save the Public Health Service Hospitals entered the third round when the Senate attached an amendment to the Military Procure­ ment Bill that would maintain these vital hospitals and continue their com­ plete operations. This latest move to save the hospitals, which has been led by a determined SIU effort, was sponsored by Senator Warren G. Magnuson (D-Wash), Chairman of the Senate Commerce Committee. SlU-contracted Sea-Land Service acquired two new SL-18 class ships which were originally for Pacific Far East Lines Two more new SIU con­ tracted ships completed their maiden voyages. The Sea-Land Finance, the sixth of eight 33-knot containerships, arrived in Port Newark, N.J., after a voyage to kt |B - •• 5C. -y lUiifaii Germany and the Netherlands. She is now on her way to Seattle and the Far East. The Sugar Islander (Pyramid) which left Portland, Ore. on her maid­ en voyage carrying grain to Hawaii ar­ rived in New Orleans carrying the larg­ est single raw sugar cargo ever shipped from the Islands....On the Great Lakes, another new ore-carrier, the SlU-contracted Charles E. Wilson completed her maiden voyage. This 680-foot selfunloader is second of five vessels being built for American Steamship Co. Vovember Voya. vOMiOTSsmjaa SBAKUlEltS" f T ight to save the Public Health Serv­ ice Hospitals moved another step toward victory when the House of Rep­ resentatives passed the Military Pro­ curement Bill which includes an amend­ ment to preserve the remaining eight hospitals. The 120,000 deadweight ton tanker Overseas Juneau, built for an SIUcontracted subsidiary, was christened at the Sparrows Point shipyard Two more additions to the growing SIUmanned Great Lakes fleet are provid­ ing more jobs and job security for Sea­ farers. They are thtPaul Thayer (Kins­ man Marine) and the 704-foot H. Lee White (American Steamship) SIUcontracted Falcon Carriers announced the cutting of steel for the first of four Nixon, Ford Speak to SIUNA Convention Delegates iMhfn |M3 I HA«tR.C? AfL' Public Health Service Hospital; Are Saved r>i« n Trons-Alaslcof: PIfwIinaBIIIWf Oil Import Legislation Rght By SiU Ccntinueg t Seasons Greeiiii^^^t^^ LOG LASH Ship Robert E. Lee Is Launched Paul Thayor Annual Reporfs of Seafarers Plant 35,000-ton diesel-powered tankers. All four ships are being built under the Merchant Marine Act of 1970— The first of three new LASH-type car­ riers being built for Waterman Steam­ ship Corp. was launched at Avondale Shipyard....Senator Ernest F. Hollings (D-S.C.) set the keynote at the conven­ tion of the AFL-CIO Maritime Trades Department by calling for quick pas­ sage of two bills important to Seafar­ ers—a bill to require that a portion of all oil imports be carried on U.S.-flag ships and legislation to begin construc­ tion of deepwater oil terminals. December W USN3 Cossatot-Nine and services The other significant victory came when the President signed a bill authorizing immediate construc­ tion of the Trans-Alaska pipeline.... Meanwhile, support in both the House and Senate continued to grow for the oil import bill and more than 220 Con­ gressmen have now joined House Mer­ chant Marine and Fisheries Committee Chairwoman Leonor K. Sullivan as sponsors of the bill. Hearings on this bill which would require a substantial portion of the nation's oil imports to be carried on American-fiag bottoms are continuing and the SIU will testify be­ fore the committee in January....Some 200 delegates took part in the 16th Biennial Convention of the SIUNA in Washington. Among the speakers were President Nixon, Vice Presidential designate Gerald Ford, and Congres­ sional and Administration leaders in ith the backing of a united mem­ bership, the SIU won two impor­ tant battles on. the legislative front. The culmination of a determined three-year fight to save the remaining eight USPHS hospitals came when President Nixon signed the Military Procurement Bill which contained an amendment calling for continuation of the hospitals and for improvements in both the buildings maritime affairs In a continuing ef­ fort to provide our IBU-contracted companies with well-trained deck­ hands, the Lundeberg School in Piney Point graduated its first class in an ex­ panded entry-rating program. Increase ing the training schedule from foiir to eight weeks, the new programs include lifeboat training and tankerman train­ ing. From Jan. 1 through Dec. 31, 1973, Seafarers and IBU towboatmen achieved a total of 2,247 new endorse­ ments at the SIU-IBU Upgrading Cen­ ter in Piney Point, including 151 QMED—any rating, 140 pumpmen, 36 AB tickets, 53 steward department ratings, 45 lifeboat endorsements, and 639 qualified firefighting ratings. In addition, 32 Seafarers qualified as quartermasters and 17 completed the welding course. And, 17 Seafarers achieved high school diplomas through the Lunde­ berg School's GED program. A total of 35 bosuns have received their Bosuns Recertification Certifi­ cates since the program began in June and 12 more are now in the expanded program. Meanwhile, 34 Seafarers achieved their full books under the SIU "A" Seniority Program and seven more are in the December class. IBU members achieved a total of 135 licenses, including 119 towboat operators licenses, 13 first-class pilot ratings, two mate licenses and, one master's certificate. In all, since the Upgrading Center was established in Piney Point in June, 1972, SIU and IBU members have achieved a total of 2,444 upgrading ratings, endorsements and licenses Also, the SlU-affiliated IBU and UIW revised their Constitutions at their respective Conventions. Among the changes, the IBU was restructured and dues and initiation fees were raised in both unions. Seafarers Log �41 SEAFARERS 1973 TAX INFORMATION April 15, 1974, is the deadline for filing Federal income tax returns. As is customary at this time of year, the SIV Accounting Department has pre­ pared the following detailed tax guide to assist SIU men in filing their returns on income earned in 1973. Who Must File Every Seafarer who is a citizen or resident of the United States, whether an adult or minor must file a return if you are; And your gross income Is at least: Single or are a widow or widower, and are under 65 $2,050 Single or are a widow or widower, and are 65 or older 2,800 Single, can be claimed as a dependent on your par­ ent's return, and have tax­ able dividends, interest or other unearned income 750 Married filing jointly, liv­ ing together at end of tax year (or at date of death of husband or wife), both are under 65 2,800 Married filing jointly, liv­ ing together at end of tax year (or at date of death of husband or wife), one is 65 or older 3,550 Married filing jointly, liv­ ing together at end of tax year (or at date of death of husband or wife), both are 65 or older 4,300 Married filing separate return, or married, but not living together at end of tax year 7.50 A person with income from sources within U.S. possessions 750 Self-employed and your net earnings from self-em­ ployment were at least $400. If income tax was withheld even though you are not required to file a return, you should file to get a refund. When To File Tax returns have to be filed by April 15, 1974. However, the April 15 dead­ line is waived in cases where a seaman is at sea. In such instances, the seaman must file his return at the first oppor­ tunity, along with an affidavit stating the reason for delay. How To Fay Make check or money order payable to "Internal Revenue Service" for full amount on line 23. Write your social security number on your check or mon­ ey order. If line 23 is less than $1, do not pay. Rounding Off To Whole Dollars The money items on your return and schedules may be shown in whole dol­ lars. This means that you eliminate any amount less than 50 cents, and increase any amount from 50 cents through 99 cents to the next higher dollar. Adantages of A Joint Return Generally it is advantageous for a married couple to file a joint return. There are benefits in figuring the tax on a joint return which often result in a lower tax than would result from sep­ arate returns. Changes In Marital Status If you are married at the end of 1973, you are considered married for the en­ tire year. If you are divorced or legally separated on or before the end of 1973, you are considered single for the entire year. If your wife or husband died dur­ ing 1973 you are considered married for the entire year. Generally in such a case, a joint return may be filed for the year. You may also be entitled to the benefits of a joint return for the two years following the death of your hus­ band or wife. U.S. citizens with foreign addresses except A.P.O. and F.P.O. and those ex­ cluding income under Section 911 or 931, should file with the Internal Rev­ enue Service Center, 11601 Roosevelt Boulevard, Philadelphia^ Pennsylvania 19155. Note: If you move to a new ad­ dress after filing your return and you are expecting a refund, be sure to file a change of address with the post office where you moved from. Unless you do this, the post office cannot send your check on to your new address. Exemptions Each taxpayer is entitled to a per­ sonal exemption of $750 for himself, $750 for his wife, an additional $750 if he is over^5 and another $750 if he is blind. The exemptions for age and WM' blindness apply also to a taxpayer's wife, and can also be claimed by both of them. In cases where a man's wife lives in a foreign country, he can still claim the $750 exemption for her. In addition a taxpayer can claim $750 for each child, parent, grandpar­ ent, brother, brother-in-law, sister, sis­ ter-in-law, and each uncle, aunt, nephev, m Jiiece dependent on him, if he provides more than one-half of their support during the calendar year. The dependent must have less than $750 income and live in the U.S., Canada, Mexico, Panama or the Canal Zone. A child under 19, or a student over 19 can earn over $750 and still count as a dependent if the taxpayer provides more than one-half of his support. The law also enables a seaman who is contributing more than ten percent of the support of a dependent to claim an exemption for that individual, provided the other contributors file a declaration that they will not claim the dependent that year. Credit For Excess Social Security (FICA) Tax Paid If a total of more than $631.80 of Social Security (FICA) tax was with­ held from the wages of either you or your wife because one or both of you worked for more than one employer, you may claim the excess over $631.80 as a credit against your income tax. January 1974 IRS will figure your tax if your in­ come on line 15 is $20,000 or less, was only from wages, salary and tips, divi­ dends, interest, pensions and annuities, and you want to take the standard de­ duction. All you do is: 1. Place your name and address label on your return, or fill in name, address, and social security number. Also fill in County of Residence and occupation. On a joint return, show names, numbers and occupations of both husband and wife. If you are married, give numbers of both you and your spouse even though you file separately. 2. Fill in lines 1 through 7. 3. Check boxfes) on line 8 if you want to participate in the presidential election campaign fund "check-off." 4. Fill in lines 9 through 15, lines 17, 19, 21a, b, and d, if necessary. Answer the foreign accounts question after line 65. 5. On a joint return, show your and your spouse's income separately on the dotted line to the left of the line 15 entry space. 6. Sign your return. Both you and your spouse must sign a joint return. 7. File on or before April 15, 1974. IRS will then figure your tax and send you a refund check if you paid too much or bill you if you did not pay enough. Note: If you have a retirement in­ come credit, IRS will figure that also. Just attach Schedule R after you have answered the question for columns A and B, and filled in lines 2 and 5. Then write RIC on line 17 of Form 1040. Who May Use Short Form 1040A It is to be used by an individual who does not itemize his personal deductions and whose gross income (unlimited as to amount) consists only of wages, sal­ ary, tips, other employee compensation, dividends, or interest. (Last year Form 1040A was not permitted to be used if an individual had either dividend or interest income of more than $200.) Form 1040A is a "no attachment" re­ turn—that is, it may not be used by an individual who is required to file any of the schedules necessary to support Form 1040, such as Schedule D for capital gains or Schedule F for farming. Who May NOT Use Short Form 1040A Even if the above tests can be met. Form 1040A cannot be used by an in­ dividual: (1) if he is married and his spouse itemizes deductions on a separate re­ turn, (2) if he claims any credit against tax other than the credits allowable for contributions to candidates for public office, for estimated tax pay­ ments, or for excess FICA taxes with­ held because of employment with two or more employers, (3) if he claims an exclusion for sick pay, (4) if he claims employee business expense deductions or moving ex­ pense deductions, (5) if he received tips of $20 or more in a month which he did not report fully to his employer or if his Form W-2 shows any uncollected so­ cial security employee tax on tips, (6) if he is a nonresident alien or is married to a nonresident alien at the end of the year, (7) if he computes his tax other than by use of the tax rate tables or I.. Tax Credit For Retirement Income A tax credit is allowed for individuals against retirement income such as rents. Continued on Page 28 $ Your 1973 Tax Form Many Seafarers will need only short Form 1040A or Form 1040 in filing their 1973 returns. Schedules and forms that may be required in addition to Form 1040 include the following, which you may obtain from an Internal Rev­ enue Service office, and at many banks and post offices: Schedule A for itemized deductions; Schedule C for income from a per­ sonally owned business; Schedule D for income from the sale or exchange of capital assets; Schedule E for income from pen­ sions, annuities, rents, royalties, part­ nerships, estates, trusts, etc.; Schedule F for income from farming; Schedule G for income averaging; Schedule R for retirement income credit; Schedule SE for reporting net earn­ ings from self-employment; and Form 1040-SE for making estimated tax payments. Some specialized forms available only at Internal Revenue Service oflSces are: Form 1310, Statement of Claimant to Refund Due Deceased Taxpayer; Form 2106, Employee Business Ex­ penses; Form 2120, Multiple Support Decla­ ration; Form 2210, Underpayment of Esti­ mated Tax by Individuals; Form 2440, Sick-Pay Exclusion; Form 2441, Expenses for Household and Dependent Care Services; Form 3468, Computation of Invest­ ment Credit; Form 3903, Moving Expense Ad­ justment; Form 4136, Computation of Credit for Federal Tax on Gasoline, Special Fuels, and Lubricating Oil. Ii '• I' the Optional Tax Tables (for exam­ ple, if he elects income averaging or uses the maximum tax on earned income), (8) if he is a child under 19 or a student, qualifies as a dependent on his parent's return, has dividend or interest income and (a) the dividend and interest income is $750 or more or (b) his total income (line 12, Form 1040A) is more than $8,666 ($4,333 if married and filing sepa­ rately), (9) if he has a capital gain divi­ dend or nontaxable distribution (re­ turn of capital), (10) if he is a railroad employee or employee representative and claims credit for excess social secu­ rity hospital insurance taxes. (11) if at any time during the year he had an interest in or authority over a bank or other financial ac­ count in a foreign country, (12) if the balance of the tax due (line 22, Form 1040A) is more than 20% of the tax due for the year (line 19, Form 1040A), or (13) if he claims an exemption for income earned abroad. An individual otherwise eligible to use Form 1040A generally should use Form 1040 instead if (1) his adjusted gross income for 1973 is less than $8,667 and his itemized deductions to­ tal more than $1,300, (2) his adjusted gross income is between $8,667 and $13,333 and his itemized deductions are more than 15% of his adjusted gross income, or (3) his adjusted gross income is more than $13,333 and his itemized deductions total more than $2,000. Page 27 �Continued from Page 27 dividends and earnings at odd jobs. However, an adjustment must be made in this credit for Social Security benefits. Dividend Income If a seaman has dividend income from stocks he can exclude the first $100 from his gross income. If a joint return is filed and both husband and wife have dividend in­ come, each one may exclude $100 of dividends from their gross incorie. OSK 3 THIS I>C>TK ISA IA:<;AI.TI:N»KU FOR ONE OOIAAR SERIES OF Welfare, Pension and Vacation Benefits Benefits received from the SIU Wel­ fare Plan do not have to be reported as income. Payments received from the SIU Pen­ sion Plan are includable as income on the tax return of those pensioners who retire with a normal pension. There is a special retirement income tax credit to be calculated on Schedule R which is to be attached to the return. Pensioners under 65 who receive a disability are entitled to claim an adjust­ ment for the sick pay exclusion. How­ ever, all disability pension payments re­ ceived after age 65 are taxable in the same manner as a normal pension. Vacation pay received from the Sea­ farers Vacation Plan is taxable income in the same manner as wages. Death Benefit Exclusion If you receive pension payments as a beneficiary of a deceased employee, and the employee had received no re­ tirement pension payment, you may be entitled to a death benefit exclusion of up to $5,000. Gambling Gains All net gains from gambling must be reported as income. However, if more was lost than gained during the year, the losses are not deductible, but simply cancel out the gains. Income Averaging A Seafarer who has an unusually large amount of taxable income for 1973 may be able to reduce the totaly amount of his tax by using the income averaging method. TTiis method permits a part of the unusually large amount of taxable income to be taxed in lower brackets, resulting in a reduction of the over-all amount of tax due. Deductions Should You Use the Standard Deduc­ tion (line 45(b) ) or Itemize Your De­ ductions.(line 45(a))? You must decide whether to take the standard deduction or to itemize your actual deductions for charitable contri­ butions, medical expenses, interest, taxes, etc. Because the standard deduc­ tion varies at different income levels, it will generally be helpful to follow these guidelines based on your adjusted gross income (line 15). (If married and filing separately, use one-half of the following dollar amounts. And be sure to use only the total of your own deductions.) If line 15 is less than $8,667 and your itemized deductions are less than $1,300, find your tax in Tax Tables 1-12 which give you the benefit of the standard deduction. If your deductions exceed $1,300, itemize them. If line 15 is between $8,667 and $13,333 and your itemized deduc­ tions are over 15 percent of line 15, itemize them. If under 15 percent of line 15, take the standard deduction. If line 15 is over $13,333 and your itemized deductions are over $2,000, itemize them. If they are $2,000 or less, take the standard deduction. If you have income other than earned income and could be claimed Page 28 a491A 'oftkr Tirmttrtf. UNITim as a dependent on your parent's return be sure to read the blocked instruction under "Tax—Credits—Payments" in your IRS instructions. Interest Interest paid to banks and individuals on loans, mortgages, etc., is deductible. Taxes In general, you can deduct : personal property taxes, real estate taxes, state or local retail sales taxes, state gasoline taxes and state and local income taxes actually paid within the year. You can­ not deduct: Federal excise taxes. Fed­ eral Social Security taxes, hunting and dog licenses, auto inspection fees, tags, drivers licenses, alcoholic beverages, cigarette and tobacco taxes, water taxes and taxes paid by you for another person. Contributions Any taxpayer can deduct up to 50 percent of adjusted gross income for contributions to charities, educational institutions and hospitals. In the case of other contributions a 20 percent limi­ tation applies. Medical and Dental Expenses All expenses over three percent of adjusted gross income for doctor and dental bills, hospital bills, medical and hospital insurance, nurse care and simi­ lar costs can be deducted. Other such costs include such items as eyeglasses, ambulance service, transportation to doctors' offices, rental of wheelchairs and similar equipment, hearing aids, ar­ tificial limbs and corrective devices. However, if the Seafarer is reim­ bursed by the Seafarers Welfare Plan for any of these costs, such as family, hospital and surgical expenses, he can­ not deduct the whole bill, only that part in excess of the benefits paid by the Plan. All expenses over one percent of ad­ justed gross income for drugs and medicine can be deducted. The deduc­ tible portion is then combined with other medical and dental expenses which are subject to the normal three percent rule. In figuring your deduction, you can deduct an amount equal to one-half of the insurance premiums, premiums paid for medical care for yourself, your wife, and dependents. The maximum amount deductible is $150. The other one-half, plus any excess over the $150 limit is NOTEli deductible subject to the normal three percent rule. Household and Dependent Care Services If you paid somone to take care of a dependent so you (and your spouse if married) could work or find work, you may be able to deduct up to $400 a month. The expense must be for the follow­ ing persons who lived in your home as members of your family: (1) Your dependent under 15 years old who can be claimed as an exemption. (2) A dependent who could not care for himself because of mental or physi­ cal illness. This must be a person you could claim as an exemption except for the fact that he received $750 or more of income. See instruction for Exemp­ tions above. (3) Your spouse who could not care for himself because of mental or physi­ cal illness. You can deduct expenses for the services of a maid or cook but not for the services of a chauffeur, bartender, or gardener. The full amount you paid to a nursery school is dependent care expense, even if the school gave yoior child lunch. But school expenses you paid for a child in the first or higher grade are not. Generally, except for a cousin, no deduction shall be allowed for employment related expenses paid to an individual related to you or your spouse or paid to dependent household m.embers. The expense must be for services in your home, with one exception. You can deduct the cost of services outside your home for a dependent under 15 years of age, who can be claimed as your exemption. In this case, the amount you can deduct is limited to: (1) $200 a month for one such indi­ vidual. (2) $300 a month for two such individuds. (3) $400 a month for three or more such individuals. If your spouse or dependent (other than a dependent under 15 who can be claimed as an exemption) was physi­ cally or mentally unable to care for himself and received income or disa­ bility payments during 1973, you have to reduce your monthly expense as follows: (1) Dependent—Subtract $750 from the adjusted gross income and disability payments the dependent received dur­ ing 1973. Divide the balance by the number of months you incurred these expenses. Then subtract tlie-sesults 5rom your monthly dependent expenses. (2) Spouse—Divide disability pay­ ments your spouse received during 1973 by the number of months you incurred expenses for your spouse. Then subtract the result from your monthly expenses incurred for your spouse. Disability payment means payment (other than a gift) received because of physical or mental condition which is not included in income. For example, workmen's or veterans' disability com­ pensation, private health and accident insurance. If your adjusted gross income (line 15, Form 1040) was more than $18,000, you have to reduce your monthly expenses by dividing one-half of the amount over $18,000 by 12 (number of months in your tax year). For example, if your adjusted gross in­ come was $20,400, you would reduce your monthly expenses by $100 ($20,400 less $18,000^2 = $1,200-4- 12 = $100). If you were married for all or part of the year, be sure to take into ac­ count the adjusted gross income of both you and your spouse for the time you were married. Requirements for married taxpayers: (7) If you were married at the end of 1973, you and your spouse must file a joint return for Ae year to claim the de­ duction. (2) If you were married during the time you paid the expenses: (a) Both you and your spouse must have either worked full time or have been looking for a job, or (b) Your spouse had to be unable to care for himself because of mental or physical illness. Use Form 2441 to figure your deduc­ tion and attach the completed form to your return. Enter your deduction on line 32, Schedule A. Union Dues Dues and initiation fees paid to labor organizations and most union assess­ ments can be deducted. Casualty and Theft Loss(es) If you had property that was stolen or damaged by fire, storm, car accident, shipwreck, etc., you may be able to de­ duct your loss or part of it. In general. Schedule A can be used to report a casualty or theft loss. On property used only for personal purposes you can de­ duct only the amount over any insur­ ance or other reimbursements plus $100 (if a husband and wife owned the prop­ erty jointly but file separate returns, both have to subtract $100 from their part of the loss). Miscellaneous Deductions Contributions to Candidates for Pub­ lic Office, Itemized Deduction — You may claim an itemized deduction on line 33, Schedule A, or a tax credit on line 52, Form 1040, but you cannot claim both, for political contributions. If you elect to claim an itemized de­ duction on line 33, Schedule A, the amount of the deduction entered may not exceed $50 ($100 if you are mar­ ried and file a joint return). Just write "political contribution" on this line (you need not identify the person or political party) next to the amount of the contribution. Expenses for Education — You can generally deduct expenses for: Education that helps you keep up or im­ prove skills you must have in your Continued on Page 29 Seafarers Log �Continued from Page 28 present job, trade or business. Education that your employer said you must have or the law or regulations say you must have, to keep your present salary or job. Do Not Deduct Expenses For— Education that you need to meet the minimum educational requirements for your job, trade, or business. Education that is part of a course of study that will lead to your getting a new trade or business. Other — Under "Miscellaneous De­ ductions," you can deduct several other types of expenses such as: Cost of safety equipment, small tools, and supplies used in your job. Dues to unions, professional organiza­ tions, chambers of commerce. Cost of business entertainment. Fees you paid to employment agencies to get a job. Gambling losses, but only up to the amount you won. Necessary expenses connected with producing or collecting income or for managing or protecting property held for producing income. Interest on bank deposits, bonds, notes. Interest on U.S. Savings Bonds. Interest on arbitrage bonds issued after Oct. 9, 1969, by State and local governments. Profits from businesses and profes­ sions. Your share of profits from partner­ ships and small business corporations. Pensions, annuities, endowments. Supplemental annuities under the Railroad P,etirement Act (but not reg­ ular Railroad Retirement Act benefits). Profits from the sale or exchange of real estate, securities, or other property. Rents and royalties. / Your share of estate or trust income. Examples of Income You Must Report: Wages, salaries, bonuses, commis­ sions, fees, and tips. Dividends. Earned income from sources outside U.S. (See Form 2555.) Earnings (interest) from savings and loan associations, mutual savings banks, credit unions, etc. Interest on tax refunds. Unfortunately, this raises another complication. The seaman who reports these earnings in 1972 will not have a W-2 (withholding statement) covering them. He will have to list all allotments, draws and slops on the tax return and explain why he doesn't have a W-2 for them. Furthermore, since no tax will have been withheld on these earnings in You -have to report all income in whatever form received (money, prop­ erty, services, etc.), unless it is exempt. Examples are given below. Examples of Income You Do Not Report: Disability retirement payments and other benefits paid by the Veterans Administration. Dividends on veterans' insurance. Life insurance sums received at a person's death. Long-Trip Tax Problems A major tax beef by seamen is that normally taxes are not withheld on earnings in the year they earned the money, but in the year the payoff took place. For example, a seaman who signed on for a five month trip in September, 1972, paying off in January, 1973, would have all the five months' earn­ ings appear on his 1973 W-2 even though his actual 1973 earnings might be less than those in 1972. There are ways to minimize the im­ pacts of this situation. For example, while on the ship in 1972, the Seafarer undoubtedly took draws and may have sent allotments home. These can be re­ ported as 1972 income. Reporting Your Income Alimony, separate maintenance or support payments received from and deductible by your husband (wife). Prizes and awards (contests, raffles, etc.). Refunds of State and local taxes (principal amounts) if deducted in a prior year and resulted in tax benefits. Embezzled or other illegal income. 1972, he will have to pay the full tax on them with his return, at 14 percent or upwards, depending on his tax bracket. The earnings will show up on his 1973 W-2. The seaman then, on his 1973 return would have to explain that he had reported some of his earnings in 1972 and paid taxes on them. He would get a tax refund accordingly. In essence, the seaman would pay taxes twice on the same income and get a refund a year later. While this will save the seaman some tax money in the long run, it means he is out-of-pocket on some of his earnings for a full year until he gets refunded. This procedure would also undoubt­ edly cause Internal Revenue to examine his returns, since the income reported would not coincide with the totals on his W-2 forms. That raises the question, is this pro­ cedure justified? It is justified only if a seaman had very little income in one year and very considerable income the next. Otherwise the tax saving is minor and probably not worth the headache. Workmen's compensation, insurance, damages, etc., for injury or sickness. Interest on certain State and munici­ pal bonds. Federal social security benefits. Gifts, money or other property you inherited or that was willed to you. Insurance repayments that were more than the cost of your normal living ex­ penses if you lost the use of your home because of fire or other casualty (repay­ ment of the amount you spent for nor­ mal living expenses must be reported as income). Combat pay. Declaration of Estimated Tax Every citizen of the United States or resident of the United States, Puerto Rico, Virgin Isands, Guam and Ameri­ can Samoa shall make a declaration of his (her) estimated tax if his (her) total estimated tax is $100 or more and he (she): (1) Can reasonably expect to re­ ceive more than $500 from sources other than wages subject to withhold­ ing; or, (2) Can reasonably expect gross in­ come to exceed— (a) $20,000 for a single individual, a head of a household, or a widow or widower entitled to the special rates; (b) $20,000 for a married individ­ ual entitled to file a joint declaration with his wife (her husband), but only if his wife (her husband) has not received wages for the taxable year, (c) $20,000 for a married person living apart from husband or wife. (d) $10,000 for married individualentitled to file a joint declaration with his wife (her husband), but only if both he (she) and his wife (her husband) have received wages for the taxable year; or, (e) $5,000 for a married individual not entitled to file a joint declaration with his wife (her husband). See Form 1040—ES for details. i <' w Deadline Approaching For SlU Scholarship Applications Seafarers are advised that the deadline for return of applications for tliis year's five $10,000 SIU College Scholarships is April I, 1974. All completed applications must be mailed to SIU Scholarships Ad­ ministrator, 275 20th St., Brooklyn, N.Y. 11215. Appication forms are available at any SIU hiring hall, or by writing to the Scholarships Administrator. Eligibility requirements make the contest open to: * Seafarers under 35 years of age who have three years seatime aboard SlU-contracted .ships, as well as 1 day of employment in the last six months and 90 days in the previous year. * Dependents of Seafarers who meet the seatime requirements. * Dependents of deceased Seafarers who had met the seatime require­ ments before their death. Furthermore, * All dependents of Seafarers must be unmarried and less than 19 years of age at the time they apply. Each of the five winners will receive a $10,000 grant, payable over a period of four years, to pursue a chosen field of study at any accredited college in the United States or its territories. Final decisions on this year's winners will he made hy the SIU Scholarship Selection Committee which will meet May 3, 1974 at the Lundeherg School in Finey Point. The scholarships are awarded on the basis of high school grades and scores achieved on either the College Entrance Examination Boards (SAT only), or the American College Tests. The only remaining test date for the College Boards prior to the scholarship application deadline is Feb. 2. For the American College Tests, the only remain­ ing exam date is Feb. 23. Additional information on the SAT Exams may he obtained hy contacting the College Boards at either. Box 592, Princeton, N.J. 08540, or Box 1025, Berkeley, Calif. 94701. For the American College tests the address is Box 168, Iowa City, Iowa 52240. V; January 1974 . -J Page 29 i �jfmal Beparturesi lA . f? IBU pensioner Richard W. Tup gle, 71, died Sept. 20. Born in Blackstone, Va., he was a resident of Hopewell, Va. when he passed away. Brother Tuggle joined the Union in the port of Norfolk in 1960 and sailed in the deck depart­ ment for Gulf Atlantic Towing Co. and Wood Towing Co. from 1951 to 1965. He was a Navy veteran of World War II. Surviving are two brothers, Robert of Trevilians, Va. and John of Hopewell and a sister, Mrs. Ernest Payne, Jr. of Qinton, Md. IBU pensioner Qyde S. Lowe, 69, succumbed to a heart attack Oct. 10 in Mobile General Hospital, Mobile, Ala. Bom in Mobile, he was a resi­ dent of Live Oak, Ra. at the time of his death. Brother Lowe joined the IBU in the port of Mobile in 1956 last sailing in the engine de­ partment for Pilot Service Corp. Burial was in Mobile Memorial Gar­ dens. Surviving are his widow. Vera, and his mother, Daisy of Mobile. Richard R. Mack, 41, died of heart disease Sept. 7 in Lutheran Medical Center, Cleveland. Born in Superior, Wise., he was a resident of that city when he died. Brother Mack joined the SIU in the port of Detroit in 1970 and sailed in the engine de­ partment. His last ships were the George Gable (Kinsman) and the Iglehart (Huron Cement). He was an Army veteran. Interment was in Greenwood Cemtery, Superior. Sur­ viving are his mother, Christine of Superior, and a daughter, Dianne. V, 'ii •f- A Frank J. Presti, 49, succumbed to a heart attack Aug. 8 aboard the Transerie (Hudson Waterways). Born in Madison, Wise., he was a resident of Wilmington, Calif, at the time of his death. Brother Presti joined the SIU in the port of New York in 1964 and sail^ in the en­ gine department. He was a veteran of the USAF in World War II. Sur­ viving are his widow, Evelyn; two sons, Michael and Kevin; a daugh­ ter, Melody, all of Altamount, N.Y., and a brother Anthony of Jamesville. Wise. I SIU pensioner Joseph S. Preshong, 67, died July 30 in Lemuel Shattuck Hospital, Boston, Mass. A native of Nova Scotia, he was a resident of East Boston at the time of his death. Brother Preshong joined the Union in 1938 in the port of Boston and last sailed in the deck department on The Cabins (Texas City). Burial was in Holy Cross Cemetery, Maiden, Mass. Sur­ viving are his mother, Josephine; a sister, Mary, both of East Boston, and a brother, John. SIU pensioner Alfred W. Plautz, 60, passed away from pneumonia Aug. 8 in St. Joseph Lloyd Hospi­ tal, Menominee, Mich. Born in Marinette, Wise., he was a resident of Menominee at the time of his death. Brother Plautz joined the SIU in the port of Detroit in 1960 and sailed as an AB. His last ships were Charles C. West (Reiss) and the /. L. Reiss. Interment was in River­ side Cemetery, Menominee. Surviv­ ing are his widow^ Mary and a son, John. Page 30 IBU pensioner Charles M, Magdzinski, 67, died of pneumonia .Aug. 6 in Pennsylvania Hospital, Philadel­ phia. He was a resident of Philadel­ phia when he passed away. Brother Magdzinski joined the Union in the port of Philadelphia in 1962 and sailed in the engine department for Curtis Bay Towing Co. from 1947 to 1967 and for N.Y. Ship Co. from 1942 to 1947. Interment was in Holy Cross Cemetery, Yeadon, Pa. Surviving is his widow, Mary. Charles O. Lee, 61, succumbed to a heart attack on Sept. 6 in St. Luke's Hospital, Jacksonville, Fla. Bom in Sanford, Fla., he was a resident of Tampa, Fla. at the time of his death. Brother Lee joined the SIU in 1938 in the port of Jackson­ ville and last sailed as a bosun on the Los Angeles (Sea-Land). Burial was in Forest Lawn Memorial Cemetery, Lake City, Fla. Surviv­ ing are two sons, Charles of Lake City and Payne and a brother-inlaw, Ira E. Southward of Sanford. , Mario A. Woods, 43, expired Aug. 26 in Tampa General Hospital from injuries received in an auto collision. A native of Hondouras, he was a resident of Tampa at the time of his death. Brother Woods joined the IBU in the port of Norfolk in 1973 and sailed in the engine de­ partment on the Sea Eagle (Allied Towing Co.) from 1957 to 1962. Interment was in the Garden of Memories, Hillsboro County, Fla. Surviving are his widow, Margaret; three sons, Mario, Jr., Stephen and Thomas; a daughter, Karolyn, and his parents, Mr. and Mrs. Lancelot W. Woods. SIU pensioner Charles F. Murree, 75, died of cancer Aug. 13 in East Jefferson General Hospital, Metairie, La. A native of Boston, Mass., he was a resident of Metairie at the time of his death. Brother Murree joined the SiU in 1944 in the port of New Orleans and sailed in the engine department. He was a wounded veteran of the Army field artillery in World War I. Interment was in Lafayette Cemetery, New Orleans. Surviving is his widow, Carrie. William T. Creek, 49, died of heart failure in Tampa General Hospital Dec. 11. Brother Creek was a native of Florida and a resi­ dent of Tampa at his death. He joined the SIU in the port of New York in 1970 sailing in the engine department last on the Seattle. In­ terment was in Myrtle Hill Memo­ rial Cemetery, Tampa. Surviving is^^ his sister, Mrs. Lillle M. Perkins of Tampa. Richard R. Dauhenhis, 21, passed away in Dobbs Ferry, N.Y., Oct. 22. Brother Daubenbis was a native of White Plains, N.Y., and a resi­ dent of Dobbs Ferry when he died. He joined the SIU in the port of New York in 1972 sailing in the engine department last on the Sear| Land Mclean, He was a graduate of the Harry Lundeberg School of Seamanship. Burial was in St. Anastasias Cemetery, Harriman, N.Y. Surviving are his parents, Mr. and Mrs. Gerald R. Daubenbis; two brothers; a sister, and an uncle, Bradford Bolke. SIU pensioner Herbert Allman, 76, died of a stroke in the Mobile, Ala. Infirmary Oct. 16. Brother Allman was a native of Mississippi and a resident of the Lynnwood Nursing Home, Mobile, at the time of his death. He joined the Union in 1939 in the port of Mobile sail­ ing in the engine department until his retirement in 1967. Burial was in Pine Crest Cemetery, Mobile. Surviving Me two sisters, Mrs. Nel­ lie Supka of Houston and Evelyn; a halfsister, Mrs. Maud Gunter of Orange, Tex., and a niece, Mrs. Eunice M. Lambert of Mobile. Edward A. Barry, 45, passed away in the USPHS hospital in New Orleans Nov. 16. Brother Barry was born in Louisiana and was a resi­ dent of New Orleans at the time of his death. He joined the SIU in 1942 in the port of New York sail­ ing in the steward department. Sur­ viving are his widow, Agnes of New Orleans and four daughters, Mrs. Edwina Lewis, Mrs. Beverley Dolfman. Gay and Elaine. SIU pensioner Leon S. Bekier, Sr., 59, succumbed to arteriosclero­ sis in the U.S. Veterans Hospital in Providence, R.I., Oct. 5. Brother Bekier was a native of Providence and was a resident of Johnston, R.I. at the time of his death. He joined the Union in the port of Detroit in 1960 sailing in the engine depart­ ment on the SS Adam B. Cornelius and the SS John T. Hutchinson of the American Steamship Co. of Buffalo, N.Y. He sailed from 1937 to 1968 and was a Navy veteran of World War II. Interment was in St. Ann's Cemetery, Cranston, R.I. Surviving are his widow, Lena; a daughter, Beverley and a sister, Mrs. Stasia Gellhieney, all of John­ ston. Joseph B. Block, 66, died of can­ cer in the USPHS hospital in Gal­ veston, Tex., Sept. 28. Brother Block was a native of Galveston and a resident there at the time of his death. He joined the SIU in the port of Houston in 1958 sailing in the steward department. Burial was in Oleander Cemetery, Galveston. Surviving is his widow, Gytha. SIU pensioner David J. Burnett, 64, passed away from pneumonia in St. Mary's Hospital, Duluth, Minn., Oct. 20. Brother Burnett was born in Dululh and was a resident there at the time of his death. He joined the Union in the port of Frankfort, Mich, in 1953 sailing in the engine department for the AA Railroad Carferries from 1963-4. Burial was in Sunrise Cemetery, Duluth. Sur­ viving are his widow, Bcrnice and a son, Thomas. Peter C. Girvan, 44, was killed in a fall off a ship to a Baytown, Tex. dock Nov. 7. Born in Scotland, Brother Girvan was a resident of Fair Lawn, N.J., at his death. He joined the SIU in the port of New York in 1971 sailing in the deck de­ partment last on the Falcon Lady (Falcon Tankers) and the SenLand Afoundria. Cremation was in the Brookwood Funeral Home, Houston. Surviving is a brother, William Girvan of England. Seafarers Log �•i 1 j I j/,^.J.,. (Dtici^o CTribune Thursday, December 20, 1973 Louis Kohhmier The Seafarers' affair with Nixon WASHINGTON — President Nixon obviously is undeterred by what others think of his choice of personal and po­ litical friends. However, Nixon's last tango in Wash­ ington with labor leader. Paul Hall is causing more than whispers. It is gen­ erating a new wave of resentment among the Justice Department's Water­ gate-battered professionals. And it is complicating Watergate special prose­ cutor Leon Jaworski's investigation of Hall's union. Nixon and Hall seem as unlikely por. litical dancing partners as Archie JSunker and Ramsey Clark. HALL IS the rambunctious president of the Seafarers International Union, a rough outfit that has held its own in the tough, rivalry-torn, scandal-tinged com­ pany of other AFL-CIO maritime and longshoremen's unions. Hall's SIU in 1968 supported the Democratic Presidential ticket. In fact, the Seafarers' total 1968 political contri- Seafarers President PanI Hall buttons of $947,000 represented a very substantial increase and a very large kitty for a relatively small union. Hall's SIU in 1972 allegeidly contribut­ ed $100,000 to Nixon, and now is as close a friend as Nixon has i^ide the AFL-CIO. It is the trail from 1068 to now that angers Justice Department lawyers arid fascinates the Watergate prosecutor. Nixon, on moving into the White House in 1969, seems to have eyed Hall. tnent speitoingi one of Nixon^ inittatives involved vast new Marine sii^idi^. Ship sulxsldies rally are popular with various speci. interests nnd for maritime unions thei more, and Janu^ im IWO Merchant Sjart the Seafarers in particular. SIU members traditionally mannei unsubsidized ^ips, including tank^l Rival National Martime Union mem| bers manned the liners. Un der in 19^ for the first time for dies. The governm<mt itow is pum^| a hal^billton doUars anhUi^r^^ )^hi|l stfosidies and almost ail is going Also in 1970, the Justice Department indicted Hall and seven other Seafarers on charges of illegal 1968 contributions to the Democratic Presidential ticket and to Republican congressional candi­ dates. Then Atty. Gen. John Mitchell announced the indictment with consid­ erable fanfare as part of his effort to clean up political fund-raising. On May 25, 1972, Federal Judge Mark Constantino in Brooklyn granted the SIU motion for dismissal of the case, Constantino, a 1971 Nixon appointee, recently has he^n the center of other controversies. Over the very vigorous objections of Justice Department staff lawyers, Con­ stantino dismissed on the ground that the department purposely had delayed trial and "seriously prejudiced" Seafar­ ers' rights. Constantino's opinion even said that Hall, as "probably successor" to AFLCIO president George Meany, "has suf­ fered greatly from the notoriety sur­ rounding tills prosecution." DEPARTMENT LAWYERS remain "outraged" at Constantino. It now has been learned that in 1972 the profes-i sional staff wrote a long memo asking permission to appeal. The memo agreed that appeal presented a close legal question but concluded appeal was justified by Constantino's "gross abuse" of discretion. There was no appeal. Henry Petersen, in charge of the de­ partment's criminal division, raised no objections. Richard Kleindienst was at­ torney general at the time. When asked in a recent interview whether he or the White House stopped the appeal, Klein­ dienst said he has "no recollection whatsoever" of ever seeing the case. The Seafarers, with two reasons for gratitude, gave Nixon the alleged $100,000 last year. Last month. Hall was the only meinher of the AFL-CIO's 35memher executive council who voted against Meany's campaign to get Nixon impeached. And, as Meany's campaign rolled into high gear, Nixon accepted. Hall's invitation to address the Seafar­ ers' convention. ^ ^ ^> • „r.,/., The Chicago Tribune article by columnist Louis Kohhneier, reproduced on this page, is just one example of the type of obviously slanted journalism which attempts to undermine the SlU's genuine efforts to carry on effectively in the political arena in Washington, D.C. The article, which appeared in the Dec. 20th edition of the Tribune arranges the simple facts of the SIU's political activi­ ties and by use of innuendo and quoting out of context, twists these facts into a tangled web of alleged intrigue and illegal dealings. The SIU's foremost purpose in the political field is to secure for the membership of this Union more jobs, the best possible working conditions on the best possible ships, and strong, long-term job security for the future. And, by doing this, the SIU is securing for this nation a bigger, more modern, more competitive merchant marine, witli the ultimate goal of maldiig the U.S. fleet the most powerful afloat. There is nothing shady, or un-American about this. In addition, the SIU keeps copious records, as required by law, concerning all of the Union's political activities and trans­ actions. There is certainly nothing illegal about this. The SIU has fought many tough legislative battles in the past against overwhelming opposition—^and yet we have won many great victories—such as the Merchant Marine Act of 1970, the salvage of the USPHS system, and the recent passage of the Trans-Alaska Pipeline Bill. In winning these victories, we have acquired many good friends as well as making some enemies. And, in our many vital political battles still pending—such as the OU Imports Quota Bill—and those which will continu­ ally arise in the future, we will consistently meet our enemies head on. However, the SIU, staunchly backed by the continued con­ tributions of our membership to SPAD, along with hard work­ ing, dedicated people and the convictions of our rights, will continue to outfight the opposition on all fronts. It should be no surprise, though, to SIU members that the Union will continue to be barraged with the type of muckrak­ ing article reproduced on this page. Yet, the SIU which is accustomed to these kinds of attacks (see back page) has sufficiently insulated and protected itself to withstand all assaults. Furthermore, we feel the following points are particularly important: * As citizens, SIU members have a right and a responsi­ bility to engage in political activities on their own behalf. * The SIU does not carry on its fight in the newspapers— it carries on its activities at the point of production. * The SIU is being attacked for getting ships, which trans­ late into jobs and job security for its membership. * So long as the SIU continues to be successful the attacks can be expected to continue against us. * We are going to continue to pursue a better life for our­ selves as seamen and are not concerned with the pressures and attacks against us. * We are going to continue to exercise our democratic American right to participate in our nation's legislative proc­ ess. * We are going to step up our political activities and * We are going to support SPAD. Page 31 1 �•PWP wm vJa.v.^s-T i" LOG SEAFARERS January 1974 OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION* ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT *AFL-CIO SrU's Political Activity Records Subpoenaed In the most recent, of what has now been a continuing six year series of at­ tacks on the SlU's political activities by certain elements of the press, fed­ eral government and anti-labor move­ ments, Leon Jaworski, special prose­ cutor for the Watergate Special Prosecution Force, recently subpoe­ naed the records of SPAD, the Union's political committee. This latest attack on the SIU comes in the wake of a bombardment of antiSIU press articles which flooded the nation's newspapers and magazines shortly after the appearance of Presi­ dent Nixon at the SIU's 16th Biennial Convention late last November. (See Page 31 of this LOG.) Indeed, the SIU first learned about this newest investigation in the same news articles which were decrying the Union's political activities and charac­ terizing them as secretive and im­ proper, notwithstanding that SPAD political activities have always been fully disclosed and publicly reported and filed with appropriate Government authorities in compliance with legal re­ quirements. The same cannot be said for some of these very same anti-labor critics. This latest attack to chill, frustrate and preclude the exercise of funda­ mental political rights by SIU mem­ bers through their SPAD political com­ mittee, is but a further demonstration of the need for our political activism. American seamen, no less than any American citizen, enjoy the basic dem­ ocratic right to fully participate in our political process so that government and those elected to administer our af­ fairs, are fully aware of our political, economic and social needs and aspira­ tions. That is what democracy is all about. And those who would frustrate such activities, constitute a serious threat to our democratic process. Our vigil—like our brothers before us—to protect seamen's rights, has been costly and difficult—for the oppo­ sition has always been the powerful, the strong, and influential with un­ limited access to the media, and in many instances to government. And, as in the past, once again we shall probably be required to defend our­ selves against those who would do vio­ lence to our fundamental rights and their exercise. The past may be a pro­ logue as to what may unfold. Looking back to the July 1969 spe­ cial four page supplement in the LOG entitled "Politics is Porkchops", the Union reprinted many articles from the Wall Street Journal—traditionally anti-union and the voice of big busi­ ness interests—analyzing the SIU's political activities. The anti-SIU articles, as part of a two-year campaign by the Wall Street Journal against the Union, included many misrepresentations of fact as well as biased innuendos as to the le­ gality of the Union's political practices. Again, in June 1970, the LOG ran a similar supplement, this time incor­ porating articles from not only the Wall Street Journal, but from news­ papers around the country. These articles, obviously as part of a campaign to preclude SIU members from collectively exercising their poli­ tical rights, referred to the SIU as a "special interest group" and began calling the Union's political activities flatly "illegal".. ."more than a little il­ legal" and "flagrant violations of the law". The opposition realized a temporary measure of success—for as a direct re­ sult of their studied and vicious cam­ paign, utilizing unlimited resources, the United States Justice Department in 1968 initiated an investigation which continued into 1970. Many of our members are fully aware of the tactics employed by the federal authorities in that investigation since SIU members were, in part, the objects of highly unusual, improper and high-handed conduct. Our history books reflect examples of improper investigatory conduct by government. They are blots upon our democratic process, which we as a free people, endowed with fundamental personal constitutional rights, would if we could, erase whether they be the unlawful and high-handed Palmer raids during prohibition or the im­ proper actions taken by government during labor's fight for recognition, dienitv, economic and social justice in about SIU headquarters and there in­ discriminately stopped persons about to enter Union property, interrogated them upon the streets and when ascer­ taining they were SIU members, would then write out and serve them with subpoenas, again for immediate grand jury appearances. Such high-handed conduct, notwithstanding strong pro­ tests, continued to the eve of an in­ dictment handed up in June 1970. As a culmination of such conduct, a 17count indictment against the SIU and seven of its executive board members, was handed up charging them with il­ legal political practices. Twenty-three months later in May 1972, after a complicated court battle, a United States District Court in New York dismissed all 17 charges against the SIU and its executive board mem­ bers because the Justice Department had failed to produce a case and "had ignored repeated court orders to spec­ ify its charges against the Union". As important as our own victory over the concerted efforts of the press and certain Government and anti- SEAFARERS POLITICAL ACTIVITY DONATION B 10001 Date. Contrlbulot's Name Address S.S. No. ,, SPAD is a separate figregiiia tun^V' tts jiroceMs are iised to further oujects and purposes including, but not limited to turtbenng thepolitical, social and economic tnltfreVts of Seafarer seamen, the preservation and furthering; of the American fvlerchant Mating with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of fctrce. job discrimination, financial reprisal, or threat of such conduct, pr as a condition of membershi|>"in the Union (SlUNA AGLIWD) or of employment. If a contribution,, is made by reason of the attove improper conduct, notify the Seafarers Union or SPAD at the above apdress, certified mail wittirri.thirty days of the contribution for investigation and appropriate actioft ind rjpfund, if mvoiuntaryjiSppport SPAD to protect and further your economic, political and socia.'. tnterestv..,;.^.merican trad^jJt»A'ion c^ttBjeP'' Seafarer seamen. (A copy of our report Lied with the appropnajitje^rTSuperviSory offft'iE^r is (or will be) available for purchase from the Superintendent of Docurnenis, fcJ/S Government Pnntmq Office. Wasnmqton, D.C. 20402.) cM $2000^ Signature of Solicitor Port I the mines, factories, railroads and ships of our nation. We believe that the government's investigatory conduct against our Union and its members in 1968-1970, fairly stated, would probably fit into the mold of the condemned investiga­ tory conduct of our nation's past. As so many of our members unfor­ tunately know and experienced, the federal authorities in 1969 and 1970, without notice or warning, boarded ships coming off long foreign voyages, checked the ship's articles and then armed with blank pads of grand jury subpoenas, proceeded to write and serve subpoenas upon the crew mem­ bers for immediate appearances before a grand jury and threatened with con­ tempt proceedings those seamen who first desired to see their families. Additionally, seamen were herded from vessels like cattle into waiting federal buses in early morning hours and transported to other grand juries. SIU attorney efforts to afford them the constitutional right of counsel were in­ terfered with and discouraged. Fur­ thermore, federal investigators and at­ torneys stationed themselves in autos labor forces to deny our political rights, the SIU reaffirmed and strengthened^^ the rights of all unions in the United States labor movement and associations of American citizens to engage in political activities for their members benefit and their organiza­ tion. Why then this new onslaught against the SIU by these groups? The SIU has always had to fight against seemingly stronger odds to achieve what we have accomplished. Perhaps it is because of the nature of interests which oppose the realization of our legitimate desires. Perhaps it is because American seamen who travel the world and are exposed to foreign governments, appreciate and under­ stand more than the average citizen the importance of our form of gov­ ernment and the need to fully partici­ pate and assure its continuance for themselves and those who come after us. And perhaps it is because the "powers who are", are suddenly con­ cerned that we have demonstrated we too can participate and therefore de­ cided to bring us to a screeching halt. The SIU members through their participation in SPAD, fully recognize the importance of political activity and notwithstanding past harrassment and retribution, their Union and officers stand fast in their resolve that they are equal American citizens, with equal rights and opportunities, irrespective of station in life, wealth or social background. We intend to continue our lawful right to fully'participate in the entire democratic process and to supply the financial and other lawful tools to realize this objective. Our recent efforts conclusively dem­ onstrate the importance of this objec­ tive as witness our successful fight, both legislatively and in the courts against certain government and other interests to save the USPHS system so necessary to our health and physical treatment; our efforts concerning the Trans-Alaska pipeline, representing the culmination of a five-year fight to provide employment opportunities for our members' economic welfare; and our success against economic and other interests including some govern­ mental interests to render asunder pro­ visions of the Jones Act in order to deprive American seamen of employ­ ment in "our coastwise and inland water shipping. These are merely some of our recent efforts. However, we still have many tough battles ahead of us which are vitally important to the very future of our livelihoods—and our opposition is strong, multiple, varied and equipped with unlimited resources. We are presently engaged in one of the most important legislative fights in our history—for the Oil Imports Quota Bill, which, if passed, would mean greater employment opportuni­ ties for our members and greater eco­ nomic and military security for our nation, particularly in light of the pres­ ent energy crisis. And, we must always be on the alert for attacks against the Jones Act and other long-established beneficial laws, by the huge oil lobbies and other special interest groups, including those in government. Political activity is a continuing challenge and more so in the present rapid changing climate—for if we de­ fault, our existence is doomed with the foreign-flag seamen picking up our livelihood, a result publicly opted for by certain business and State Dejiartment governmental interests. We will meet our challenges headon—and we will meet them in the poli­ tical arena. We shall continue to work for and support those whose concern and outlook is compatible with our in­ terests as American seamen and con­ versely we shall oppose those who are adverse. This is the American system, participation in the democratic prac­ tices. The SIU will not be intimidated or forced out of participation in the political processes. It is our right and our responsibility to remain active in the political field —and our members will continue to exercise their rights as citizens by par­ ticipating in and through SPAD for the betterment of our members and our organization's legitimate interests. This is our obligation—it is our right. We shall not be intimidated against meeting this duty or in ekercising this prerogative. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource January 1974 Description An account of the resource Headlines: SIU GIRDS FOR OIL BILL BATTLE; HOUS EHEARINGS DUE SIU FIGHTS MSC PLAN TO INVADE PRIVATE SHIPPING DON'T BE FOOLED SIU URGES DEFEAT OF CAMPAIGN TO OPEN U.S. WATERS TO FOREIGN FLAGS HOW'S IT SHAPING UP? SIU-CONTRACTED TT BROOKLYN BEGINS MAIDEN VOYAGE RECERTIFIED BOSUN ARMADA HEADS BROOKLYN DECK CREW LARGEST TANKER BUILT IN U.S.A. MANY MONTHS OF FINE EATING FOR CREW OF TT BROOKLYN SIU REPRESENTATIVES VISITS PHS HOSPITAL AT CHRISTMAS NEW SPAD CERTIFICATES ARE NOW AVAILABLE INCREASED DUES, INITIATION FEE BECAME EFFECTIVE JANUARY 1 SEA-LAND RESOURCE COMPLETES HER MAIDEN VOYAGE IBU RESTRUCTURES UNION; FOUR REGIONS NOW ONE UIW GETS NEW CONSTITUTION AT QUADRENNIAL CONVENTION WARRIOR CREW PRESENTED '72 ANNUAL SAFETY AWARD 17 SEAFARERS EARN HIGH SCHOOL DIPLOMAS THROUGH HLSS HIGH SCHOOL PROGRAM AVAILABLE TO ALL SIU, IBU MEMBERS NMC WORKING TOGETHER FOR COMMON INTERESTS TOWBOAT OPERATOR COURSE DEVELOPED AT PINEY POINT IBU DIRECTOR APPOINTED TO COAST GUARD COMMITTEE SEVEN MORE SEAFARERS ACHIEVE FULL BOOKS "A" SENIORITY PROGRAM IS EXPANDED BY SIU 1973 - ANOTHER LOOK SLANTED STORY UNDERMINES SIU'S POLITICAL ACTIVITIES SIU'S POLITICAL ACTIVITY RECORDS SUBPOENAED Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 1/1/1974 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXVI, No. 1 1974 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/738be41a6799e7f16973bcec61afab62.PDF 11aa2a31bc8379d9ebd85520e5928ab5 PDF Text Text Nixon, Ford Speak to SlUNA Convention Delegates See Pages 2 and 3 President Richard M. Nixon, the first speaker at the Convention, with SlU President Paul Hail. For reports and stories on the Convention, see inside. Public Health Service Maspitals i Are Saved Page'/.-:' • Trasis^Ali^^a Pipeline Bill Is Sipned Into Law P3ge Oil Import Legislation Fight By SlU Continues •L: ^ Page ' • 8 - �i. President Nixon Addresses 16th SlUNA Convention l: >; rt- Addressing a standing-room-only au­ dience at the SlUNA Convention, Pres­ ident Richard M, Nixon stressed that the Seafarers' traditionally stroxig belief in independence is also the long-term goal of America during this current energy crisis. "I think it is appropriate for me to relate the belief of this organization in this country—^your belief in irtdependence for America—to the problem of energy that we liave today," President Nixon told the enthusiastic Convention delegates who greeted him warmly and frequently halted his speech with ap­ plause. He later added, "you believe in in­ dependence. You live independence. That is why you want an American merchant marine. That is why you say that we want some of our products car­ ried in American bottoms, and certainly we want enough of them carried so that we will always have a substantial, strong American merchant marine which meant so much to us during World War II." President Nixon then noted, ". . . it is essential in terms of independence that the United States be, as a nation, independent of any other nation in every area that it counts, and let me put it fijst in terms of your area." "I am for a strong American mer­ chant marine because if the United States, wherever there is a crisis, is go­ ing to be dependent on some other country, no matter how friendly it may appear to be at the nfoment, as our life­ line, then we had better watch out. Let's always be dependent on the United States of America whenever we have that kind of a crisis." Then, connecting the need for inde­ pendence to the energy crisis, Nixon stated, "I would say that there is no group in America that understands in­ dependence more and believes in it more than the Seafarers Union. You be­ lieve in it because you realize that the a position so that nobody can cut our lifeline. That is what we are talking about. Nobody can cut America's life­ line." President Nixon also reiterated that, he would not step down from his office when he said, "As I become older, how­ ever rough the seas are, I don't get seasick." President Nixon addressing SlUNA Convention. United States should never have a situ­ comes necessary, can provide all the ation where we are depehdent upon any energy we need to provide our jobs, to other country for our lifeline, in effect. heat our homes, to light our homes, and to provide our transportation." The same is true of energy." The President pointed out, however, The President then said that the U.S. must set as her goal, independence and that Project Independence—1980 did not mean that the U.S. would be taking self-sufficiency in energy. an isolationist stance. "The United In accomplishing that goal. President Nixon outlined the program he calls States will always continue to play its part in the world, but the United States Project Independence—1980. "By the year 1980, if we go forward will never be dependent on any other in the development of our coal re­ part of the world whenever there is a crisis." sources, of our shale oil resources, of "So we are going to play our part in our nuclear power resources, of our the world ... We will continue as times natural gas resources, and, of course, of go on, to trade with other nations, and our available oil reources in Alaska and that will expand. We will continue to in the continental United States, if we use their energy sources whenever they go forward as we can and should go are at the right price, and so forth, and forward, by the year 1980, then the that will expand. But we want to be in United States, if it wishes, and if it be­ Referring to an earlier statement by SlUNA President Paul Hal! that the "captain of our ship of state is a coura­ geous man going through heavy seas," Nixon said, "in any event, as Paul Hall has already indicated, or at least im­ plied, it is the captain's job to bring the ship into port, and I can assure you that you don't need to worry about my get­ ting seasick or jumping ship. I am going to stay at that helm until we bring it into port." In his opening remarks. President Nixon pointed to a conversation he had with Paul Hall and noted, "I have had many opportunities during the time I have served in this office to meet many very distinguished people, and I can tell you that in an hour-long conversation that we had in the Oval Office, I found that this man, who has traveled the world and knows the world, has as deep a perception of world problems as any­ body I know." "He is a valuable man for any Presi­ dent or anyone else to know. I am proud to call him my friend, as I know he is your friend." Before introducing President Nixon, Hall called him the best maritime Presi­ dent in the history of the merchant ma­ rine and added, "we supported him in the last election and see no reason to change." On introducing the President, Hall read part of a statement that was issued some 14 months ago by him on behalf of the National Maritime Committee to Reelect the President. Hall was national chairman of that Committee. the PRESIDENT'S Challenges That Lie Ahead REPORT: Paul Hall '.r. •J Lv •-» In the past two years since our last convention we have moved ahead signifi­ cantly in a number of areas. We have achieved a revitalization of the American merchant marine with the building of new technologically-advanced ships that are making the U.S.-flag fleet competitive on the high seas. We have developed training and up­ grading programs to provide the new American-flag fleet with the most quali­ fied seamen anywhere in the world. Together, with the help of our friends in Congress and in the labor movement, we have succeeded in preserving the USPHS hospital system, and we have won the long struggle for construction of the Trans-Alaska pipeline. United we have achieved these vic­ tories which not only assure our contin­ ued job security but hold the promise of a resurgence of our nation's fleet as a major competitor in the world market. But while we can all take pride in our accomplishments, we cannot lose sight of the fact that the SIU and the maritime industry have traditionally had to fight for every gain we have made and we have had to maintain constant vigilance to pre­ serve what we have achieved. The Merchant Marine Act of 1970 was a milestone in changing the course of American shipping from one of contin­ ued decline to a new era of expansion and confidence. But it has taken the vigilance of our Union to insure that the Act was implemented and it will require our con­ tinued vigilance to see to it that the thrust of this expansion continues. And, there is much yet to be done. We must be alert against those who are seek­ ing to destroy the Jones Act which is basic to a vital and growing Americanflag merchant marine. We must continue our efforts to secure a fair share of oil imports for American ships. Bills are pending in Congress, cosponsored by more than 220 Representa­ tives, which would insure that initially 20 percent of incoming oil products would be carried on American bottoms. There is strong oppositon from foreign-flag operators and the nation's giant oil in­ terests. We will be testifying when Congress reconvenes in January and will continue to be in the forefront of tliose who are trying to persuade this nation that its economy and security will best be served by passage of this legislation. We must continue to support the de­ velopment of deepwater ports to allow the United States to compete effectively with American-built, American-flag su­ pertankers in the carriage of these needed oil imports. And, finally, we must continue to ex­ pand and up-date our training programs to meet the challenges of our vastly changing industry and to anticipate the manning-needs of the radically new ships of our contracted companies. While there is much yet to be done to continue the growth of our nation's mer­ chant marine and to insure the continued security of our membership, with unity and determination we shall meet these challenges. Change of address cards on Form 3579 should be sent to Seafarers (nternatiorlal Union, Atlantic, "Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avonue, Brooklyn, New York 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. XXXV, No. 12. December 1973 Page 2 Seafarers Log �At the SlUNA Convention Ford Tells Delegates What Hell Do as VP Vice President and former House Minority Leader Gerald R. Ford (RMich.) outlined for the delegates of the SIUNA Convention what he feels will be his responsibility in his new post as America's 40th vice president. Before he became Vice President of the United States, the Hon. Gerald R. Ford had a long and distinguished career as the Congressman from Michi­ gan. He was first elected to the 81st Con­ gress in 1948. For his unstinting serv­ ice to his district, to the people of the United States and to the Congress, his colleagues elected him Minority Lead­ er of the House of Representatives in 1965. Many persons in the government in the maritime industry and in the labor movement played an important part in passage of the Merchant Marine Act of 1970, but no person played a more im­ portant or crucial role that the then Congressman Ford. His unfailing sup­ port of the U.S. merchant marine and of American-flag shipping made pas­ sage of the legislation possible and clearly showed his personal commit­ ment to the maritime community. Speaking on the second day of the Convention, Ford said, "What is the job or the mission that the President wants me to undertake? We had a great elec­ tion in 1972. The voters overwhelming­ ly elected the President to do a job for four years. But the American people, the same voters, gave an equal mandate in the Congress and gave a Democratic majority in both the House as well as the Senate." "For the period since 1972 we have had a divided government. There has been some conflict. There have been some serious disagreements. "Now I don't pretend that I am going to be the Messiah to resolve all those problems, but I think if I have any asset, any merit, and I believe that 'Tip' (House Majority Leader Thomas P. O'Neil who was sitting on the dais dur­ ing Ford's speech) would agree with this, is that 1 can sit down with people with whom I disagree perhaps philo­ sophically and- seek to work out some signed by President Nixon. He said the legislation gave "the greatest shot in the arm to America's maritime industry in its broadest sense in the history of our country." The former House Minority Leader then noted a few of the results of that legislation. "Some 80 ships are under contract representing some $3 billion, and there is a great backlog of new ships on the way. This is the result of the leg­ islation proposed by the President, en­ acted by the Congress and implemented by the various departments." Ford added, "America has an oppor­ tunity because of this legislation to again be the greatest maritime nation in the world." Vice President Gerald R. Ford, then House Minority Leader, addressing the 16th Biennial Convention of the Seafarers International Union of North Amer­ ica at Washington, D.C. few months. It has not made anybody. answers that are good for America, and Republican or Democrat, I think, feel that is what the President has asked me good because really we want our coun­ to do and that is what I will do between try to be well and healthy at home and the President and the Democratic Con­ successful abroad." gress to the very best of my ability." The vice president added, "I happen Expanding on his relationship vis-ato be an optimist. I think that working vis President Nixon and whether or not together under our system we can solve he would do exactly what the "President some of these problems." asks me to do," Ford said, "to put it in Commenting on maritime affairs. sea-going language, the mate does not Ford pointed to the Merchant Marine undercut the captain. You have to have Act of 1970, passed by Congress and ...a team that has the same direction. A mate may make a suggestion here or there, and if the captain is wise and if the advice is good, he will take it." The former House Minority Leader then pointed out, "so my role in this regard is one of trying to give an input* at the White House from some 25 years Assistant Secretary of Commerce for of very basic experience working with 435 members of the House and 100 Maritime Affairs Robert J. Blackwell, speaking before the SIUNA's 16th Bi­ members of the Senate." ennial Convention, outlined the prog­ Ford noted that America "has been ress in the maritime industry since the through some very choppy water and implementation of the Merchant Ma­ some very heavy weather in the last rine Act of 1970. He told the assembled delegates that the 1970 Act provided no instant, push­ button cure-all for the maritime indus­ try's problems, but that it did provide "the blueprints and tools needed to build a modem, more competitive mer­ chant marine." He stated that one of the most inno­ vative provisions of the 1970 Act made bulk carriers eligible for construction and operating subsidies. "This provision to date has stimu­ lated contracts for the constmction of 41 bulk carriers for foreign trade serv­ ice, comprising 26 oil tankers ranging in sizes up to 265,000 dw tons, 13 liqui­ fied natural gas tankers, and two ore/ bulk/oil carriers," noted Blackwell. "It is readily apparent then," he con­ tinued, "that one of the glaring defici­ encies of the American-flag fleet—the lack of bulk carriers — is being cor­ rected. And in addition to developing a better balanced fleet, we are ensured Thomas P. O'Neill, Jr. that our fleet will compete more effec­ "While the long battle to re-establish tively against its low cost foreign the U.S. as a leading maritime power is counterparts." not over, we can be proud that the 1970 Assistant Secretary Blackwell also Merchant Marine Act, which you and I worked so hard to pass, has yielded sub­ stressed the importance of maintaining the high level of eflSciency of the U.S. stantial results — with even greater liner fleet. promise for the future. Already 50-60 Continued on Page 6 Presently, there are four roll-on roll- He then pointed to another piece of important legislation, the Trans-Alas­ kan pipeline, stating, "Just a few weeks ago the Congress passed the Alaskan pipeline legislation, legislation that is vitally important to the United States in meeting the challenge of the energy crisis. It is legislation that has great significance to your organization and to the people whom you represent. This, again, was bipartisan—recommended by the President, passed by the Con­ gress,- signed by the President and to be implemented by the free enterprise system." The former House Minority Leader concluded, "So I say despite the choppy weather we have had and despite the tough seas we have been going through, you and 200 million other Americans should be proud of what can be done by your government, those working with you and those associated with you in your industry." Blackwell Notes Progress Since Passage of 1970 Act Rep. O'Neill Says Marine Act Spurs Shipbuilding With the help of the Merchant Ma­ rine Act of 1970, the U.S. has at last embarked upon an aggressive, compre­ hensive and competitive shipbuilding program, Congressman Thomas P. O'Neill (D-Mass.), the Majority Lead­ er of the House, told delegates to the 16th Biennial Convention of the Sea­ farers International Union in Washing­ ton, D.C. Congressman Thomas P. O'Neill, Jr. (D-Mass.) is the majority leader of the House of Representatives, where he has served since 1952. During that period he has heen a consistent friend of the maritime industry. Before his election to Congress, Congressman O'Neill served as a member of. the Massachusetts Legislature for 16 years. During that time, he was elected minor­ ity leader and later served as speaker of the Massachusetts House of Represen­ tatives. December 1973 Rohert J. Blackwell off vessels and nine LASH containerships under contract to American ship­ yards. In terms of lift capacity, each of these ships are the equivalent of three to seven conventional freighters. "These vessels will further enhance U.S.-flag world leadership in intermodal shipping," he asserted. Blackwell noted with pride the sig­ nificant productivity gains in American shipyards. Since the 1970 Act, a|l awarded contracts have been within or below the declining subsidy guidelines outlined in the new law. "The present subsidy rate is 39 per~Continued on Page 11 Page 3 �Bosuns Recertification Program The Importance of Education 1- ?•' James C. Baudom Bosun James Baudoin has been sail­ ing with the SIU since he joined the Union in 1945 in New Orleans. He now ships out of the port of Houston. "No one said I had to attend the Bosuns Recertification Program to keep sailing with the SIU. I chose to attend this program and I am glad I took ad­ vantage of this opportunity. "I've been going to sea for almost 29 years and there have been some hard days. We had old rust buckets to saU on, but at least they were jobs to sup­ port my fjunily. "Any Seafarer who will just look back to what we had years ago and realize what we have today will under­ stand that we wouldn't be getting all of these new ships if it weren't for the fact that we looked ahead and developed our training and upgrading programs at Piney Point. "Whether you are 16 or 60, the ad­ vantages for learning and upgrading are available. All you have to do is be willing. "I learned first-hand the importance of SPAD in our fight in Washington to get ships and cargo, and I cannot urge too strongly the importance of all of us supporting this fight by donating to SPAD." Five classes of SIU bosuns—30 Seafarers in all—have now completed the Bosuns Recertification Program which began June 1, 1973, and the latest class graduated and received their Bosuns Recertification Certificates at the General Membership Meeting, Dec. 3 at Union headquarters. During their 60-day upgrading program at Piney Point and at SIU headquarters these experienced Seafarers, like those who preceded them, took advantage of the opportunity to learn about the new ships being built for SlU-contracted companies and the new skills and techniques needed to man these ships safely and efficiently. They also saw the many ungrading programs which are avail­ able now to all Seafarers at Piney Point and they learned of the new programs being developed at the Union's Upgrading Center for the still more advanced ships—^like the radically-new LNG's —which will soon be put into service. They learned, too, every aspect of headquarters operations. They asked questions and they got straight answers. They saw the SIU's legislative operations in Washington, D.C. and had an opportunity to meet with the Washington staff to discuss the many legislative goals of our Union. Because they took advantage of this unique experience,, all of these Seafarers will have a better understanding of their Union and the maritime industry. And they learned one other very important thing. It was ex­ pressed by Bosun Fred Olson at the membership meeting as he accepted his Bosuns Recertification Certificate. He said: ''We don't have to love each other. We don't even have to like each other. But, by God, we are all going to have to work together if we are to continue our progress and our leadership in the Ameri­ can merchant marine." Fred Olson Bosun Fred Olson joined the SIU in the port of Seattle in 1956. He now ships out of San Francisco. This is what he had to say about the Bosuns Recerti­ fication Program: "I have completed two months here at Headquarters and at Piney Point and I will be digesting for many months all of the things I have seen and learned. "The daily morning meetings where officials from all departments get to­ gether to discuss the day-to-day prob­ lems and progress and the long-range programs for ships, cargo and job secur­ ity did more to educate me and show me what I consider our most serious problem—how to get the message across to the ships' crews. "I also had an opportunity to inspect all of our Union's various departments, data processing, welfare, registration and shipping and others. I had a chance to ask questions and get straight an­ swers. All-in-all, this program has been a personal benefit to me but most im­ portant, if all of us who have been through this program do our jobs as Ships' Chairmen, we can do a lot to help educate our membership." ii . i'sHi Hi 1- * Raymond Knoles Seafarer Raymond Knoles joined the SIU in New York in 1951 and has been sailing as AB and bosun for 20 years. He now lives in San Francisco and ships out of the port of Wilmington. "If every member who has a chance to go through this program or any other SIU program, would come in with an open mind, they would learn plenty about their Union and how it functions —and they would be as proud to be a part of it as I am. "I attended the Educational Confer­ ence at Piney Point a couple of years back and although I learned a little about the need for SPAD, I still didn't fully understand it. But, as part of this program, I had the chance to attend the weekly legislative conference in Wash­ ington and I really got an education on how important our political action is and how important SPAD is in getting ships and cargo, and protecting our job security. "I had a chance to meet with Paul Hall and learned that the future of the SIU and the U.S. merchant marine is in two places—Washington, D.C. and Piney Point. I fully agree, but I would add one more thing — an educated membership. From what I've seen and learned in Piney Point and in Head­ quarters, that day is not far off." Page 4 Steve Homka Seafarer Steve Homka has been a member of the SIU since 1945 and sails out of New York. "This program has been to me a great and rewarding experience. From the beginning at Piney Point through my experiences at Union headquarters I found out that, although I have been in this Union 29 years and had some knowledge of the working of our Union, I wasn't too old to learn a great deal more. "Things have changed considerably since 1944, and all for the best. But it didn't just happen. It took foresight and planning and a lot of hard work. "My trip to Washington to attend our Union's weekly legislative meeting gave me a much clearer picture of the importance of what we are doing in Congress and how important SPAD is in maintaining our job security through new ships and more cargo. "At headquarters, the officials and staff were all very helpful and went out of their way to explain every aspect of the workings of our Union. There was no beating around the bush on any questions or issues. Everything was out in the open for all to.see. There is a free and wholesome atmosphere both at Piney Point and headquarters. "The entire program was very edu­ cational to me. I know I am a better SIU member for this and I also know that I will be better qualified to answer questions when I return to sea." Donato Giangiordano Seafarer Donato Giangiordano has been sailing with the SIU for 30 years since he joined the Union in 1943 in New York. He now sails out of the port of Philadelphia. "Our Union has always believed that an informed membership is a good membership, and through this program that I have just completed I know that I am a much better informed member. "I learned the inner-workings of our Union, all of the various departments such as welfare, shipping, records and much more. I learned the importance of political activity and of having friends who support our maritime pro­ grams, and why we should wholeheart­ edly participate by supporting SPAD. "I also learned why we must con­ stantly fight to secure more ships and more cargo, because to falter is to fall. I learned the dangers of an ill-formed and ill-planned pension program, and I realize now more than ever that our pension plans are the best in the labor movement. "Most of all I now appreciate the education and knowledge given to me through the Seafarers Log, through the Lundeberg School and through the ef­ forts of our officials. "And I also now understand that the knowledge gained by the young trainees at Piney Point will help our Union so that all of us can and will go ever forward." Thomas Self Seafarer Thomas Self joined the SIU in Baltimore in 1951. He now sails out of the port of Tampa. "In my 22 years with the SIU, I can remember the fights for better food, for inner-spring mattresses, for vacation pay, health and welfare, and education. I can also remember the struggle for pensions, better working and living conditions. "We won those battles, but I learned a very important thing during this Re­ certification Program and that is that not only did we win our early fights but we also had the foresight to look to the future and prepare for it. "I saw our upgrading programs at Piney Point and I saw how we are get­ ting our membership ready for all of the new ships that are being built. I was impressed with the experience and dedication of the entire staff there. "And at headquarters, too, I was impressed with all of the officials and the staff in. the various departments. Everyone was helpful and answered all of my questions pertaining to the Union. "The morning meetings at headquar­ ters were very helpful because we tdked about the many problems and programs of the Union, and T learned how hard we are working to keep job security by encouraging our membership to up­ grade themselves." Seafarers Log I:! �At SlUNA Convention Inouye Praises Union's Legislative Activities ^ Stressing the SlUNA's successes on the legislative front in the U.S. Congress. Senator DauieLK^ Inouye (DHawaii) spoke before the 200 assem­ bled delegates of the SlUNA's 16th Bi­ ennial Convention in Washington, D.C. Senator Daniel K. Inouye (DHawaii) was elected to the House in 1959 and to the U.S. Senate in 1962. He serves on the Commerce Committee, which has jurisdiction over the U.S. merchant marine, and also on the Ap­ propriations Copimittee, among others. Senator Inouye is a native Hawaiian and served illustriously in the armed services during World War H. He is a longtime friend of the U.S. merchant marine. The Hawaii Senator, termed a "great friend of the maritime industry" by SlUNA President Paul Hall, praised the Union for its "almost singlehanded fight" to save the eight remaining Public Health Service hospitals from being closed by the Department of Health, Education and Welfare. The three-year battle to save the PHS system came to a successful end last victories of the year for the maritime industry. "I need not tell you that this measure faced much opposition from all sectors of the community," he noted. Senator Inouye also pointed- out to the Convention that the defeat of the recent amendement sponsored by Sen­ ator Paul Fannin (R-Ariz.), which would have seriously undermined the strength of the Jones Act, was a great success for the maritime industry. He summed up the Union's legisla­ tive record in Congress by noting that "you are batting pretty high on the leg­ islative field, and you have been placing your confidence in the right people." f/' ^ • •; , A ' ' ' Vftr-'A-' r J. / / i • • f: " : / , r : ! V I / \ ^ 1 .. Daniel K. month when President Nixon signed in­ to law the 1974 Military Procurement Authorization Act which contained an amendment guaranteeing that the hos­ pitals would remain in service. Inouye also lauded the Union for its Inouye successful work in the struggle to enact legislation allowing immediate con­ struction of the Trans-Alaskan Oil Pipeline. He termed the new legislation as "one of the most important" Congressional He also congratulated O. William Moody, administrator of the Maritime Trades Department, of which the SlUNA is a member, for the "great leg­ islative job he's done." Inouye said he looked forward to working in the future with Moody and SlUNA President Paul Hall. "I want to remind you that you have a whole flock of friends on Capitol Hill," he concluded. Beall Calls for Viable US. Merchant Fleet i:: Senator J. Glenn Beall, Jr. (R-Md.) said before the delegates of the SlUNA Convention that this nation must have a "strong, viable and competitive mer­ chant marine." Senator G. Glenn Beall, Jr. (R-Md.) was elected to the House of Represen­ tatives in 1968 and to the U.S. Senate in 1970. He is one of the sponsors in the Senate of legislation to require that a portion of all oil imports he carried on U.S.-ships. He serves on the Com­ merce Committee, where he has con­ sistently proved himself a staunch sup­ porter of maritime, on the Labor and Public Welfare Committee and on the Select Committee on Small Business. The senior Republican member of the Senate Commerce Committee on Merchant Marine referred to the recent reduction of oil imported from the MidEast and said that "just as we should not allow ourselves to become depend­ ent on others for the production of materials needed in the conduct of our everyday activities, so we should not and must not become dependent on others to bring these materials to us." The Senator, who joined with Senator Warren G. Magnuson (D-Wash.) in sponsoring legislation that would re­ quire a quota of oil imports to be carried on U.S. flag ships, said: "We have to make sure that we keep the strength of the American Merchant Marine sufficiently high so we don't ,be­ come dependent on anybody else in the world to ship our goods to us or for us to any other part of the world. This is one reason why I was happy to sponsor legislation that would require a certain G. Glenn Beall, Jr. amount of oil brought into this country to be carried on American-flag ships." In stressing the need for a strong merchant fleet. Sen. Beall said: "I am happy to work with you all to see that this becomes a reality." Turning to another area of import­ ance to this nation's maritime industry. the Senator said that we have a respon­ sibility to protect our environment from oil spills or discharges from ships and that this should be done by establishing international standards. He said the job will require the co­ operation of every nation involved in the maritime industry and that "we should not penalize our industrv by trying to establish standards that other people are not going to adhere to." Sen. Beall stressed that this nation can take the leadership in adopting uni­ form standards "so that the United States shipbuilding industry won't be penalized by having to build double bot­ toms when nobody else in the world is going to build them." He added that establishing uniform standards will make the American merchant marine more competitive in the world market. Bentley Cites the Necessity Of Maritime Cooperation Helen Delich Bentley, chairman of the Federal Maritime Commission, told the SlUNA's 16th Biennial Convention that "our future success in the maritime industry depends in large measure on the development and implementation of aggressive marketing programs." Helen Delich Bentley is the Chair­ man of the Federal Maritime Commis­ sion. Appointed to the high-ranking position in 1969, she is the first woman to serve as FMC chairman. Outspoken and hard-working, Mrs. Bentley learned about the maritime industry on the docks and in the shipyards of Balti­ more, Md., when she was employed as a maritime reporter on the Baltimore Sun. Later, she became the Sun's maritime editor, respected throughout the indus­ try for the depth of her knowledge of maritime problems. The FMC chairman said that both maritime labor and management work­ ing together within the National Mari­ time Council to secure additional car­ goes for American ships are "leading the way" in this field. December 1973 She warned, however, that if the maritime industry is allowed to deteri­ orate, it could "not only affect our pres­ ent posture in the world, but could also reduce our ability to meet responsibil­ ities at home and to the nations of the free world who still look to America for leadership." She affirmed that "we all share an awesome responsibility to the maritime industry, which has not only protected this nation in times of strife, but has contributed to its prosperity." The FMC chairman also asserted that "we must insure that the maritime history for this final quarter of the cen­ tury will reflect the kind of spirit and cooperation that has allowed this nation to achieve the greatness which today serves as an inspiration to the entire world," but this would not be possible unless "a spirit of harmony and coop­ eration prevails" within the industry itself. Citing the seriousness of the present energy crisis, Mrs. Bentley remarked that "we can indeed be thankful that President Nixon was so foresighted when he came into office in early 1969 to begin pushing for a new maritime program which finally resulted in the Merchant Marine Act of 1970 and which in turn has resulted in the con­ struction of new tankers and liquified gas carriers to be added to the American merchant marine in the next several years." She told the assembled delegates that "we in the shipping industry have to do as much as we can on our own to ration­ alize and save, otherwise it may be forced upon us." Mrs. Bentley urged that the Conven­ tion join in the voluntary energy saving program called for by President Nixon, and noted that "it may well be the key to saving countless jobs and livelihoods later on in the game, and at the very least, it represents a start in the right direction." "All of us can save a surprising amount of energy if each person makes, an all-out effort to cut every unneces­ sary fuel and electrical expenditure," she stated. In closing, Mrs. Bentley expressed confidence that the maritime industry Helen Delich Bentley would continue to move steadily for­ ward in the future. "I hope that you will all continue the good work already begun to make the merchant marine of the United States the number one leader on the sea lanes of the World." Page 5 �Falcon Lady Commitfee SiiSf' - I Ih The committee of the Falcon Lady (Falcon Tankers) gather for a photo at the ship^s recent payoff in Carteret, N.J. They are, from left: R. Groening, engine delegate; A. Sison, educational director; H. Murranka, deck dele­ gate; T. Smith, ship's chairman; C. Gauthier, secretary-reporter, and A. Bryant, steward delegate. The Falcon Lady was carrying jet fuel from the Persian Gulf. She also made stops at Ft. Lauderdale, Fla. and Piney Point, Md. Pennmar Ship's Committee - V-'-, .• V • '•" Committee members of the bulk carrier Pennmar make ready for an­ other intercoastal voyage. They are, from left: W. Sears, educational director; Z. Berger, secretary-reporter; R. Cook, steward delegate; W. Cofone, ship's chairman; B. Buck, deck delegate, and J. Nettles, engine delegate. Some of the Pennmar's r^ular ports of call are Long Beach and Richmond, Calif.; Portland and Coos Bay, Orew; Seattle, Wash.; Ports­ mouth, N.H., and Baltimore, Md. Bethflor Ship's Committee The committee of the Bethflor (Bethlehem Steel Corp.) take a break after another intercoastal run. They are, from left: C. Sharp, engine delegate; H. C. Dyas, deck delegate; J. Michae, ship's chairman; R. Clark, secretary-reporter; R. Gowan, educational director, and Lorenzo Rinaldi, steward delegate. The Bethflor carries iron ore, structural steel and pig iron in her three holds. >liticsar( Page 6 Attack on the JonSS Act Defeated in the Senate Legislation which would have severely cut into the livelihoods of American seamen—a waiver on the Jones Ac^ of 1920—was defeated in the U.S. Senate last month by a vote of 60 to 27. The strong attack against this Act was launched by Sen. Paul Fannin (R-Ariz.) during hearings on emer­ gency energy legislation. Fannin submitted amendment No. 691 calling for a Jones Act waiver which would permit the Secretary of Commerce to allow foreign-flag tankers to operate in American coastal and in­ ter-coastal waters in the domestic oil trade if he determines that U.S.-flag vessels are not available in sufficient munbers at reasonable rates for the transport of emergency related products within the American domestic trade. Since 1920 the Jones Act has pro­ tected the rights of American seamen to take part in their country's vital coastal, inter-coastal and inland shipping by guaranteeing that only American-flag vessels will participate in domestic trade. It was because of the constant sur­ veillance of the SIU's staff in Washing­ ton, D.C. along with the help of legis­ lators who are protecting the American merchant marine, that Sen. Fannin's move was defeated. His attack on the Jones Act was met head-on in the. Senate by the SIU who supplied Sen. Warren Magnuson (DWash.) with the up-to-the-minute in­ formation needed to refute Sen. Fan­ nin's contention that there are not sufficient numbers of American-flag vessels to meet the demand of the do­ mestic trade. Sen. Magnuson, who has been a long time friend of the U.S. maritime indus­ try explained that a waiver of the Jones Act would be a serious departure from established U.S. law and that at no time during discussion of energy shortages had any proof been supplied to substan­ tiate a lack of domestic transport capac­ ity of U.S.-flag vessels. It was also pointed out by Sen. Mag­ nuson that at a time when the U.S. is working to protect the environment through the application of vigorous ves­ sel construction standards, such a waiver of the Jones Act would permit foreign-flag ships—which are not now covered by the stringent safety require­ ments applied to American-flag vessels —to engage in the coastal, intercoastal and inland trade of the U.S. thereby presenting a severe potential hazard to the environment. In Sen. Fannin's argument for the Jones Act waiver, he reiterated much of the same reasoning consistently pre­ sented by the major oil companies which have a large foreign-flag fleet, a good part of which is idle because of the recent Arab boycott on oil. The SIU feels it is apparent );hat if a waiver of the Jones Act was granted, a door would be open permitting the major oil companies to dlow their ves­ sels into what has traditionally been the American seaman's home waters and would deprive him of his basic job se­ curity in the domestic trade of his own country. Recent statements by the oil compa­ nies have indicated that New England and other northern areas in the U.S. will be suffering heavily this winter because of the oil energy crisis. The companies are attempting to show that there is a lack of American-flag vessels needed to transport energy fuels. The SIU can show that Americanflag tankers are available to meet any demand for carriage of oil and can and have assisted in alleviating the suffering of the New England area. The energy legislation passed both houses of Congress without breach of the Jones Act. Act Spurs Shipbuilding Continued from Page 3 ships have been built or ordered under the Act, with more contracts in the near future", said Rep. O'Neill. He noted that "after years of neglect and misguided government policy", American shipyards have begun to re­ establish their capability by commenc­ ing the construction of both tanker and liquified natural gas vessels. The House Majority Leader also told the delegates that the U.S. balance of trade is shifting in favor of the U.S. once again, and that it is imperative that we have a modem fleet, since hav­ ing the balance of trade in our favor is no good unless those goods are carried in American bottoms. Emphasizing that the U.S. must avoid the disadvantages of dependence on any other nation or nations in any area of trade, especially in light of the severe problems created by the Arab oil em­ bargo, the Congressman said: "It is therefore in the national inter­ est to maintain an efficient and strong merchant marine. We have been called upon to develop energy independence over the next decade . . . Carrying our goods on our own ships is the best way I know of to insure commercial inde­ pendence." Rep. O'Neill noted that the building and sailing of American ships has a definite multiplier effect on the econ­ omy, through its creation, of new and additional jobs in other sectors for many Americans. He also strongly stressed that while it is important to build new ships, "it is also important that we provide cargoes to fill those American bottoms." Noting that most other nations of the world strongly protect their merchant fleets, the Congressman said: "The Japanese carry nearly 80 per­ cent of their own trade, and the Nor­ wegians carry far in excess of 50 percent of their commerce in Norwegian bot­ toms. "By comparison, the United States carries only five percent. No one in America would think of aUowing for­ eign competitors to build 80 percent of our automobiles — neither should any American be complacent about the fact that we assign the task of carrying our goods to others. "It is therefore necessary for us to readjust our thinking, and our policy, and begin insisting 'more cargo for American ships'. "When this happens, the U.S. will be on the road to full recovery, and I want to assure the delegates to this Con­ vention that this is what I'll be fighting for," O'Neill concluded. Seafarers Log I �At the SlUNA Convention Sec. Dent Sees Resurgence in M aritime Field Secretary of Commerce Frederick B. Dent, speaking before approximately 200 delegates at the SIUNA Conven­ tion, sighted the progress that has been made in the maritime industry and ex­ pressed "optimism and confidence" in its future. Appearing on the first day of the Convention, Dent pointed out, "this convention opens on a buoyant note with the collective American maritime industry undergoing one of the most dynamic upgrading programs in its long history." "The signposts of progress in bring­ ing about a resurgence of our nation's maritime strength are readily visible.... This is in sharp contrast to the pessi­ mism and fears that wracked the indus­ try only five years ago." Secretary Dent recounted the frus­ trations of the 1960's when the Ameri­ can merchant marine was progressively declining. "Then in the fall of 1968, Richard Nixon, in his campaign for the presi­ dency, pledged, if elected, to come for­ ward with a federal maritime policy and program to restore the United States to the rank of a first-class maritime power. "He fulfilled that pledge .during his first year in office. As you know, the enabling legislation subsequently was enacted as the Merchant Marine Act of 1970. "That law has now been on the books for three years. It is readily apparent that maritime labor and management and the Maritime Administration, under the leadership of Assistant Sec­ retary Blackwell, have made splendid progress in implementing its many farreaching objectives." Dent then outlined some of the high­ lights of the progress that has been made: • "American shipyards are bulging with a record peacetime volume of or­ ders... more than 80 new ships, aggre­ gating more than 5Vi million tons, with a contract value of $3 billion. • "These ships are of advance de­ signs and high productivity. Many of them will be able to compete against their foreign counterparts without op­ erating subsidies. • "The shipyards also have re­ sponded to the productivity gains inher­ ent in the President's program....Earlier this month one of the yards received a contract for four LNG ships which re­ quire no construction subsidy. • "The maritime resurgence under way is by no means confined to the for­ eign trade segment of our fleet. Long overdue vessel replacement programs are being undertaken by our Great Lakes operators. Construction of inland waterways vessels continues at a rapid pace...." Dent expressed his department's gratification on the cooperation and dedication that is being displayed by all parts of the industry in working together to shape America's maritime destiny. "In this endeavor," he said, "Paul Hall and the SIU have been untiring in providing the support and initiatives needed to advance our mutual objec­ tives. Working together, we have come a long way in a few short years, and I am confident that we will make even greater progress in the years ahead." Dent, who SIUNA President Paul Hall called "one of the best Secretaries of Commerce" this country has had, also discussed the energy crisis and its Frederick B. Dent effect upon the maritime industry. Dent noted that "the Maritime Ad­ ministration is holding a series of re­ gional conferences... so that all con­ cerned will have a current assessrnent of the effects of shortages and to dis­ cuss possible management approaches to conserve scarce energy supplies." In concluding, the Secretary thanked the Union for its "hard work and dedi­ cation" in promoting "our Natibn's prosperity, and the renewal of this country as a maritime cower." Sec. Brennan Praises Maritime Labor, Industry U.S. Secretary of Labor Peter J. Brennan told the assembled delegates of the SIUNA's 16th Biennial Convention that both maritime labor and manage­ ment deserved a great deal of credit for their combined effort in awakening the nation to the particular needs of the maritime industry. Brennan was nominated to the labor cabinet post by President Nixon last February and was confirmed by the U.S. Senate shortly thereafter. He is the first trade unionist to hold a Cabinet position since the late Martin P. Durkin, president of the Plumbers and Pipe­ fitters, who served as Labor Secretary r;i 11 L:: • 1 1 i for nine months during the Eisenhower Jits; Administration. Peter J. Brennan Secretary Brennan, former president "Maritime labor and management of the New York City and New York realized the industry was going down," State Building and Construction Trades said Brennan, but decided to do some­ Council, noted that the U.S. merchant thing about it, because it was obvious no marine had been neglected in the years one else would." since World War II by both government Brennan, still a member of the Paint­ and industry. ers Union, continued, "the leadership on both sides, labor and management, decided to make some noise in Wash­ ington to get some attention for the maritime industry, and as a result final­ ly got that attention. It was long over­ due—and I know you are going to make that needed attention continue in the future." Recalling the old days and the tough times in the sailors' movement, Brennan asserted that "nobdy is going to snowjob the SIU. You understand who your friends are and, as you have always done in the past, even if you have to stand alone, you support them." "For that reason I take my hat off to you," he continued. "You stand up for what is right even though you are criti­ cized by people who couldn't be half the man that many of you are—and many of us who had to struggle through the rough times in this world." Looking to the future of the maritime industry, the Secretary of Labor ex­ pressed his well wishes to the SIU in the upcoming struggles. "I hope that you will sail for many, many years the great ships that are be­ ing built now and will be built tomor­ row, and that you will be sailing under the American flag, working with follow Americans—and that the time will not be too far off when we can again say that the American merchant marine is number one on the ocean." Delegates At Work ' -rjv,- Delegates attending the 16th Biennial SIUNA Convention in Washington, D.C. last month. December 1973 Page 7 �^.1; House Hearings Continue On Oil Import Legislation The House Merchant Marine and Fisheries Committee continues to hold Congressional hearings on the proposed Oil Imports Bill, which would require that a portion of all of America's oil imports be carried on U.S.-flag ships. For several years, the SIU has been conducting a long, slow uphill battle for such legislation in the U.S. Congress. The legislation under consideration requires that 20 percent of the nation's oil imports be immediately transported on U.S.-flag tankers, to be increased to 25 percent after June 30, 1975 and to at least 30 percent after June 30, 1977. Presently, there are 221 U.S. Con­ gressmen who have expressed their open support for the bill. For over a month now, the House Committee, chaired by Congresswoman Leonor K. Sullivan, has been hearing and evaluating testimonies, both pro and con, on the oil legislation. In a recent testimony. Congressman John H. Dent (D-Pa.), one of the cosponsors of the bill, stated that "enact­ ment of this legislation would result in a strong U.S.-flag merchant marine es­ sential to the political, economic, and defense needs of our country." Representing the U.S. shipbuilding industry, Edwin M. Hood, president of the Shipbuilders Council of America, confidently stated that the nation's ship­ building industry was in fact ready, will­ ing and able to construct the tankers needed to sufficiently meet the require­ ments of the proposed biU. Also testifying at the hearings were several members of the Commission on American Shipbuilding, set up three years ago under provisions of the Mer­ chant Marine Act of 1970. Recently, the Commission submitted an extensive report, signed by six of its seven members, on the status of the U.S. maritime industry to Congress and to President Nixon. Rear Adm. Albert G. Mumma, (Ret.), chairman of the Commission, told the House Committee that "the security of this nation, industrially as well as militarily, demands that the United States exercise greater direct control of its seaborne transportation through the use of U.S.-flag ships." The Rear Admiral said he questioned the wisdom of relying on the so-called flag-of-convenience fleet to respond to our needs in time of emergency. "There is little basis today for be­ lieving that a U.S. owned ship under a foreign flag and manned by a foreign crew would remain available to the United States in time of crisis," asserted Mumma. Noting recent developments in the Mid East where a percentage of our for­ eign oil supply has been cut off, Adm. Mumma stated that it was evident that the United States "must achieve greater self reliance and independence in its seaborne transportation of vital mate­ rials and fuels to preclude similar cut­ offs through foreign denial of ocean car­ riage." A second Commission member, Stan­ ley Powell, also testifying in favor of the legislation, told the Congressional Committee that "if any nation or group of nations is allowed to gain substantial dominance in the ownership or control of the world transportation system, the flow of raw materids and finished goods could be directed to suit that nation's best interests which could well be op­ posed to the interests of the United States." Powell warned, that in such a case. Page 8 "the opportunities for international, political and economic leverage and blackmail would be considerable " W. H. Krome George, president of the Aluminum Company of America (ALCOA) and the only dissenting member of the Shipbuilding Commis­ sion, told the House Committee that passage of the oil imports legislation would "do great damage to this coun­ try's historic policy of supporting free international movements of goou.. and services and would likely encourage re­ taliatory steps from foreign producing countries." Citing President Nixon's prediction that the United States would be energy independent by 1980, the ALCOA President suggested that "we could find ourselves with a lot of excess shipyard capacity and an excess fleet of tankers which would not be competitive in world trades." However, President Nixon, speaking before the SIUNA's 16th Biennial Con­ vention refuted this testimony in his statement that "the United States will always continue to play its part in the world, but the United States will never be dependent on any other part of the world whenever there is a crisis. We will continue to trade with other nations, and that will expand. We will continue to use their energy sources whenever they are at the right price, and that will ex­ pand. But we want to be in a position so that nobody can cut our lifeline." i4 mmimm s. By B. Rocker After much concerted effort involving vigorous action by the SIU, bills dealing with the Trans-Alaska Pipeline and the Public Health Service hos­ pitals have been passed by Congress and signed into law by the President—7 both of these new laws are milestone victories for Seafarers. U.S. Poblic Health Service Hospitals The fight to keep the eight remaining Public Health Service hospitals open has occupied a great deal of the time of SIU representatives in Washington, D. C. In March, the Department of Health, Education and Welfare advised Con­ gress of its intention to close the doors of the USPHS hospitals and to ar­ range for contracted care elsewhere for the primary beneficiaries of the hospitals. The closing date was set as July 26th. Determined to continue its battle to keep the hospitals open, the SIU ob­ tained an injunction from the Federal Court which prohibited the Depart­ ment of Health, Education and Welfare from carrying out its plans for the hospitals. TTie effect of this injunction was two-fold—while the hospitals remained open to Seafarers and others, the SIU was simultaneously working to in­ crease support for legislation that would permanently insure the operation of the eight remaining PHS hospitalsi On Nov. 19, the President signed the Military Procurement Bill, to which was attached an amendment from Senator Warren Magnuson (D-Wash.) call­ ing for the continued and uninterrupted operation of the hospital system. During the period when the fate of the hospitals hung in the balance, many facilities were not kept in good repair. The SIU is already working to see to it that PHS facilities now secure all necessary repairs so that their services to Seafarers and others can continue to be first-class. Trans-Alaska Pipeline Cargo Preference Bill Receives More Support Support for legislation to delegate a portion of all oil imports to U.S. ships came up during recent hearings before the prestigious Joint Economics Com­ mittee of the Congress. The subcommittee on International Economics has been holding hearings into the subject of energy imports and the U.S. balance of payments. One witness, William G. Croly, a private consultant, urged development of a U.S.-flag tanker fleet. He declared: "One consequence of the current em­ bargo on crude oil shipments to the United States is that certain Arab na­ tions may refuse to load foreign flag tankers that operate from Iran, Nigeria or Venezuela to the United States— similar to the present so-called 'black list' of tankers operating to Israel over the last 20 years. "Such tankers may not be loaded at Arab ports which will make foreign • tanker owners chary of trading to the United States. The obvious conse­ quence, of course, is even higher freight rates on the remaining tankers that will trade to the U.S. "In my opinion, this latter possibility of a 'black list' of tankers trading with the U.S. is an excellent reason for sup­ porting a law requiring the transport of at least 50 percent of our imported oil in U.S. flag tankers. This would stimu­ late a larger U.S. flag tanker fleet which not only would help significantly to re­ duce our balance of payments deficit, but would ensure a reasonable cost of transportation with the absolute de­ pendability of U.S. flag vessels." A second long fought for victory for Seafarers occurred last month when the President signed the bill into law which grants the right-of-way for the Trans-Alaska Pipeline and permits construction to begin immediately. It has been over five years since oil was first discovered on Alaska's North Slope. Experts estimate that the 48-inch line from the North Slope to Valdez will be completed within five years, and two million barrels of oil per day will then be flowing to U.S. markets. Clearly, transportation of this oil cargo will require more ships, create more jobs and help with the energy crisis. Jones Act Exemption While much of our effort is directed towards the passage of legislation de­ signed to provide more jobs and stimulate growth of the domestic maritime industry, the SIU is also constantly vigUant against passage of legislation which might be harmful to the Seafarer and his industry. During recent Senate action on the Emergency Energy Bill, the SIU was able to successfully block a last-minute attempt to add on an amendment to the energy bill which would have waived the Jones Act to allow foreign-flag ships to move oil from one U.S. port to another. Passed by Congress in 1920, the purpose of the Jones Act has always been to protect cargo for U.S. ships. This most recent attempt to interfere with this objective is one of many made by those who have no interest in a viable U.S.-flag fleet. Now that our merchant marine is beginning to show definite signs of growth and is working to regain its place in the world market, we must be constantly alert to protect the Jones Act from such exemptions—exemptions which would destroy the domestic maritime industry. Seafarers are urged to contribute to SPAD. It is flie way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. Seafarers Log �At SlUNA Convention Calhoon Calls for Unify, Bilateral Trade 1 "We have come a long way toward getting a better, more progressive indus­ try," asserted Jesse Calhoon, general president of the Marine Engineers Be­ nevolent Association, at the SlUNA's 16th Biennial Convention. "But even with all of the progress that has been made," he continued, "there are still problems facing the in­ dustry. We are a long way from being home free—we are a long way from having the American flag number one on the oceans." Calhoon told the Convention that the maritime industry must concentrate on three major areas in the future to over­ come these problems. As outlined by the MEBA president, the first area of forward movement "must be within the American maritime labor movement itself." He stressed the importance of com­ munication, cooperation and unity of purpose "if we are to get ourselves into a position to take on our enemies." Calhoy^id the next major problem facing the maritime industry was the need for contracting new and expanded bilateral trade agreements for the U.S. berth line trade. He pointed out to the Convention the huge successes of both the U.S.-South Continued on Page 11 Jesse Calhoon NMU President Notes Points of Unity The President of the National Mari­ time Union, Shannon Wall, spoke be­ fore the delegates at the SIUNA Con­ vention and emphasized the many points of unity that exist between his organization and the Seafarers. "I believe that it can be safely said that at least 85 percent of the time the programs and policies and the aspira­ tions and actions of the NMU and the SIU are identical and I don't think we should dwell upon the other 15 per­ cent." Wall went on to outline some of the areas in which the two unions have al­ ready shown unity. "The kind of unity of purpose, I think, can be exemplified by the activ­ ities of the NMU and SIU at the ILO meetings, the IMCO meetings and other international affairs that we attend." Wall also pointed to the National Maritime Council as another example of SIU and NMU unity. "I have only been on the Executive Board of the National Maritime Coun­ cil for a little over nine months now and 1 know that President Hall and a num­ ber of offieers of the Seafarers Union have attended meetings, have spoken at banquets and other functions of the Na­ tional Maritime Council. "While Paul is introduced as Presi­ dent of the Seafarers International Union, we have always known that he speaks not just for the SIU but he has been also the spokesman for all of the maritime unions affiliated with the Na­ tional Maritime Council. "I have had the privilege on two oc­ casions since I have been on the Board to speak for the maritime industry. While I am introduced as the President of the National Maritime Union, 1 fully realize that my responsibilities arc to represent the entire maritime labor affil­ iated to that Council." Expressing his belief in the NMC, Wall stated, ". . . 1 would say that the time and effort and the money that we are putting into the National Maritime Council is all worth it." "It is money well spent and I think it is indeed showing progress and produc­ tion." Wall also pointed out that "we have a unity of membership. I say it is vir­ tually impossible to tell an NMU mem­ ber and an SIU member, or a member of the Marine Cooks and Stewards Union or anyone else apart." "If you talk to these men about their aims, their ambitions, their problems, their fears and wants and needs you Shannon Wall could not tell an SIU member from an NMU member. "Their skills are interchangeable. We both have the same Coast Guard en­ dorsement." Wall also spoke about the possibility of the "unity of organizations" in the future. Speaking about investors who go in­ to the maritime industry. Wall said, "I think that we have had in the pasf a self protection clause as written into our contract which, instead of self-protecting us, has proven to be a hindrance to people coming in with new capital, with new ideas and new programs that are so desperately needed in our organization, in our industry." "We need new blood and financing and we should not discourage people from coming into this industry." Wall also commented that, "I can state that it is very easy to improve the working conditions and benefits for the membership, but at the same time let us not price ourselves out of business." . Wall concluded his speech by noting, "in the long run the only meaningful thing that will come out of all these words and all of these actions is if it does a better job or if it enables us to do a better job in representing our mem­ bers." "So, Paul, Board members, and dele­ gates to this 16th SIUNA Convention, if these remarks have helped in any way to improve our work toward the better­ ment of our membership, it will all have been worthwhile." In commenting on Wall's speech, Paul Hall told the Convention delegates, "I certainly believe we should try to work much closer together." Nixon Is Presented Model Of Supertanker Brooklyn An impressive five-and-a-half-foot long replica of the 225,000 dw ton turbotanker Brooklyn was presented to President Richard M. Nixon by SIU President Paul Hall at the SlUNA's 16th Biennial Convention in Washing­ ton, D.C. The $70 million crude carrier was built by Seatrain Shipbuilding Corp. at the former Brooklyn Navy Yard. Construction of the Brooklyn was skillfully handled by the nearly 2,800 SlU-affiliated United Industrial Work­ ers employed at the Seatrain Yard. Joe Kahn, chairman of the board of Seatrain also took part in the presenta­ tion ceremonies. In presenting the beautiful model to President Nixon, Hall noted that "this replica represents a gift to you from not only our organization, but from Joe Kahn, the gentleman who built it." The glass-encased model was also accompanied by a small engraved plaque. It read: "This model of the TT Brooklyn, largest merchant ship ever built in the United States, is presented to the Honorable Richard M. Nixon, Presi­ dent of the United States, in grateful appreciation for his leadership in the effort to revitalize the American mari­ time industry. "The TT Brooklyn was built under provisions of the Merchant Marine Act of 1970 in an American shipyard by American workers, most of them drawn from depressed areas and given the opportunity to learn and develop craft skills. December 1973 "The operation of the Brooklyn, manned by American seamen under the U.S. flag will be of great benefit to tbe nation, and is an important evidence of the President's commitment to restore our merchant marine to a vigorous, competitive position on the high seas, and to restore employment and profit in shipping and shipbuilding industries at home." The Brooklyn is under a 25-year charter to Petrofino, a Belgian firm with an American subsidiary. After her seatrials, she will carry oil from the Persian Gulf to European Ports. The Brooklyn will eventually carry foreign crude to the United States but this is not possible until deepwater, offshore ports are available in this country. Two other ships, the Williamsburgh and the Stuyvesant, are also under con­ struction at the Seatrain Yard. The Williamsburgh will be launched this Spring and the Stuyvesant in approxi­ mately one year. A contract for a fourth ship has also been signed by the Maritime Adminis­ tration, and the prediction for the future is that the Seatrain Yard will build two supertankers per year. SIUNA President Paul Hail, left, presents model of supertanker Brooklyn, to President Nixon while Joe Kahn, chairman of the Board of Seatrain Shipbuilding Corp., looks on. Page 9 �IBU Holds Convention •tr Officers of the SlU-afflllated United Industrial Workers of North America are sworn in at their fourth Quadrennial Convention last month. UIW Sets Goals at 4th Quadrennial Convention The United Industrial Workers of North America, an SIU affiliate, held their Fourth Quardennial Convention on Nov. 28 in Washington, D.C., im­ mediately following the close of the SIUNA's 16th Biennial Convention. SIU Vice President Frank Drozak, national director of the UIW, chaired the Convention. The Convention proceedings in­ cluded individual reports from the Na­ tional Director and Area Representa­ tives. In accord with the UIW Consti­ tution, elections of new officers for the next four years were also held. Frank Drozak was elected to the post of Na­ tional Director. He told the conven­ tion he intended to carry out his term of office "working together with the other union officials for the betterment of the entire membership and for the advancement and expansion of the UIW as a whole." Joe DiGiorgio was elected as UIW Secretary-Treasurer; Ralph Quinnonez elected as Atlantic Coast Area Director; Paul Drozak as Gulf Coast Area Di­ rector, and Bill Dobbins as Great Lakes Area Director. Also elected at the Convention were John Fay and Warren Leader as Assist­ ant Atlantic Coast Area Directors; Abraham Alvarez as Assistant Gulf Coast Area Director, and Joe Huber was elected as Assistant Great Lakes Area Director. The UIW officials were sworn in by SIU Vice President Lindsey Williams. There has been a great deal of prog­ ress in the UIW since the last Conven­ tion. Much of this growth has devel­ oped in the New York City area due to the opening of the former Brooklyn Navy Yard by Seatrain Shipbuilding late in 1969. As reported by National Director Frank Drozak, there are presently 2,800 UIW members employed at the shipyard, both in ship construction and office capacities. The vast majority of these em­ ployes are from minority groups and reside in the local communities sur­ rounding the yard. Accomplishments at the Seatrain yard have been outstanding. The TT Brooklyn, largest merchant ship ever built in the United States, was christened at the yard this past June 30, and will soon be ready for her sh^edown cruise—and more impor­ tantly, a long career in the vitally nec­ essary field of oil carriage. Tlie second vessel, the TT Williamsburgh, an exact sistership to the Brooklyn, is approximately 55 percent complete and is rapidly heading toward a Spring 1974 launching. The keel for the TT Stuyvesant, third Page 10 ship to be built at the yard, was laid on Oct. 26, and a contract for a fourth ship has already been signed with the Mari­ time Administration. The prediction for the future is that employment for UIW members at the yard could expand to 6,000 workers. Expansion has also occurred in other areas of the UIW in the past four years. Gulf Coast Area Director Paul Dro­ zak reported that the Gulf region had grown from one to eight shops, and pre­ dicted that with hard work the Union could double this figure in the next few years. John Fay reported that the Philadel­ phia area had acquired no additional shops but that expansion did occur within that area's existing contracted companies. Warren Leader told the Convention that there was a great potential for fur­ ther expansion in the Baltimore area— and Gordon Spencer reported that the UIW held 600 jobs in the Norfolk area. The Convention agreed that over the next four years strong measures must be taken in the field of organizing un­ organized companies. Delegates at the Convention also passed a Constitutional amendment in­ creasing dues and initiation fee as fol­ lows: dues which are now $6 per month shall be increased to $8 per month com­ mencing Jan. 1,1974. The initiation fee of $25 shall be increased to $75 begin­ ning Jan. 1, 1974. In his report. National Director Frank Drozak told the assembled group that an effort to improve the system of contract enforcement is being proposed to standardize all collective bargaining agreements for all companies having similar operations. The goal is the development of a standardized schedule of contributions to the various plans. The present system which has different rates of contribu­ tions for each company has become too difficult to manage efficiently. A single contribution rate will make it possible to devote additional time to the im­ provement of overall welfare service. Reporting on Washington legislative activities, Drozak said that recent Con­ gressional actions showed an increased interest in the pension benefits for work­ ers. This legislative concern is in re­ sponse to numerous failures within the private pension plan sector which have left many workers high and dry at a time in life when they can least afford a financial setback. In closing, the Convention agreed to work hard in the field of organizing— and expressed the goal of a doubled membership by the next Convention. "It is especially important to begin The SlU-affiliated Inland Boatmen's Union held its Fourth Quadrennial ' and sustain organizing drives in those geographic regions and industries which Convention on Nov. 29, following com­ have been traditionally most resistant pletion of business at the SIU's 16th to union organization," said Drozak. Biennial Convention in Washington, D. C. ____ Drozak also reported' on the SiU'o SIU Vice President and IBU's legislative activities in the national director of the IBU, chaired U.S. Congress—and stressed the im­ the convention. portance of contributions to SPAD in Delegates at the IBU Convention maintaining our political weapons. passed a Constitutional amendment in­ Following is a brief outline of these creasing dues and initiation fee as fol­ issues: lows: dues which are now $43 per • A serious threat to the Jones Act, quarter shall be increased to $50 per which protects America's coastwise, inquarter commencing Jan. 1, 1974. The tercoastal and inland waterways traffic initiation fee of $500 shall be increased from foreign-flag competition, was nar­ to $600 beginning Jan. 1,1974. rowly defeated in the Senate. Paul Drozak was unanimously elect­ • On Nov. 16, 1973 the Senate ed to the post of National Director; Joe passed a bill, strongly supported by the DiGiorgio was elected as Secretary IBU, to repeal the "No Mixing Rule" Treasurer; Frank Drozak as Atlantic which prohibits the mixing of regulated Coast Area Director; Lindsey Williams and unregulated commodities in the as Gulf Coast Area Director and Byron same vessel or tow. The bill now goes to Kelly was elected as Great Lakes Area the House of Representatives for further Director. action. Ed Pulver and Gordon Spencer were • On Nov. 19, 1973, the President elected to the posts of Assistant Atlan­ signed unto law the 1974 Military Pro­ tic Coast Area Directors; Ray Herold curement Act, and with it an amend­ as Assistant Gulf Coast Area Director ment that will keep the remaining eight and Dave LeBaron was elected as As­ USPHS hospitals open and fully operat­ ing. sistant Great Lakes Area Director. • The National Water Commission In his report. National Director Dro­ zak told the Convention that at the recently issued a report which calls for a major overhaul of the nation's water present rate of growth, tonnage moved on the inland waterways will double policies and programs, and has been between now and 1985. However, pres­ submitted to the Senate Committee on sures resulting from this rapidly in­ Interior and Insular Affairs. The 590 page report contains 232 creasing traffic growth are being met. specific recommendations including the In 1972 alone, the barge industry built 1,400 new barges—an all time one- imposition of user charges on domestic water carriers through the collection of year record. fuel taxes and lockage fees. In 1973, in response to increasing The IBU is bitterly opposed to this demands, 24 new tugs and towboats recommendation and on Feb. 5, 1973 were put into service among the IBU's testified before the Commission's hear­ various contracted companies—and an ings, stating that sucfi tolls would lead to additional 29 boats are either under three disastrous effects: less cargo being construction or on contract. shipped via water; use by shippers of Drozak also reported that water alternative modes, and use of dternatransportation remains the most eco­ tive sources of supply. nomical form of moving cargo. On the The IBU will continue to fight this average, one dollar will move a ton of move with all available resources. freight 66 miles by rail, 15 miles by In their reports, the JBU Area Repre­ truck, five miles by air—but 330 miles sentatives stressed the need for a con­ by water. tinuing flow of highly qualified people The inland waterways industry has into the industry—and strongly recom­ managed to keep its transportation mended every IBU member to take ad­ rates down to 1960 levels of three to vantage of the training and upgrading four mills per ton-mile despite higher facilities available at the Lundeberg operating costs. School, Piney Point. The full range of National Director Drozak pointed these courses are thoroughly outlined in out that one of the founding purposes this issue of the LOG. of the IBU was to organize unorganized workers—and to protect all workers within the IBU's jurisdiction from the exploitation and wage cutting tactics of unorganized employers. The Convention closed on an upward note, with all delegates expressing op­ timism for the expansion of the IBU in the next four years. Delegates and officers of the SlU-affiliated Inland Boatmen's Union conduct business during their fourth Quadrennial Convention in Washington, D.C. Seafarers Log �7/300 Shipboard Jobs Involved Bradford Island Committee President Nixon Signs Alaska Pipeline Bill A major legislative battle— vigorously waged by the SIU, the Maritime Trades Department and the AFL-CIO —ended in victory when President Nixon on Nov. 16 signed into law a bill authorizing construction of the Trans-Alaska oil pipeline. The 789-mile pipeline wiU carry some two million barrels of oil a day from the North Slope to the ice-free southern port of Valdez. Discovered re­ serves in the Prudhoe Bay area already total an estimated 10 billion barrels and the pipeline authorization is expected to spur further exploration and develop­ ment in this oil-rich area which could provide the nation with a secure source of domestic fuel. tion of the pipeline. At the same time, the SIU, AF^-CIO and the MTD re­ jected Ae proposal for a Canadian pipeline because it would provide no direct benefit to American workers and industry. The construction design of the pipe­ line includes the latest safety features to insure adequate protection for the en­ vironment and that oil will be carried safely on American-flag ships. The legislation calling for authoriza­ tion of immediate construction of the pipeline—including a special amend­ ment preventing further delays through court actions—was introduced in the Senate by Henry M. Jackson (DWash.) and in the House by Rep. John Melcher (D-Mont.) The special amendment was sponsored by Senators Mike Gravel and Ted Stevens of Alaska. On Oct. 18, liouse and Senate Con­ ferees reached agreement on the bill. In addition to preventing further en­ vironmental challenges, the law also al­ lows the Secretary of Interior to grant as much additional right-of-way foot­ age as necessary. The Conference bill was passed by strong margins in both houses of Congress and sent to the President. The North Slope oil field is the larg­ est ever found in North America. Geol­ ogists estimate that, in addition to the 24 billion barrels of high-quality crude laying 6,000 to 10,000 feet below the permafrost, there is 26 trillion cubic feet of natural gas in the reservoir with the oU that can provide energy equiva­ lent to another million barrels of oil per day. Construction on the $4.5 billion proj­ ect is scheduled to begin next spring and the first oil could arrive in Valdez within five years after pipelaying is be­ gun. The storage area at Valdez will have a capacity of 20 million barrels of crude. Of particular importance to the SIU and the nation's maritime industry is the fact that about 40 U.S.-flag tankers will move this oil from the Valdez terminal to refineries on the West Coast, provid­ ing more than 1,300 sea-going jobs and thousands more for American ship­ yard workers. The Jones Act requires that tankers on the Valdez-West Coast run be constructed in American yards and that the oil be transported aboard American-flag ships. The signing of the Trans-Alaska pipeline authorization bill by President Nixon ended a four year fight led by environmentalists who, in March 1970, got an injunction blocking issuance of a construction permit and urged Con­ gressional support for an alternative pipeline throng Canada. Two years later, in March 1972, the One of the most difficult and compli­ Interior Department presented an en­ cated battles waged by the SIU in recent vironmental impact statement after years—the fi^t to save the Public careful study of ecological factors re­ Health Service hospitals—^was won lating to boA construction and opera­ when President Nixon on Nov. 19 Committee members aboard the tanker Bradford Island (Steuart Tanker) gather topside at recent payoff at Royal Petroleum Docks in Fort Reading, N.J. They are, from left: L. Nixon, educational director; H. Cross, steward delegate; A. Boney, ship's chairman; J. Hodges, secretary-reporter and J. Cyr, engine delegate. Calhoon Calls for Action Continued from Page 9 American, and U.S.-Russia trade agree­ ments, and stated that "if we can extend our bilateral shipping agreements to all other berth line trades, we will have bedded our berth liners down for the foreseeable future and then the shipping companies can build up their fleets." The third major area, Calhoon told the assembled delegates, "is the bill pending in Congress to require a portion of America's oil imports be carried on U.S.-fiag ships." The MEBA president noted that op­ position to the bill by the oil industry was very formidable. He explained that seven of the largest 16 companies in the United States are oil fims. The oil industry controls 84 percent of the U.S. refining capacity, 72 percent of the natural gas companies, 30 percent of the coal reserves, 20 per­ cent of the domestic coal production, over 50 percent of the uranium reserves and 25 percent of the U.S. milling ca­ pacity for vuanium. In addition, the U.S. oil industry con­ trols a majority of world exploration, extraction, transportation, refining and marketing of oil. "These firms are no longer oil com­ panies, they are multi-national energy corporations," confirmed Calhoon. "They have grabbed monopolistic con­ trol over humanity throughout the world." "The oil industry does not want to deal with American labor," he contin­ ued. "They want to operate in national secrecies ... it is more profitable." Calhoon told the Convention that "when we take on the oil bill, we are taking on an enemy with unlimited re­ sources." "But I believe if we all put our shoulders to the wheel that we will get the bill and we will get it in 1974," he predicted. SIU Wins Long Baffle To Save PHS Blackwell Sees Progress Continued from Page 3 cent but the most recent contract for conventional tankers required only a 35 percent subsidy," stated Blackwell. "More impressively," he continued, "six months ago three LNGs were or­ dered at the subsidy rate of only 16.5 percent, and last month wc signed con­ tracts for four more LNGs which will be built without any construction sub­ sidy." "We in the Maritime Administration are pleased by the way American yards are narrowing the gap between U.S. and foreign shipbuilding prices, for it means that the taxpayers' dollars are buying far more today than they could when we were subsidizing more than half of the shipbuilding costs," he maintained. He noted that the subsidized con­ tracts have created 125,000 man years of employment in American shipyards, and will eventually translate into an ex­ cess, of 3,000 jobs for American sea­ farers. Blackwell also assessed the impor­ tance of the U.S.-Soviet bilateral trade agreement, and the possibility of other such agreements with other nations in the future. "At the time we signed the Soviet December 1973 trade agreement," he informed the Con­ vention, "43 of our tankers totalling 1.4 million dead-weight tons were idle for lack of employment. A recent tabula­ tion revealed that 51 American flag tankers were fixed for a total of 94 voy­ ages in this trade. In terms of seafaring employment it provided more than 1,500 jobs for American seamen. It also resulted in our bulk fleet being fully employed for the first time in several years." Blackwell also stressed the necessity of the maritime industry's marketing programs under the auspices of the Na­ tional Maritime Council. "Greater shipper patronage is vital to our maritime program. New ships, no matter how efficient they are, cannot compete effectively if they sail half full," he stated. In closing, Blackwell expressed his appreciation to the entire SIU for "the solid and consistent support and co­ operation the SIU has extended the Maritime Administration in the efforts to implement President Nixon's mari­ time program." "If we continue to exert our best ef­ forts, we can and will restore the Amer­ ican merchant marine to. a leading position on the world's trade routes," he concluded. signed into law the 1974 Military Pro­ curement Authorization Act which con­ tained an amendment guaranteeing that the eight PHS hospitals will remain open for both out-patient and in-patient service. The new measure provides an appro­ priation of $98 million to operate the eight existing hospitals and the 32 PHS clinics in port cities across the nation. Also—^for the first time in four years— an additional $18 million is provided for modernizing and upgrading the hospitals. The three-year-long victory for Sea­ farers came despite persistent efforts by the Department of Health, Education and Welfare to shut down the hospitals or transfer them to community control. Despite Congressional approval of the Public Health Hospital system, HEW earlier this year renewed its efforts to shut down the hospitals. With strong support from the SIU, Congress thwarted this attempt to close the hospi­ tals by adding an amendment to the Emergency Medical Services Bill which would keep the system operating. Meanwhile, as Congress was debat­ ing this bill, the SIU obtained an injunc­ tion in the District Court of Washing­ ton, D.C. in July preventing HEW from going ahead with plans to close the hospitals. Although Congress passed the Emer­ gency Medical Services Bill by a wide majority. President Nixon vetoed the measure and efforts to override the veto failed by a scant five votes in the House of Representatives. Then, in October, Senator Warren G. Magnuson (D-Wash.), chairman of the Senate Commerce Committee, tacked a PHS rider to the Military Authorization BUI. That amendment was also sponsored by Senators J. Glenn BeaU, Jr. (R-Md.), Edward W. Brooke (R-Mass.), Alan Cranston, (D-Calif.), Henry M. Jack­ son (D-Wash.), Charles McC. Mathias, Jr. (R-Md.) and John Tower (R-Tex.). This time the measure won White House approval, and insures that the hospitals and clinics wiU remain avaUable to Seafarers. The years of uncertainty over the future of the hospitals have taken a heavy toll of the hospitals' staffs, and for years the hospitals have not been modernized or upgraded. The SIU wUl monitor the hospitals to insure that the modernization and upgrading program authorized in the new law is imple­ mented. SIU Brooklyn Clinic Moves The SllTs Brooklyn medical clinic has moved to its new loca­ tion at Union headquarters, 675 Fourth Ave. from 685 Third Ave., according to Dr. Joseph B. Logue, medical director. Dr. Logue advises Seafarers that the clinic open for busi­ ness." Patients may call the clinic at 212-965-2440 for appointments. Page 11 �t : li ff Counting votes of the Union dues and initiation fee increase referendum is the SlU membership-elected Tallying Committee of (I. to r.): Chairman Edgar C. Anderson, Gilberto R. Salazar, Richard McDonald, Nicholas D'Amante, Jasper C. Anderson and Joseph N. Powers. Amendment Passed to Up Dues and Initiation Fees A Constitutional Amendment, which provides for the increase of dues and initiation fees, was passed by an over­ whelming majority vote by the member­ ship in an Oct. 2 to Oct. 31,1973 refer­ endum. The amendment contained two prop­ ositions which were voted on separately. Proposition #1 read: "Effective Jan. 1,1974, the initiation fee for all new full book members shall be $600.00, and that our constitution's Article V, Section 2, be so amended.. And that this change be applicable as well to all applicants who have not completed full payment of the present initiation fee by Dec. 31,1973." Final tally on this proposition was 3,044 yes; 235 no; 4 void; 8 no votes, and 11 challenged. Proposition #2 read: "Effective Jan. 1,1974, the calendar quarterly dues for all members shall be $50.00." The final count on the above was 3,002 yes; 276 no; 4 void; 9 no votes, and 11 challenged. The SIU's Union Tallying Commit­ tee, elected at headquarters on Nov. 5, 1973 for the purpose of tallying the membership vote on the amendment, submitted their report to the Secretary Treasurer's office on Nov. 9, 1973 for presentation to the membership. The Committee's election was con­ ducted under Article XXV of the SIU Constitution. The Committee consisted of six full book members: Edgar Anderson and Nicholas D'Amante of the deck depart­ ment; Gilberto Salazar and Richard McDonald of the engine department, New SPAD Certificates For Job Security The membership this month unani­ the USPHS hospitals, and also was able mously concurred in a report of the to secure passage of the Trans-Alaska secretary-treasurer that voluntary con­ pipeline. tributions to SPAD will be in the form And the 1970 Merchant Marine Act of $20 certificates effective Jan. 1,1974 —which was the key to the rebuilding to replace the existing SPAD receipts. of the American merchant marine—is directly the result of this membership's In his report to the general member­ voluntary participation in SPAD. ship meeting at headquarters Dec. 3, But we have to step-up our efforts on Secretary-Treasurer Joe DiGiorgio said: "I'm certain that all of our mem­ the legislative front. DiGiorgio said: bers are aware that the real key to our "We are still pushing for an oil import job security is in the amount of success quota bill, and at this very moment we we have in Washington through our are fighting those special interest groups who are .seeking to destroy the Jones legislative efforts." Act." He reminded the members that the All of our efforts in politics are aimed SIU has been successful in the political at just one thing—job security for Sea­ arena through their participation in farers—and the voluntary contributions SPAD but he also warned that our work of our members to SPAD is the only is far from finished. vehicle to achieve our goal by enabling During the pas', month the Union, us to continue our support of those Con­ after a long and complicated struggle, gressmen who are firmly committed to succeeded in getting legislation to save a strong American merchant marine. I I I W Page 12 i>>i> - J mmr, and Joseph Powers and Jaspar Ander­ son of the steward department. Brother Edgar Anderson was elected chairman of the Committee. A total of 10,750 numbered ballots were issued to 26 ports, as well as 32 absentee ballots issued to eligible mem­ bers aboard vessels not scheduled to be in a port where a ballot could be se­ cured. All unused ballots were returned to headquarters after the referendum pe­ riod. The Sterling National Bank at 1410 Broadway in New York City served as depository for all ballots cast. The bank submitted daily reports to headquarters on the number of ballots received each business day—and certi­ fied at the close of the referendum pe­ riod that all ballots had been properly safeguarded and that no one other than appropriate bank personnel had access to the envelopes. The ballots were surrendered to the Tallying Committee upon the Commit­ tee's request. In the course of their work, the Tally­ ing Committee noted and acted upon several discrepancies in the voting. Ballots #4506 through #4509; #4528 through #4530, and #4535 through #4542 were returned to head­ quarters with no indication as to the port in which they had been issued. After investigation of the records, the Committee ascertained that they had been issued to the port of New Orleans. In the port of New York on Oct. 2, the stubs from ballots #115 through #122 were not removed. However, in tallying the votes, the Committee found the stubs still attached to the ballots and counted them as valid votes. On all challenged ballots, the Com­ mittee thoroughly checked bank and union records before making a decision on validity of the votes. The Committee asserted that at all times while in session there was a quorum of the Committee present, and that all activities were conducted ac­ cording to the SIU Constitution. Upon adjournment, the Committee expressed thanks to the Secretary Treasurer's office and staff for their cooperation. Thanksgiving in Yokohama ' ^' /' A ^ y ' y >. Mrs. Percival Wicks (left) dines yvith Yokohama Port Agent Frank Boyne (cen­ ter) and her son (right) on Thanksgiving Day in the'SIU hall. Seafarers Log �The officers of the SIUNA were unanimously elected to their respective posts for two-year terms on the last day of their Convention. In addition, the delegates unani­ mously passed a Constitutional amend­ ment re-establishing the post of SIUNA executive vice president. Elected unanimously to the post of SIUNA President was Paul Hall. Morris Weisberger, secretary-treas­ urer of the SIUNA-affiliated Sailors Union of the Pacific, was unanimously elected to the position of executive vice president. Joseph DiGiorgio was unanimously elected to the position of SIUNA-secretary-treasurer. He had been assisting President Hall in handling the duties of the secretary-treasurer since early 1972 when A1 Kerr passed away suddenly. In accepting his new post, Brother DiGiorgio said, "I hope 1 can carry on in the txadition of A1 Kerr. If I do that, I know I'll be serving the membership weU." Twenty-two representatives of the affiliates of the SIUNA were unani­ mously elected as vice presidents. They are: Kenneth Olsen, secretary-treasurer, Alaska Fishermen's Union; Gilbert Gauthier, president, Canadian Marine Officers Union; Carl C. Marino, secre­ tary-treasurer, Cannery Workers and Fishermen's Union of San Diego; Ever­ ett Clark, president, Democratic Union Organizing Committee, Local 777; James V. Motley, president. Interna­ tional Union of Petroleum Workers; Ed Turner, president. Marine Cooks and Stewards Union, and Harry Jorgensen, president. Marine Firemen's Union. Also, Roy A. Mercer, secretary-treas­ urer, Military Sea Transport Union; Merle Adlum, president. Inland Boat­ men's Union of the Pacific; Austin P. Skinner, secretary-treasurer. New Bed­ ford Fishermen's Union; Frank Drozak, vice president, SIU-AGLIW District; Fred J. Farnen, vice president, SIUAGLIW District; Earl Shepard, repre­ sentative, SlU-Inland Boatmen's Union; Lindsey J. Williams, representa­ tive, SlU-United Industrial Workers; Roman Gralewicz, president. Seafarers International Union of Canada, and Keith Terpe, president. Seafarers Inter­ national Union of Puerto Rico, Caribe . and Latin America. Also, Burt E. Lanpher, secretarytreasurer, Staff Officers Association of America; Danny Williams, president. Sugar Workers Union No. 1 of Croc­ kett, California; Ed Allensworth, president. Transportation and Allied Workers of California; Steve Edney, president. United Cannery and Indus­ trial Workers of the Pacific; John Yarmola, president. United Industrial Workers of North America-Midwest, and Jack Dwyer, assistant secretarytreasurer, Sailors Union of the Pacific. The SIUNA officers were sworn in by Peter McGavin, executive secretarytreasurer of the AFL-CIO's Maritime Trades Department of which the SIUNA is a member. Delegates Pass 40 Resolutions Unanimously Delegates to the SIUNA's 16th Bi­ ennial Convention unanimously passed 40 resolutions dealing with maritime is­ sues; matters concerning affiliates, and subjects vital to the entire labor move­ ment. The resolutions were presented to the approximately 200 delegates by Joe Goren, chairman of the Resolutions Committee and the Committee's rec­ ommendations were unanimously ac­ cepted. Resolutions on maritime matters in­ cluded: • Continued cooperation and sup­ port for the National Maritime Council in its efforts to promote a strong, bal­ anced and competitive U.S. merchant marine. • Urging Congress to enact S.2267 —without amendment—so the inland waterways industry can develop its full potential and fulfill its vital role in the transportation system that is so neces­ sary to a healthy national economy. • Urging the Congress to immedi­ ately pass legislation ending" the Jones Act exemption for the Virgin Islands and bringing these islands under the same commercial and financial laws as those governing companies operating in the United States and Puerto Rico. • • Support of the continuing efforts of both management and labor groups to further develop the inland waterways and the urging of the U.S. Congress to oppose all attempts to impose user charges or other fees on the inland waterways industry. • A determination to expose the op­ erations and goals of the American Committee for Flags of Necessity and to show the entire nation that the American Committee is not "Ameri­ can" but rather dedicated to the de- December 1973 struction of a viable American-flag merchant marine. In line with this, the SIUNA further resolved that the Congress enact legis­ lation taking away from the interna­ tional oil companies all tax advantages on foreign operations, including the op­ eration of foreign-flag ships. • Support of planning, development and operation of offshore terminal facil­ ities to provide the United States with an economically sound and environ­ mentally safe approach to handling large volumes of petroleum imports necessary to meet the growing energy needs of America. • Urging of the Congress to reject all future Department of Health, Edu­ cation and Welfare plans to close or transfer the PHS hospitals, and urging that legislation be adopted to provide funds to modernize the hospitals. In line with this resolution the SIUNA strongly supported the creation of a na­ tional system of health security that will provide all Americans with the same type of quality, low cost, and readily available medical care now obtained by merchant seamen in PHS hospitals. • Commitment to insure that every American vessel have on-board a crewmember trained to provide medical services of a physician's assistant and equipped with the necessary medical aid equipment. .< ' VV ^ V • Urging of the Congress to require that the U.S. Maritime Administration in the Department of Commerce, which has the expertise and staff to deal ef­ fectively with maritime matters, be the chief negotiator for the U.S. in interna­ tional maritime conferences and con­ ventions. • Commendation of the Commis­ sion on American Shipbuilding for its comprehensive and perceptive report, and further that Congress begin to hold hearings on the Commission's recom­ mendations so that appropriate legisla­ tion may be enacted without delay. • An outline of the needs of the U.S. merchant marine in the 1970's in­ cluding: 1. Development of a strong, balanced U.S. merchant marine through con­ tinued operating and construction sub­ sidy programs and other financial in­ centives designed to achieve competi­ tive parity between the U.S. and for­ eign-flag fleets. 2. Adoption of legislation to provide assurance of adequate cargo for U.S. flag vessels, particularly H.R. 8193, which would require that a fair share of U.S. oil imports be carried on U.S. flag tankers. 3. Expansion of the practice of bi­ lateral shipping agreements between the U.S. and its trading partners. ^ ^ Politics are Donate to SPAD . t. , 4. The end of the U.S.'s dependency on foreign-flag vessels for the importa­ tion of oil and other vital foreign raw materials. 5. Increased U.S. tanker construc­ tion. 6. Development and construction of nuclear powered vessels. 7. Elimination of bureaucratic en­ cumbrances that have hindered the growth of the U.S. merchant marine. All branches of government must ac­ tively support the President's program to revive the American merchant ma­ rine. The Convention delegates also passed a resolution on the Middle East calling upon President Nixon to con­ tinue to deal with the Middle East ten­ sion firmly and without equivocation in the following manner: "The United States should make it perfectly clear to the Soviet rulers that it wUl not maintain a false detente if the Soviet Union continues to support acts of aggression against Israel." The resolution also states that the SIU urges all parties in this conflict to abide by the ceasefire and commends Israel and Egypt for beginning face-toface negotiations for the first time in the 25-year struggle. In dealing with foreign trade and the protection of American workers' jobs the Convention passed a resolution sup­ porting the efforts of the AFL-CIO to have the House of Representatives' draft of the Trade Reform Act of 1973 substantially rewritten or amended. "Only by so doing, can Congress pro­ vide the American worker with the pro­ tection from job losses due to foreign imports that he has so long been de­ nied." Page 13 �ASHORE PhiWelphio ^ Two IBU-manned McAllistCT Brothere „ijs jate last month Patrice, were the ^ ^"te PMadelphia BoUelta. The photos showed A/pena, Mich. CO"M eCtXSun7nrhe?:inter layup of Great Lakes ships. St. Louis port Agent Leroy ^ ""St — ;-rrSnd"trrer^« -^Sl:;^^l'eSTe nosplta. dre da, after Thanhs- giving. Schinault was examined and released. Mobile ®~r;doh:nie'Hedges in frganey a. the recent pavo«-o. .he . Bradford Island in Port Reading. N.J. duffofdluve'^W I,- rnm has Started a new run from the Atlantic Coast Waterman Steamship Corp. has startea a ports to the Far East. Ncv/ York Coast ports to Oporto and Lisbon, f ortugdi y Chicago . . This port elt, has plans to bnUd and develop Its hrst full scale contamenaation facility. Odessa, Russia thi^vSe^rCiT-h::Sh®o;Sr^s^m"pp"t:^~C^^^ a U.S.-Sovit multi-billion doUar chemical agreement. Galveston f an?"orhu£Ts':.dSs"^^^^^^^^ SIU ships over the years. Boston . hosp"ariSc':U"« «L?b'a?f"i"th?aS®!:'emranrS:spital here. They would like visitors. Baltimore Seafarer Began Career On Army Mine-Layers When Seafarer Jolmnie Hodges went aboard his first SlU-contracted ship m 1946 as messman, he was no ftr^g ,0 shipboard galleys. He had jomed the ^y^ in 1938 and during the war yeaZ from 1941-1945, he se^ed as mess sergeant aboard Army mme-layers along the East Coast. Today Seafarer Hodges, who has nearly 20 years seatime, is s^mg ^ chief steward aboard the land (Steuart TransportaUon) which is running between St. Croix, Norfolk, Rotterdam and New Jersey. Asked why he decided to make saU­ ing his career. Seafarer Hodgy said. "Although it was totally different aboard those Army mine-layers, I go to love the sea during those yems, so I '^IsHt was just natural that I wound % with this way of hfe-and Ive m. who was saUing with the SIUSIU. He his who took me down to the old h^l m Norfolk which was then on St. , h said, "and I got a ship and thats the ^^Seiarer Hodges, who makes Ws home in Virginia Beach, Va. wito to wife, SybU, plans to stay on ihQ Braa Zd Island untU June. "Then we're g^ ing to take a nice vacation, he said, "maybe head out west." The veteran steward had some words of advice and encouragement for young men who are beginning their careers at sea. ^ , He said: "They should give some thought to the opportunities and ad­ vantages of working in the J partment. Not only me the worfang conditions, especially m the new mo em galleys, pleasant but the opportuni­ ties for advancement in the department are wide open and depend only on the individual's desire to leara and im­ '^^HeSled that after he got °ut of prove.' le looked up an old friend triena oi F--"service, he of Bosun Donates Blood Walters. iij Piney Point, Ma. .u, iTnAboard the Harry L^ndebMg School re^^^^ ^ t^»riT-flU a|d from 6 p,m. to 9 p.m.,Reference materials and tape cassettes are always avatole. Also, office hours for *6 schoors wffl £ oX^'the^Mmd'^y Mrs! Shinkle, trmn^Omm^^ • /'I . I •• i. i ' i SIU clinic. Nurse Shery' Edel assists. Seafarers Log Page 14 �AT SEA SS Falcon Lady The crew of the Falcon Lady (Falcon Carriers) enjoyed a real traditional Thanksgiving dinner prepared by two veterans of the steward department— Chief Steward Conrad Gauthier and Chief Cook Alonzo Bryant. Not only was there turkey with all the trimmings, but Seafarer Alonzo did it the oldfashioned way by making pumpkin pies out of real pumpkins. The special holiday feast was served while the Falcon Lady was enroute to the Persian Gulf. SS Overseas Ulla Hudson Jones, a recent graduate of the Lundeberg School, was singled out by the crew of the Overseas Ulla (Maritime Overseas) for his hard work and willingness to learn. Seafarer Jones, who was making his first trip was sailing as steward utility. Seafarer Ulaf "Ully" Lefsaker, sailing as welder maintenance, takes time out for coffee and a smoke as he waits for payoff on the Transidaho. Sea-Land Finance The SlU-manned Sea-Land Finance, sixth of eight newly constructed SL-7 containerships, recently entered service between the U.S. West Coast and the Far East, including direct service to Hong Kong. Lefsaker Recounts U-Boat Attack In North Sea Sea-Land Resource An SIU crew flew to Rotterdam, Holland Dec. 3 to man the newly built Sea-Land Resource which will make her maiden voyage to Port Elizabeth, N.J. this month. More than 6,000 American mer­ chant seamen gave their lives during World War II but Seafarer Ulaf "Ully" Lefsaker was one of the lucky ones who survived the horror of an unexpected explosion from an enemy torpedo and the sudden plunge of his ship to the bot­ tom in the cold and dark night of a North Sea winter. / It was Feb. 17, 1945 aboard the S.S. Thomas Scott (Waterman) which was bound for England after delivering mili­ tary supplies to Murmansk. Seafarer Lefsaker, who was sailing as fireman, was on watch below when the attack came. "The explosion seemed to rip the ship apart," he recalled, "and all I had time to do was to slip on a pair of slacks and put on my life vest over my under­ shirt. The next thing I knew I was in the water in a liferaft along with several other members of the crew." Fortunately, all hands managed to get the boats and rafts clear and all were accounted for when they were spotted and picked up by a British ship four hours later. "Hardly any of us had a chance to put a jacket on," Seafarer Lefsaker re­ members, "and I can tell you it was a long and cold four hours out there in heavy seas that soaked us to the skin." The crew was transferred aboard Russian PT-boats which took them back to Russia where they had to spend three months before catching a ship to the United States. But, Seafarer Lefsaker who was bom in Norway and began his life at sea aboard Norweigian freightships when he was 20 years of age, caught the first ship he could after his return. He continued to sail throughout World War II and, along with the thousands of other SIU members who surivived that war, he helped to deliver the goods to the troops of our nation and our allies during the Korean War and the Vietnam Conflict. Seafarer Lefsaker joined the SIU in 1943 when he got a berth aboard the S.S. William Storges (Calmar) in Port­ land, Me. and has continued to sail with the SIU. "Ully" and his wife Hjordis, who now make their home in Berkley Heights, N.J., became naturalized U.S. citizens in 1955. They have two children, a daughter Liv, 17, who is attending college in Norway, and a son Svein, 23, who just completed his tour of duty with NATO Forces in Norway. Seafarer Lefsaker is now sailing as welder maintenance aboard the Trans­ idaho (Seatrain), a converted C-4, which is mnning coastwise between New York, Baltimore, Charleston and San Juan. He also sails as fireman-oiler, pumpman and junior engineer. Seafarer. Lefsaker sails at least eight months a year. Japanese Seamen Convene Yokohama Port Agent Frank Boyne (standing) Is introduced to the member­ ship of the All Japan Seamen's Union congress in Tokyo last month during opening ceremonies. December 1973 Boii't let imgs destroy yon or your Hveliiioof Page 15 �•; J • '•--ivii --i November 26-28,1973 SlUNA 16th Biennial donvention Highlights November 26-28,'1973 r': I i,' != i' I' Ii Vice President Fred J. Farnen. Page 16 Lundeberg School trainees listen attentively to Convention proceedings. - Joseph DiGiorgio, secretary-lreasurer of SlUNA SlU pensioners from Baltimore attend the Convention. Vice President Keith Terpe. president SlU of Puerto Rico. Caribe & Latin America. Page 17 �Steady As She Goes Progress Through Unity We have just concluded a successful Convention at which we both reviewed our progress and took a hard look at the many problems that lie ahead. In the years since our last Convention, we have witnessed a revitalization of the nation's merchant marine with new ships that are making this country competitive in the maritime world. We have suc­ ceeded in preserving the Public Health hospital system. And we have won the long fight for the Trans-Alaska pipeline. But rough waters and shoals lie ahead and we must remain alert at the helm— not only to protect what we have accom­ plished—^but also to move ahead. Lurking in the shallows are those who would destroy the Jones Act in the name of expediency. And as formidable as reefs is the powerful oil industry which—^blind to the interest of our nation's economy and security—would sink the cargo pref­ erence bill and leave our nation helplessly dependent on the whims of foreign-flag shippers. In the months ahead we will be locked in a no-holds-barred fight in Congress to achieve our legislative goals—continued implementation of the re-building of the American merchant marine; protection of the Jones Act which is vital to the con­ tinued growth of our industry, and enact­ ment of an oil import quota law not only to provide more seafaring and related maritime jobs for Americans but also to end our nation's dependence on foreignflag operators. It is with our political support of those in Congress whose foresight for our na­ tion's security has revived the American merchant marine, and it is through our continued support of these concerned legislators that the security and growth of our industry will be assured. As Seafarers this support is not only at the ballot bpx but, most important, through our voluntary contributions to SPAD, It is only through SPAD that Sea­ farers can exert their united strength to achieve continued job security. Page 18 It has been because of our unity of strength through SPAD that we have been able to obtain new ships, job secu­ rity, better health care by preserving the USPHS hospitals and the promise of a brighter horizon for Seafarers. And it will only be through this contin­ ued unity of strength through our SPAD contributions that we can carry on our fight in the halls of Congress to expand our industry, job opportunities and our collective security. One of the greatest challenges we face is the training and upgrading of our members to meet our commitment to provide our contracted companies and the nation with the best qualified seamen in the world. We anticipated this challenge years ago when we initiated our first training programs in 1954, But our industry is rapidly changing. New concepts in ship design, automation and cargo-handling require a much higher degree of com­ petence and skill in seamen. Again, we anticipated this challenge when we began developing a comprehen­ sive re-training and upgrading program at Piney Point, not only for our deep-sea members, but for our members who man the towboats and barges of the expanding inland waterways system. But again, there is much still to be done. Already new ships—LASH ves­ sels, OBO carriers, supertankers and SL7's—are in service, and more new ships with new concepts will soon be off the ways including the radically-new LNG's (liquified natural gas carriers). Our Upgrading Center in Piney Point has already trained Seafarers to qualify for more than 2,000 endorsements and prepared them to man our new ships efficiently and safely. And new programs are continually being developed to keep pace with advances in technology. The challenge to upgrade the skills of our members is our responsibility—and it is a responsibility that we shall continue to meet and fulfill. „ iciai r>u!?licatfon North Amefica, Atla""' •- the Seafarers fnternattonal Union of ~ " '.ekes and Inland Waters OistWet. .-CIO ' Cat tafifter. grecot/ce fiafi faheoard, Vm-PreUde/it .Joe OtQiorgio, ' Undsey WliltarflB, yios-Pmident • •.fimk DwT.fihtVlce'P''&Ale)mt ' Paul 0fozak, V/ce'Aros/de,«! Published monthly by Seafarers tnternatlontfl Union, Atlantic, Seafarers Log • �USNS Tallulah T HE USNS Tallulah, one of 13 tankers under charter from the Navy to SlU-confracted Hud­ son Waterways, recently called at the port of Piney Point to dis­ charge JP-4 jet aircraft fuel des­ tined for nearby Patuxent Naval Air Test Center. During her 18-hour layover at Steuart Petroleum Terminal, she was visited hy trainees from the Lundeberg School and by Seafar­ ers attending the Bosuns Recertification Program, and Senior­ ity Upgraders, Seafarers prepar­ ing for higher ratings at the SIU Upgrading Center and members of the Lundeberg School staff. The crew of the Tallulah also welcomed the opportunity to visit the SIU Upgrading Center. Mike Sacco, vice president of the Lundeberg School, made it a point to visit the galley during his visit to the Tallulah. He's sampling luncheon stew with from left: Seafarers C. C. Williams, cook and baker; Lawrence Winfield, messman, and Chief Steward Roberto Hannibal. Tallulah's 2nd engineer, Phil Reyes (left) who sailed for many years with the SIU, and Able-Seaman Jack Arellanes, both had opportunity to talk with Jim Pulliam and S. J. Jandora who attended Bosuns Recertification Program. Mobile Port Agent Blackie Neira (right) and New York Port Agent Leon Hall went aboard the Tallulah with Lundeberg trainee Steve Downs to talk with crewmembers including Seafarer Hudson Jones, left,^who is now sailing as ordinary seaman after graduating from the school in June. Lynne Lunnen, member of Lundeberg School academic staff, went along with HLS trainees to visit the Tallulah. She got a guided tour of the engine room from Alvin Clewis, right, who graduated from the school last year. Trainees are, from left, Clifford Goodrich, George Mason and Henry Roth. December 1973 Page 19 �!;i .!j ;; 1-' n 5k; It:'! A ffer an 84-day long voyage to J\ Russia and Libya, the 84,000-ton National Defender (Vantage Shipping Corp.) sailed up the Delaware River and tied up at Mantua Terminal in Paulshoro, N.J. for payoff. "It was a good trip and a good crew," said Bosun Chuck D'Amico who ships out of Houston and has sailed with the SIU for 29 years. After discharging her cargo of crude oil, the 851-foot tanker headed for the shipyard at New­ port News, Va. where she will un­ dergo extensive renovation and will he renamed the Vantage De­ fender. The National Defender, launched in 1959, left the port of Houston on July 25 with 73,000 Chief Cook Richard Smith prepared lunch as crew waited for payoff; _ Ordinary seaman Jimmy Dale takes cap off manifold pump as NationahDeiendef readies to discharge benzene cargo. Page 20 * V » Philadelphia Patrolman Joe Air (seated) checks overtime sheet of Seafarer H. Sikes during payoff after 84-day voyage. tons of wheat hound for Russia. Arriving at the Black Sea port of Odessa Aug. 16, she had to lay out on the hook for 40 days while nine ships ahead of her were un­ loaded. But tibe long layover gave her crew ample time to visit Odessa and meet the people, who they found to he friendly. As chief pumpman Howard Green, who ships out of Mobile and has been sailing with the SIU for 28 years, expressed it: "Odessa reminded me of Mobile 50 years ago. The people here are friendly hut they have to watch what they say." Sailing out of Odessa Sept. 26, the National Defender went to El Sider in Libya to take on a cargo of crude and arrived at Paulshoro on Oct. 17. Third Cook Earl Matthews samples soup as he helps pre­ pare lunch. Crew praised steward department members for their efforts during long voyage. �">-sv. . -'. ., -•- • .• \ '. --..J-':•-'?•''••''^'vy^ 1 Able-Seaman Guiseppe Ciocco gets ready to make stern line fast to windlass after National Defender arrived at Cities Service Terminal in Paulsboro, N.J. Seafarer Franklin Wright, who sails as ' wiper, gets first look at an American port since tanker left Houston July 25. Wiper Edward Craig assists engineer in making repairs on ship's boilers. Seafarer Craig, making his first trip since graduating from Piney Point in July, received unanimous praise from crew for his "attitude and willingness to work." December 1973 Seafarer Jeffrey Parkin ponders future after signing on as ordinary seaman for his second deep-sea trip. Par­ kin's father, George Parkin, is an IBU mate and has sailed tugboats for 40 years. His grandfather was a fish­ ing boat captain out of Beauford, N.C. But this young Seafarer, who worked aboard a Curtis Bay tug for two months after getting off the Overseas Ulla, says he pre­ fers the "challenge and adventure" of deep-sea sailing. SlU men listen attentively as Patrolman Jack Caffey holds meeting and brings them up to date on new ships, progress on oil import quota till, Trans-Alaska pipeline, and other legislation affecting maritime industry. Page 21 �i- i: I;. Cook and Baker and Chief Cook Training Courses at the Lundeberg School or; C. 12 months seatime as Third Cook o^Assistant Cook, 6 months seatime as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training programs. D. J 2 months seatime as Third Cook or Assistant Cook, 12 months sea­ time as Cook and Baker and 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. SIU-A and G Deck Department Upgrading Quartermaster 1. Must hold an endorsement as Able-Seaman—unlimited—any waters. IBU Upgrading Engine Upgrading FOWT—(who has only a wiper endorsement) J I'" %' 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and have normal color vision.) 2. Have 6 months seatime as wiper or be a graduate of HLS at Piney Point and have 3 months seatime as wiper. FOWT—(who holds an engine rating such as Electrician) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30 and have nor­ mal color vision.) 2. All candidates must have a letter from the company for whom they have worked certifying their ability to handle the various types of fuels that they wish certification for. 1. No requirements. Master/Mate Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds only a wiper endorsement) (Uninspected vessels not over 300 gross tons upon oceans.) Master—Must nave 4 years at sea on deck—one year as licensed mate. Mate—^Must have 3 years at sea on deck. 1. Must be a U.S. Citizen. 2. Must have a letter from company stating experience, type of vessel, registered number, etc., to meet U.S. Coast Guard requirements. 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30 and have normal color vision.) 2. Have 6 months seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds an engine rating such as FOWT) I^ l'-5 li '• ; 1. No requirements. QMED—any rating Towboat Operator 1. Must have or successfully passed examinations for FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boil­ ermaker, and Deck Engine Mechanic. 2. Must show evidence of seatime of at least 6 months in any one or a combina­ tion of the following ratings: FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, or Deck Engine Mechanic. Origlnal License Welding 1. Must hold endorsement as QMED—any rating. Steward Upgrading 5i ' i'. i- : I' Si•. i 1. Assistant Cook Training Program Requirements: A. 12 months seatime, in any Steward Department Entry Rating. B. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimum of 3 months seatime. 2. Cook and Baker Training Program Requirements: •v- I• 4 '• I' A. 12 months seatime as Third Cook or; B. 24 months seatime in Steward Department, 6 months of which must be as Third Cook and Assistant Cook or ; C. 6 months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. 3. Chief Cook's Training Program Requirements: it I 1st Class Pflot on vessel not over 300 gross tons 1. Must be 21 years of age. 2. Must be a U.S. Citizen. 3. Must have 3 years seatime as AB or equivalent with a minimum of 20 round trips over the route applied for within the past 5 years. -Is I' ^ Tankennan A. 12 months seatime as Cook and Baker or; " B. Three years seatime in Steward Department, 6 months of which must be as Third Cook or Assistant Cook and 6 months as Cook and Baker or; C. 6 months seatime as Third Cook or Assistant Cook and 6 months sea­ time as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook and Second Cook and Baker's Training Course or; D. 12 months seatime as Third Cook or Assistant Cook and 6 months seatime as Cook and Baker and are holders of a "Certificate" of com­ pletion from the Cook and Baker Training Program. 4. Chief Steward Training Program Requirements: A. 3 years seatime in ratings above that of Third Cook and hold an A" seniority in the union or; B. 6 months seatime as Third Cook or Assistant Cook, 6 months as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Page 22 17 Must be 21 years of age. 2. Must have 3 years seatime on deck of vessel over 26 feet. 3. Must have 1 year seatime of the three years on towing vessel including train­ ing or duty in wheel house. 4. Must have 90 days service in geographical area applied for. 2nd Class Operator 1. Must be 19 years of age. 2. Must have 18 months at sea on a towing vessel including duty or training in the wheel house. 3. Must have 90 days seatime in geographical area applied for. Original License/2nd Class Operator 1. Must pass physical examination and eye examination of at least 20/100 in both eyes, corrected to a least 20/20 in one eye, and 20/40 in the other eye. 2. Must have normal color vision. 3. Must be a U.S. citizen. Radar Observer 1. All candidates must hold a valid deck license. * SlU and IBU Upgrading Able-Seaman Able-Seaman—12 months—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 12 months seatime as an Ordinary Seaman or 4. Be a graduate of HLS at Piney Point and have 8 months seatime as Ordinary Seaman. Able Seaman—^unlimited—any waters , 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 36 months seatime as Ordinary Seaman or AB—12 months. Lifeboatman 1. Must have 90 days seatime in any department. Seafarers Log �IBU First-Class Pilots The first class of Inland Boatmen's Union members successfully completed Coast Guard examinations for First-Class Pilot for the Norfolk Harbor area last month after an eight-week study program at SlU-IBU Upgrading Center In Piney Point. In gr.gduation photo taken at Norfolk Union Hall are (kneeling I. to r.): Floyd Hudgins, John Simpson and Richard Tyree. Standing (I. to r.) are: Robert Callis, George Thompson, Norfolk Port Agent Gordon Spencer, Lundeberg School Instructor John Luykx, Sam Rowe, George O'Neal and Richard Garcia. Chief Cook Training Seafarer Bobby Stearns (right) receives his Certificate of Achievement from Lundeberg School Director of Vocational Training Bob Kalmus after com­ pleting training for chief cook at the Upgrading Center in Piney Point. Up­ grading programs from third cook to chief steward are available to all qualified steward department Seafarers. Another GBD Graduate Seafarer Allen Spell, a Lundeberg School graduate who returned to the SlU Upgrading Center to prepare for his QMED—any rating endorsement, also achieved a high school diploma through the school's GEO program. Here he receives his successful test scores and congratulations from HLS Academic Director Margaret Nalen. ' ' ^ ^ : i . - Upgrading Class Schedule 7 — Original Towboaf Operator Lifeboat, QMED, FOWT, Tankerman and All January 10 Cook Programs Lifeboat, QMED, Quartermaster, Welding and January 24 All Cook Programs February 7 — Lifeboat, QMED, FOWT, Tankerman and All Cook Programs 1 • ' •1 January December 1973 isiflMATIIWK ^ . • ^ • } ^ . :>i. Page 23 �i r A goat herd once charted my course to town, I got as far as the river. The bridge was out. N Well, he needn't have defended himself at all. We each had a greater need for a friend that day Than all the tinsel one finds in town. , it was at his bidding. I . I'd like it understood, d, ' That I dipped freely into his ^tew pot, and Drank liberally from his mead crock that evening. And so we sat, we two old duffers, . Bach revisiting his years In the afterglow of the evening camp fire. ; id thus oar friendship leavened 'ligh on to brotherhood. liiifliiilillli fshence ' ,who had dreams of the time when Seafarers would be iEree— pree enough to have a wife and kids and pork chops tofeed 'em. This was a leader whose hones . were based on actual facts— , The life whinh tben did not balance so well in our favor. _ He heard me out most attentively when I spoke Having sprouted in a Baltic fishing village, and of Having been separated from my only living kin; My younger brother. He was claimed by a Chimney Sweep, While still small enough for the like of that. Then I laughed again, remembering how We had laughed in our childhood Counting and recounting my brother's , Footfingers, we called them then. He had but four to the foot. Though I stiff stood fast In honoring our childhood pact. And never mentioned it. My friend then spoke of goats, and of His life in the fields. A life comprised of paucities, and Innocent of bile and greed. He spoke of truthfulness and decency, I had no cause to interrupt him. Still, I did once ask ?. : "Ah yes. for such as Itat I borrow : The widow who comes to the river for the fish." e When my friend became too tired ' It was in a most subtle way . That he approved my husbandry. The morning of my seventh day He resolutely refused to open his eyes I first consoled his dog, As friends are wont to do, and liilssM I later consoled, as well. wsmm The widow he had borrowed. And my bosom yet swells with pride That she lent herself anew, I then bathed my friend, and Laid him away in a shallow grave. And J It was in a most unintentional way ^: Thttt I surveyed his footfingers. And He had but four to the foot. . Page 24 ^ .MttxKai . . H We will stroll by the bed of roses The ones that you liked so well fh the early hours of the morning I can still remember their smell '] I'd sailed, of harbors I'd known, and of women I'd loved, before My youth and vigor joined wings in fli, I I _ " Come take my hand my love, and walk with me Through the garden of memories ... Where each day Is a passing fancy Among the flowers and the trees "But you didn't ask about that," He protested with a twinkle, and Beckoned me toward his <^p. HI OhlHow iloVe To feel your warm sweet kiss embfacc, your heavenly face; These are the things I miss And aU his life he fought with the rest of us— To better ourselves. He haunted the Halls of Congress with our well-being in mind. His dress was as we dress and even his head covering has been given a name— The 'Lundeberg Stetson.' A simple white washable cap * to shield the sun from our old sailor's head. Yet when I write of him I write not of old men but of young fellows who raise our nation's flag at the Harry Lundeberg School and doff their caps with respect (as I do with tears) to our Nation, our Unioh^ md the men who had a dream. ThurstoA J. Lewis To A Bird Though I can only listen To the golden voiced thrush Wen he takes his flight in song s.. .. Though thrush I can never be Nor can I fly as hi^ Or sing his song... But that excess of his nature Which from his nature He must give This I possess This much is mine. All that I can take And make a part of me And so the song belongs To me alone And follows me Where ere I go! IV God I could walk forever ; With just you here by my side I'm not ashamed of my feelings For love's not a thing to bide Those long hours we spent together Lying under the old willow tree And down by the lake in the winter Throwing snowballs at each other Just we two, you and me fit'-'-,: '• I'll never forget the look in your eyes As we caressed each other How beautiful you were when the baby was bom And you became a mother > vn But now you are gone from my side my dear All these things are in the past I knew it couldn't go on forever Our love was too good to last VIH The hand that held yours is empty The sweet Hps are no more to be kissed I'll love you forever my darling God knows just how much you are missed IX Still I walk alone each day of my life In a garden that's lost its bloom Without you here beside me dear Life is but bitter gloom '• • • • -• / m Sure I know someday we will be together again For God has his ways you know And I will reach out to touch you When it is my time to go XI We will have a grand reunion Together again neath the trees Jnst you and I and God above. In our garden of memories. MliisSiiSiiilttS ' /- Jaines C. Mitchell Seafarers Log �rjlMSPAMHiRS REPORT n 1P s AMontle. Gulf & Inland Wofri PIstrlcf CQMP 1 TY?rf T- KnawYburRiglits sS5p?#PAiM^S^5% NOVEMBER 1-30, 1973 Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston ...... i i....... Wilmington. San Francisco Seattle Totals DECK DEPARTMENT TOTAL REGISTERED TOTAL SHIPPED All Groups Class A Class B All Groups Class A Class B Class C 9 82 10 34 10 26 2 16 52 69 12 61 22 405 3 22 5 -20 4 6 0 5 9 19 16 23 10 142 ^ 6 67 8 21 6 17 2 18 54 44 15 35 13 306 2 16 2 17 6 6 0 1 14 6 4 5 6 85 1 5 0 2 0 0 0 0 0 0 0 0 0 8 Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle Totals All Groups Class A Class B 13 134 19 59 1 47 9 49 128 29 32 112 32 664 3 31 12 32 3 8 1 9 18 31 31 44 27 250 ENGINE DEPARTMENT 1 3 85 5 37 3 23 6 17 51 55 9 43 15 352 3 44 9 19 4 18 1 5 24 24 7 32 14 204 3 60 3 18 4 12 0 13 46 28 6 32 12 237 2 22 3 7 6 15 0 7 14 22 10 19 5 132 Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle Totals Totals AUDepts REGISTERED ON BEACH| 1 6 0 1 1 1 0 0 0 0 0 0 0 10 3 120 12 52 1 25 8 34 107 41 17 80 24 524 3 54 7 15 1 11 5 14 46 52 19 53 27 307 STEWARD DEPARTMENT 0 67 5 27 6 15 2 16 30 37 7 36 4 252 1,009 0 99 3 5 15 7 0 1 2 6 3 13 4 158 504 0 45 2 27 5 4 1 8 15 18 3 26 4 158 701 2 80 3 10 5 1 0 0 4 0 7 3 5 120 337 0 13 0 2 3 0 0 0 0 0 0 0 0 18 36 0 99 6 .29 1 26 7 48 60 29 18 59 10 392 1,580 2 134 3 12 2 6 1 1 9 31 8 30 11 250 807 By looking at the above shipping figures, Seafarers can clearly see the true strength of their job security. These numbers show that SIU members can feel confident that jobs wiU be available for them to fill. During the period of Nov. 1-30,1973, of the 1,074 jobs shipped, 701 were filled by Class "A" Seniority full book members. Therefore, there were 373 per­ manent jobs available to Class Seniority full book members not taken by them. , * Domingo Lallave Mr. Juan J. Turull, Attorney and Counsellor at Law, would like you to contact him at 1556 Ponce de Leon Ave., Stop 23, Santurce, Puerto Rico 00909. Lucas M. Goar Mrs. L. M. Goar asks that you con­ tact her as soon as possible at 5315 Fleetwood Oaks, Dallas, Tex. James Krebser The Department of the Corporation Counsel of Honolulu, Hawaii asks that you contact them at City and County of Honolulu, Honolulu, Hawaii 96813. December 1973 Mach Bolan Your friend Dan Gilford wishes to hear from you. Please write c/o 2011 Dauphine #3, New Orleans, La. 70116. Edward Robert Williams Your father, Edward Williams, asks that you contact him as soon as pos­ sible at 26 St. Paul's Rd., Hempstead, L.I. 11550. He has moved from 4 No. 12 St., New Hyde Park, L.I. Jack D. Kingsley Mrs. F. L. Kingsley asks that you contact her at 3029 Linda Vista, Ala­ meda, Calif. 94501 as soon as possible. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accord­ ance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and avaiiabic in all Union iialis. If you feel there has been any violation of your shipping or senioriiy rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275-20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected ^ould imme­ diately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights arc clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against be­ cause of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLHICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated, fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic inter­ ests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment op­ portunities for seamen and the advancement of trade imion concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All con­ tributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitu­ tional right of access to Union records or information, he should immediately notify SIU President Paul Hall at head­ quarters by certified mall, return receipt requested. Paie 25 �ill. . l{ I'l; ' i- •S f J-1. Seafarer Hand Appreciates Education "Education is important in any pro­ fession, but it is especially valuable for the man who goes to sea. You under­ stand more about the people you meet and you appreciate more the history and culture of the people of other lands." Seafarer William Hand who is sailing as chief steward aboard the Transpanama (Hudson Waterways) has a unique reason for his appreciation of educa­ tion. He earned a masters degree in Education at the University of Florida and worked for a number of years in guidance counselling, first with veterans returning from World War II and later with young potential school dropouts in Tampa, strongly encouraging them to continue their education. Achieving his own educational goals was no easy matter for Seafarer Hand. He had to leave college in 1940 because he did not have the money to continue, and later that year joined the Army. He served throughout the war and saw ac­ tion in New Guinea and the Philippines. After receiving an honorable dis­ charge in 1945, he returned to complete his studies at the University of Rorida under the G.I. Bill, and continued for several years as a guidance counsellor for student veterans. When that program was phased out, he worked with the school board in Tampa to encourage dropouts to return to school. He said: "I tried to work with both the kids and their families, emphasizing the need for education in today's world. Sometimes it was just a matter of cloth­ ing or lunch money or a misunderstand­ ing between the teacher and the kid, but I did everything I could to keep him in school." But, back in the late 1940's and early PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak Chief Steward Bill Hand, who is ship's secretary-reporter, prepares minutes of the ship's meetings for transmittal to SlU headquarters. 50's, guidance counselling was a new thing and when budget-cuts were made this program was the first to go, and in 1953 the program in Tampa was dis­ continued. Because he was a mess sergeant in the Army, he naturally gravitated to the steward department when he went aboard his first ship and joined the SIU in 1953. Seafarer Hand uses his educational background for more than his own selfenrichment. "Because of my guidance counselling experience," he said, "I have been able to help quite a few of the young men who were making their first trip and found it difficult to get adjusted to a new and different way of life." Seafarer Hand makes his home in Tampa with his wife Mary Lee and his stepson Lee Castro. Lee won an SIU scholarship in 1964 and attended the University of Florida. Brother Hand, who attended the SIU Educational Conference in June 1971, is enthusiastic about the educational op­ portunities offered to both the young trainees and experienced Seafarers in Piney Point. He said: "The education programs at Piney Point are the greatest thing that has happened in our Union. Not only are the training and upgrading programs benefiting all of us, but the school there is giving all Seafarers the opportunity to get a high school diploma and is en­ couraging them to continue their edu­ cation." Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid Number Oct. 25—Nov. 20,1973 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical Special Equipment PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Exp Surgical Optical Blood Transfusions Special Equipment Meal Books Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM Page 26 SIU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers MONTH TO DATE .. 177 24 2 ,. 6,160 1 151 7 484 71 113 . — 165 i.'.. .. 10 136 130 8 1 1 . 1,737 Amount YEAR TO DATE 186 6,544 3,487 203 52 85,335 20 2,615 695 MONTH TO DATE $ 36,500.00 649.00 531.00 2,820.78 53.50 49,280.00 319.20 3,644.92 215.50 5,241 748 1,565 261 52 2,139 1 85,891.25 2,002.00 13,332.25 3,569.20 91 1,608 1,490 , 176 849 11 34 2,259 6 18,550 30,000.00 19,730.68 3,551.41 1,065.00 1,122.50 90.00 42.75 3,450.51 YEAR TO DATE $ 501,797.46 6,544.00 10,461.00 34,370.63 3,468.50 682,736.00 5,187.81 57,997.44 12,153.90 988,419.47 20,409.17 192,280.31 64,454.39 2,856.25 45,430.20 144.00 450.00 11,296.00 273,000.00 293,773.08 50,612.44 25,984.91 15,683.00 729.00 5,344.41 22,590.00 2,100.00 116,126.60 10 96 2,943.50 35,244.17 TOTALS Total Seafarers Welfare Plan . 10,124 Total Seafarers Vacation Plan Total Welfare, Pension & Vacation . 1,003 . 13,280 134,314 24,889 13,961 173,164 272,550.95 519,805.00 449,685.22 $1,242,041.17 3,469,898.14 5,972,096.51 7,090,842.91 $16,532,837.56 HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 SIU (716) TL 3-9259 IBU (716) XL 3-9259 CHICAGO, III.. .9383 S. Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio. .1420 W. 25 St. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287 415 Main St. 49635 (616) EL 7-2441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla..2608 Pearl St. 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PORT ARTHUR, Tex..... 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1321 Mission St. 94103 (415) 626-6793 SANTURCE, P.R..1313 Fernandez, Juncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla 312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, CaUf. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Ext 281 Seafarers Log �William O. Howerin, 63, joined the IBU in the port of Norfolk in 1961 sailing in the engine depart­ ment for Curtis Bay Towing Co. from 1942 to 1973. Brother How­ erin was bom in South Creek, N.C., and presently resides in Virginia Beach, Va. with his wife, Elsie. Sigurd Odegaard, 73, joined the —SlU in The port of New York in 1955 and sailed as an AB in the deck department. Brother Odegaard is a native of Norway and now lives in Brooklyn, N.Y. with his wife, Edith. His sailing career began in 1921. Brother Odegaard walked the picket lines in the 1957-58 Robin Line strike. Leslie A. Daniels, 55, joined the IBU in 1940 in the port of Norfolk and sailed in the deck department for the C. G. Willis Towing Line from 1955 to 1973. Brother Daniels is a native of Cedar Island, N.C. and presently resides in Smyana, N.C. with his wife, Doris. He is an Army veteran of World War II. Barney Buxton, 63, joined the IBU in Port Arthur, Tex. in 1964 sailing as a boatman for the Slade Towing Co. from 1958 to 1973 and for the Ziegler Towing Co. from 1953 to 1958. Brother Buxton is a lifelong resident of Starks, La., where he lives with his wife, Louzelle and family. He is an Army vet­ eran of World War II. Troy Savage, 62, joined the SIU in the port of Seattle in 1955 and sailed in the steward department. Brother Savage is a native of Fay"(SR^Tity, Ala., and now lives in Leaksville, Miss. He attended the SIU Crew Conference at Piney Point, Md. in 1970. He is an USAF veteran of World War II. Charlie Burns, 47, joined the SIU in the port of New York in 1955 sailing as an OS in the deck de- partment. Brother Burns is a life­ long resident of New Orleans where he lives with his wife, Helen. Roy J. Barker, 64, joined the SIU in 1946 in the port of New Or­ leans and sailed as a cook-baker in the steward department. Brother Barker is a native of Wisconsin and lives with his wife, Gladys in New­ ark, Calif. James B. O'Keefe, 61, joined the Union in 1941 in the port of Phila­ delphia and sailed in the engine de­ partment. Brother O'Keefe is a na­ tive of Mississippi and is a resident of San Francisco with his wife, Theresa. He has sailed since 1929 and served picket duty in the Robin Line strike of 1957-58. George M. Gloer, 65, joined the IBU in Port Arthur, Tex. in 1963 and sailed in the engine department for Sabine Towing Co. from 1948 to 1973 and Gulf Refinery Co. from 1927 to 1947. Brother Gloer was bom in Lucky, La., and now lives ^ in Call, Tex. with his wife, Mildred. Pablo R. Ojera, 65, joined the SIU in the port of New York in 1955 sailing as a cook in the stew­ ard department. Brother Ojera was bom in the Philippines and lives with his wife, Lulubelle in Oakland, Calif. Eugene F. Dennen, 60, joined the SlU-affiliated RMR in the port of New York in 1960 sailing as a mate for the Penn Railroad from 1927 to 1970. Brother Dennen is a New Jersey resident and makes his home with his wife, Martha in South Amboy, N.J. Gerald L. Algernon, 50, joined the SlU-affiliated IBU in the port of Mobile in 1956 and sailed in the deck department from 1948 to 1966 for the Mobile Towing Co. Brother Algernon was born in Trinidad and currently lives in Mobile with his wife, Zela. Deep Sea 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30p.m Hipolito Ramos, 65, joined the SIU in 1939 in the of New York, last sailing as an AB. Brother Ramos is a native of Puerto Rico and resides in Baltimore with his wife, Antonia. Jose Ortiguerra, 63, joined the SIU in 1938 in the port of New York and sailed as a bosun in the deck department. Brother Ortiguerra was born in the Philippines and now lives in San Francisco. He's a preWorld War II Navy veteran. Alberto Rocba, 56, joined the Union in the port of New York in 1956 sailing in the engine depart­ ment. Brother Rocha was bom in Sao Paulo, Brazil, and now lives in New Orleans with his wife, Maria. Homer Starling, 65, joined the SIU in 1939 in the port of Mobile and sailed in the engine department. Brother Starling is a native of Waynesboro, Miss, and now lives in Mobile. He's a pre-World War II Coast Guard veteran. Leoncio Servidad, 66, joined the Union in the port of New York in 1955 sailing in the steward depart­ ment as a cook. Brother Servidad was bom in the Philippines and now resides in Brooklyn, N.Y. He served picket duty in the 1957-58 Robin Line strike. Geoi^e E. Swindell, 67, joined the Union in the port of Detroit in 1964 sailing in the engine depart­ ment for the Chicago, Duluth and Georgian Bay Transit Co. Brother Swindell is a native of Jacksonville, Ohio, and is now a resident of Dray­ ton Plains, Mich. First Pension Check MEMBERSHIP MEETINGS' SCHEDULE Port Date New York Jan. 7 Philadelphia Jan. 8 Baltimore Jan. 9 Detroit Jan. 11 HC' .ton Jan. 14 New Orleans Jan. 15 Mobile Jan. 16 San Francisco ... Jan. 17. Luis XoiTes, 62, joined the SIU in 1938 in the port of Baltimore and sailed as an AB/Brother Torres is a lifelong resident of Puerto Rico where he lives in Vega Bafa. He served picket duty in the Robin Line strike in 1957-58. IBU 5:00 p.m. 5:00 p.m. 7:30 p.m. 5:00 p.m. 5:00 p.m. 5:00 p.m. — uiw .7:00 p.m. .7:00 p.m. .7:00 p.m. .7:00 p.m. .7:00 p.m. .7:00 p.m. Great Lakes Tug and Dredge Section 'i tSauIt Ste. Marie Jan. 17-7:30 p.m. Chicago Jan. 15-7:30 p.m. Buffalo Jan. 16-7:30 p.m. Duluth Jan. 18-7:30 p.m. Cleveland Jan. 18—7:30 p.m. Toledo Jan. 18-7:30 p.m. Detroit Jan. 14-7:30 p.m. Milwaukee Jan. 14—7:30 p.m. Railway Marine Region • Philadelphia Jan. 15-10 a.m. & 8 p.m. Baltimore Jan. 16-10 a.m. & 8 p.m. •Norfolk Jan. 17—10 a.m. & 8 p.m. Jersey City Jan. 14-10 a.m. & 8 p.m. tMeeting held in Labor Temple, Sault Ste. Marie, Mich. •Meeting held in Labor Temple, Newport News. December 1973 SIU pensioner Per Karman (left) receives his first SIU pension check from San Francisco Port Agent Steve Troy. Brother Karman joined the Union in 1945 and sailed as able-seaman. Page 27 �iM Ships' Meetings Digest of SlU GALVESTON (Sea-Land), October 7 — ChairjjfeSiUiasd Recertified Bosun Denis Manning; Secretary Gus Skendelas; Educational Director Kasimir Abarons. $26.65 in ship's fund. No disputed OT. Held a discussion on Paul Hall's letter about Alaska Pipeline. Everyone was very well pleased. Next port Seattle. MONTICELLO VICTORY (Vic­ tory Carriers), October 1—Chairman J. D. Watson; Secretary E. Bradley; Educational Director T. G. Qark; Deck Delegate George A. Nuss; En­ gine Delegate B. L. Eckert; Steward Delegate Joseph Roberts. $40.50 in ship's fund. Some disputed OT in stew­ ard department. Vote of thanks to the steward department for a job well done. THETIS (Rye Marine Co.), October 28—Chairman Garth Durham; Secre­ tary Marvin Deloatch; Educational Di­ rector Allen Batchelor. No disputed OT. Everything running smoothly. Vote of thanks to the steward depart­ ment for a job well done. PENNMAR (Calmar Steamship), October 21 — Chairman W. Cofone; Secretary S. Berger; Educational Di­ rector B. Sears. $2.05 in ship's fund. Some disputed OT in deck department. Everything running smoothly. MOBILIAN (Waterman Steamship), October 21—Chairman H. Pousson; Secretary M. E. Reid. No disputed OT. Everything running smoothly. Obser­ ved one minute of silence in memory of our departed brothers. OVERSEAS ULLA (Maritime Overseas), October 28 — Chairman Claude Webb; Secretary John S. Burke, Sr.; Educational Director W. L. Sutton. $9.75 in ship's fund. No disputed OT. Vote of thanks to the steward depart­ ment for a job well done. Next port St. James, La. MILLICOMA (Hudson Waterways), October 28—Chairman W. D. Craw­ ford; Secretary Virgil L. Swanson; Ed­ ucational Director G. Berger. $13 in ship's fund. No disputed OT. Vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Searsport, Me. OVERSEAS BULKER (Maritime . Overseas), October 28 — Chairman John Bergeria; Secretary Nicholas Hatgimisios; Deck Delegate Earl Mans­ field; Engine Delegate Charles Fritz; Steward Delegate Arthur Raio. No dis­ puted OT. Vote of thanks to the stew­ ard department for a job well done. OVERSEAS CARRIER (Maritime Overseas), October 21 — Chairman Walter Chipman; Secretary Bob Long. $12.90 in ship's fund. Some disputed OT in deck department. A vote of thanks to Captain William B. Danzey and to the steward department for a job well done. ELIZABETHPORT (Sea-Land), October 21 —Chairman Chester lannoli; Secretary George W. Gibbons; Edu­ cational Director L. Petrick; Deck Delegate Emilio Sierra. $20 in ship's fund. Some disputed OT in deck de­ partment. Everything running smoothly. Next port in Italy. AMERICAN VICTORY (Victory Carriers), October 7-Chairman Mike Ard; Secretary R. Schoolcraft; Educa­ tional Director Lancaster. Posted all communications received. Everything running smoothly. • - rH.''' •- Page 28 ROBERT TOOMBS (Waterman Steamship), October 22 — Chairman John Moss; Secretary J. Prestwood; Educational Director Bilo Tingley. No disputed OT. Everything running smoothly. LONG BEACH (Sea-Land), Octo­ ber 28 — Chairman C. L. Gonzalez; Secretary Raymond P. Taylor; Edu­ cational Director G. Ortiz; Deck Dele­ gate Charles Johnson. No disputed OT. Everything running smoothly. Vote of thanks to the steward department for a job well done. . BOSTON (Sea-Land), October 21 —Chairman S. Kadziola; Secretary J. Keno; Educational Director J. Gomez. No disputed OT. Vote of thanks to the steward department for a job well done. Observed one minute silence in memory of our departed brothers. DELTA PARAGUAY (Delta Lines), October 28—Chairman D. L. Dickinson; Secretary W. J. Miles; Educational Director H. P. Calloe; Steward Delegate Melvin Green. No disputed OT. E. Anderson, cook and baker, bad a heart attack near sailing time and was taken to the hospital by his wife. Observed one minute of si­ lence in memory of our departed brothers. NEW ORLEANS (Sea-Land), Octo­ ber 28 — Chairman M. Landron; Sec­ retary D. Sacher; Educational Director H. Rapp; Deck Delegate J. E. Davis; Engine Delegate A. Feliciano; Steward Delegate C. Long. $20.82 in ship's fund. Some disputed OT in engine de­ partment. Vote of thanks to the stew­ ard department for a job well done. MOHAWK (Ogden Marine), Octo­ ber 14 — Chairman John G. Spuron; Secretary J. W. Givens; Educational Director F. C. Sayo. No disputed OT. Everything running smoothly. SEATRAIN LOUISIANA (Seatrain Lines), October 21—Chairman G. Coker; Deck Delegate C. Callahan; Steward Delegate Ralph Williams. $22 in ship's fund. No disputed OT. Vote of thanks to man who picks up maga­ zines. Next port Oakland. JOHN B. WATERMAN (Waterman Steamship), October 27—Chairman M. Singletary; Secretary F. DiGiovanni; Educational Director Dickens; Deck Delegate James Watson. No disputed OT. Everything running smoothly. Ob­ served one minute of silence in mem­ ory of our departed brothers. WALTER RICE (Reynolds Metal), October 28—Secretary J. W. Parker; Educational Director J. P. Lamb. $11.67 in ship's fund. No disputed OT. Everything running smoothly. TRANSONEIDA (Hudson Water­ ways), October 28—Chairman J. Boland; Secretary T. Ulisse; Educational Director L. Thompson; Deck Delegate K. Puchalski; Engine Delegate F. Con­ way; Steward Delegate F. Pezybypska. $11.80 in ship's fund. Some disputed OT in deck department. Everything running smoothly. Next port Honolulu. SHENANDOAH (Hudson Water­ ways), October 26 — Chairman V. Grima; Secretary P. Fagan. $3 in ship's fund. No disputed OT. Everything run­ ning smoothly. Next port Jacksonville. OVERSEAS ARCTIC (Maritime Overseas), October 14—Chairman B. Woturski; Secretary Edward Dale. No disputed OT. Everything running smoothly. Next port Philadelphia. TRENTON (Sea-Land), October 7 —Chairman James C. Northcutt; Sec­ retary J. P. Mar. $9.50 in ship's fund. Some disputed OT in engine depart­ ment. Everything running smoothly. Next port Long Beach. PITTSBURGH (Sea-Land), October 7—Chairman Stanley Sokol; Secretary James T. Myers; Educational Director H. G. Ulrich; Deck Delegate John O'Dea. $73 in movie fund. Observed one minute of silence in memory of our departed brothers. DEL SOL (Delta Lines), October 6 —Chairman R. Chiasson; Secretary A. Rudnicki; Educational Director U. H. Sanders, Jr. $27.35 in ship's fund. No disputed OT. Everything running smoothly. Next port Santo Domingo. SCHUYKILL (Hudson Waterways), October 7 — Chairman C. Magoulas; Secretary F. J. Connell; Deck Delegate George Tsirkas. No disputed OT. Everything running smoothly. MISSOURI (Ogden Marine), Octo­ ber 7 — Chairman S. Johhannsson; Secretary George W. Luke; Education­ al Director J. Lincoln; Deck Delegate William G. Rudd; Steward Delegate Dallas D. Hill. No disputed OT. Every­ thing running smoothly. Observed one minute of silence in memory of our de­ parted brothers. PENN CHAMPION (Penn Steam­ ship Co.), October 7 — Chairman R. Birmingham; Secretary L. Nicholas; Educational Director L. Peppett; Deck Delegate A. A. Hauke; Engine Dele­ gate A. Ballard; Steward Delegate M. P. Cox. $60 in ship's fund. No disputed OT. Observed one minute of silence in memory of our departed brothers. Next port in Puerto Rico. SHOSHONE (Hudson Waterways), October 7—Chairman B. F. Gillain; Secretary S. J. Davis. No disputed OT. Everything running smoothly. BETHTEX (Bethlehem Steel Corp.), October 7—Chairman W. T. Baker; Secretary T. A. Jackson; Educational Director Robert O. Hinojose. Some disputed OT in steward department. Everything running smoothly. Next port Baltimore. KEVA IDEAL (Ideal Cement Co.), October 13—Chairman Raymundo Go­ mez; Secretary S. Gutierez; Education­ al Director C. Pickrec. $9.47 in ship's fund. No disputed OT. All commun­ ications posted on bulletin board. Everything running smoothly. SEA-LAND McLEAN (Sea-Land), October 3—Chairman D. Hunter; Sec­ retary R. Sadowski. No disputed OT. Everything running smoothly. Next port Bremerhaven. SEA-LAND ECONOMY (SeaLand), October 14 — Chairman J. Davies; Secretary R. P. Marion; Ed­ ucational Director Leon Acosta; Deck Delegate L. Bugajewski; Engine Dele­ gate C. Grab; Steward Delegate M. Siegel. Everything running smoothly. Vote of thanks to the steward depart­ ment for a job well done. DEL ORO (Delta Lines), October 7—Chairman G. A. Burch; Secretary C. Shirah; Educational Director P. Thomas; Deck Delegate H. Reed; En-, gine Delegate H. Bishop; Steward Dele­ gate W. Gains. $67 in ship's fund. $347 in movie fund. No disputed OT. Vote of thanks to the steward depart­ ment for a job well done. Next port Houston. OVERSEAS JOYCE (Maritime Overseas), October 7—Chairman C. O. Faircloth; Secretary Wilson Yarbrough; Educational Directbr I, W. Wright. Some disputed OT in deck and steward department. Communications posted on bulletin board. Everything running smoothly. TRANSSUPERIOR (Hudson Waterways), October 6—Chairman J. Donovan; Secretary L. Melanson; Ed­ ucational Director Mates; Deck Dele­ gate V. Tobey; Engine Delegate B. Casta^a; Steward Delegate W. Costa. No disputed OT. Everything running smoothly. BETHFLOR (Bethlehem Steel Corp.), October 1—Chairman J. Michael; Secretary R. Clarke; Educa­ tional Director R. Gowan; Deck Dele­ gate Roy Kelly; Engine Delegate C. Sharp; Steward Delegate L. Rinaldi. $32 in ship's fund. No disputed OT. One minute of silence ob.served in memory of our departed brothers. SEA-LAND VENTURE (SeaLand), October 1—Chairman Charles Boyle; Secretary I. R. Lienos. Movies shown every other day. Vote of thanks to F. McFaul for operating movie ma­ chine for benefit of crew. No disputed OT. Vote of thanks to the steward de­ partment for a job well done. TRANSOREGON (Hudson Water­ ways), October 7—Chairman F. Rod­ riguez; Secretary J. DeLise; Education­ al Director D. Able. $5.06 in ship's fund. No disputed OT. Everything run­ ning smoothly. Vote of thanks to the SIU Baltimore Port Agent for provid­ ing car service for book men so they could vote on Union business. Vote of thanks to the steward department for a job well done. OVERSEAS ALEUTIAN (Mari­ time Overseas), October 7—Chairman W. Burkeen; Educational Director V. Andersen; Secretary P. L. Shauger. Some disputed OT in deck department. Vote of thanks to the steward depart­ ment for a job well done. Next port Providence. NATIONAL DEFENDER (Na­ tional Transport), October 5—Chair­ man Charles D'Amico; Secretary J. D. Pennell; Educational Director Hay­ wood Green. The tanker National De­ fender made a stop at a port in Libya on her last voyage. In Libya, oiler-Florentino Reyes passed away. The crew took up a collection and it was sent to his wife and children with a letter of condolence from the crew and officers. Official ships' minutes were also received from the following vessels: DE SOTO CHARLESTON THETIS COLUMBIA MONTICELLO VICTORY PENN LEADER TAMPA SEATTLE LOS ANGELES TALLULAH RAPHAEL SEMMES YUKON HOUSTON NATIONAL DEFENDER SEA-LAND TRADE !• i i Seafarers Log f �•••' • •.''' "••'.Vv' •' ' '• "' •• '•'• • •'•• / ''-'''5V.. ' -'.''l- "V.v?/-. • Bradford James "Rusty" Gallier, oiler, is seen here lagging insula­ tion on a steam pipe after the ship arrived in port from St. Croix. The Bradford Island (Steuart Transportation) tied-np at Port Read­ ing, NJ. for pay-off last month after a 'Very rough crossing" from Rotterdam which delayed her arrival 36 hours. The 37,000-ton tanker also stopped at Norfolk and Philadelphia. She was scheduled to head for St., Croix, V.I. after dischai^ng her cargo, and then make the crossmg to Rotterdam. Bosun Andrew Boney said: "We had a good trip and a good orew that worked well together." Seafarer Homer Cross who sails as cook and baker pre­ pares lunch for a hungry crew. Crewmembers praised the skill of the steward department headed by Chief Steward Johnnie Hodges. . • A friendly game of cards helps to pass the time as crewmembers wait for the pay-off. From left are Mike Warren, crew mess; Rottria Lacy, BR; Robert Walker, saloon mess, and "Winky" Shanks, ordinary seaman. •'.•5 4, -A' "Rusty" Gallier talks with Patrolman Jack Caffey while the Bradford Island's Bosun Andrew Boney, left, looks on with two Seafarers who were at the pay-off as part of the Bosuns Recertification Program. Standing is Bosun Ray Knoles and seated is Bosun Donato Giangiordano. OS Ernest Ramirez takes-up slack on a hawser after Bradford Island tied-up. The ship was scheduled to head for St. Croix after discharging her cargo. December 1973 ^ �t' jTmal Bepartureg ! James £. Williams, Jr., 43, passed away from cancer Aug, 22. Brother Williams was a resident of Mobile when he died. He joined the SIU in the port of Mobile in 1955 and last sailed as an AB on the Seatrcun New Jersey. Surviving are a son, James; two daughters, Mary and Alice; a sister, Mrs. Leon Brannon, all of Mobile, and a sister, Mrs. Mary A. Holcomb of Chickasaw, Ala. Vaughn F. Nicholson, 39, died Oct. 14. Brother Nicholson was a resident of Hiawassee, Ga. when he died. He joined the SIU in the port of Detroit in 1970 sailing in the deck department. His last ships were the Sea Claire and Columbia (BobLo). Surviving are his widow Marie; a son, Michael, and a daugh­ ter, Joan. •M- "1 •. -i Joseph P. Cox, 28, died Oct. 20. A native of Mobile, he was a resident of that city at the time of his death. Brother Cox joined the SIU in the port of Mobile in 1965 and sailed in the engine department. His last ship was the La Salle (Waterman) to Cam Rahn Bay, Vietnam. He was a graduate of the Andrew Furuseth Training School, Mobile, in 1965 and attended the SIU-MEBA School of Marine Engineering and Navigation in 1968. Surviving are his parents, Mr. and Mrs. J. Cox; his widow, Bobbie; a son, Joseph, j and a daughter, Barbara. I George P. Marcotte, 59, suc­ cumbed to cancer Oct. 13 in Char­ ity Hospital, New Orleans. A native of Lynn, Mass., he was a resident of New Orleans at the time of his death. Brother Marcotte joined the SIU in the port of New York in 1953 last sailing as an AB on the Jefferson Davis (Waterman). He was a Navy veteran of World War II. Surviving is a sister, Mrs. Mary Larochelle of Derry, N.H. '••?• •• •'" •• 7 '• ' •" ; • ^ I SIU pensioner Clarence J. Garrabrant, 61, died Oct. 13 in the USPHS hospital in New Orleans. A native of Newark, N.J., he was a resident of Kingsport, Tenn. at the time of his death. Brother Garrabrant joined the Union in the port of San. Francisco in 1955 and sailed in the engine department. He was a pre-World War II Navy veteran. Surviving are his widow, Wilma and two sons, Edward and Stanley. • ('- ;»i-' Joseph P. Saxton, 64, died of heart disease Oct. 3 aboard the Robert Toombs (Waterman) in the Gulf of Mexico. A native of Indiana, Pa., he was residing in Bolivar, Pa. at the time of his death. Brother Saxton joined the SIU in 1944 in the port of New York and sailed in the engine de­ partment. Burial was in Bethel Cemetery, Indiana, Pa. Surviving is a daughter, Mrs. Norman Robinson of Bolivar. SIU pensioner Hubert S. Wilson, 73, died of a heart attack Oct. 6 at home. Born in South Carolina, he was a resident of Mobile when he passed away. Brother Wilson joined the Union in 1947 in the port of Mobile and sailed as AB. He was a Navy veteran. Burial was in Mobile Memorial Gardens. Surviving is his widow, Ora. f.l ('} r Page 30 Paul E. Sabo, 46, died of pneu­ monia Sept. 18 in the USPHS hos­ pital in Baltimore. Brother Sabo was a resident of Cleveland. He joined the SIU in the port of Baltimore in 194S' last sailing as an AB on the Pennmar (Calmar). Inter­ ment was in Holy Ghost Cemetery, Cleveland. Surviving are his par­ ents, Mr. and Mrs. Paul S. Sabo, Sr.; his widow, Dorothy, all of Cleve­ land, and a brother, Joseph of Brooklyn, Ohio. Joseph Williams, 57, died of a heart attack Sept. 14 aboard the Columbia (Ogden Marine) while at sea off the coast of Spain. Bom in Baton Rouge, La., he was a resident of Oakland, Calif, when he passed away. Brother Williams joined the SIU in the port of San Francisco in 1968 and sailed in the steward de­ partment. He was a graduate of the Andrew Furuseth Training School. Intennent was in New Orleans. Sur­ viving are his widow, Lucille, and his father, Henry of Black Spring, Nev. Albert D. Brown, 65, succumbed to a heart attack July 5. Bom in North Carolina, he was a resident of Norfolk, Va. at the time of his death. Brother Brown joined the SlU-affiliated IBU in the port of Baltimore in 1970 and sailed as a cook for the Delaware River Ferry Line from 1966 to 1968 and the Norfolk, Bal­ timore Carolina Lines from 1964 to 1970 inclusive. He was a Navy vet­ eran of World War II. Interment was in Roosevelt Memorial Park, Chesapeake, Va. Surviving are his widow, Corine, and his sister, Carrie of Philadelphia. Edward J. Drabek, 57, passed away from a heart attack Oct. 2 in Ashtabula, Ohio. He was a resident of Chicago when he died. Brother Drabek joined the IBU in the port of Duluth in 1968 sailing in the deck department for Dunbar and Sullivan in 1967, Chrysler Corp. from 1947 to 1957, Great Lakes Dredging Co. and Luedtke Engineering Co. Inter­ ment was in Downing Cemetery, Wheatland Twsp., 111. Surviving are his widow, Geraldine of Utica, Mich, a stepdaughter, Corienne, and his parents, Mr. and Mrs. John D. Drabek of Chicago. r J Raymond T. Wagner, 60, passed away Oct. 17 in the USPHS hospi­ tal at Staten Island, N.Y. A native of Hawaii, he was a resident of New Orleans at the time of his death, Brother Wagner joined the SIU in the port of Philadelphia in 1960 sailing in the engine department. His ashes were scattered at sea. Surviv­ ing are his widow, Lois, and a sister, Mrs. Mary Hanners of St. John, La. Stephen C. Wertz, 37, died of pulmonary congestion Apr. 20. Born in Spencer, Iowa, he was a resi­ dent of Seattle. Brother Wertz joined the SIU in the port of Wil­ mington, Calif, in 1967 and last sailed in the steward department on the Walter Rice (Reynolds). He was a USAF veteran. Interment was in Cashmere City Cemetery, Cash­ mere, Wash. Surviving are his father, Wilbur; a brother, David, and a daughter, Nona, all of Seattle. Walter J. Pearson, 55, succumbed 7^ to a hemorrhage July 23 in St. Mary's Hospital, Hoboken, N.J. Born in Newark, N.J., he was a resident of Denville, N.J., at the time of his death. Brother Pearson joined the Union in the port of Norfolk in 1951 and sailed in the engine department. Surviving are a brother, John of Hopatcong, N.J., and a sister, Mrs. Alma Moore. Jlmmie L. Cahoon, 31, drowned Oct. 6 in the Elizabeth River be­ tween Norfolk and Portsmouth, Va. A native of Mesic, N.C., he was a resident of Aurora, N.C. when he died. Brother Cahoon joined the IBU in the port of Norfolk in 1972 and sailed as a cook aboard the tug Mar­ garet (Express Marine) and for Beng Towing Co. Interment was in South Creek Church Cemetery, Aurora. Surviving are his widow, Robin, and two dau^ters, Lisa and Stacy. Willie F. Nichols, 60, passed giway from a heart attack Aug. 15 in the USPHS hospital in New Or­ leans. Bom in Alabama, he was a resident of Lynn Haven, Fla. at the time of his death. Brother Nichols joined the Union in 1942 in the port of Baltimore last sailing in the en­ gine department on the Del Rio (Delta). Burial was in Lynn Haven Cemetery. Surviving is his widow, Mattie. SIU pensioner Sherwood Finer, Jr., 71, died of a heart attack Aug. 3 in the Bay Minette Infirmary, Stapleton, Ala. Born iii North Carolina, he was a resident of Stapleton at the time of his death. Brother Finer joined the SIl^ in 1939 in the port of Mobile sailing in the deck department. He was a Navy veteran. Burial was in the Alabama City Cemetery, Gadsden, Ala. Surviving are his mother, Mary of Mattapan, Mass., and a daughter, Susie of Elberta, Ala. Robert B. James, 57, expired from a heart attack Aug. 9 in the USPHS hospital in New Orleans. Brother James was a resident of ' Choctaw Bluff, Ala. He joined the IBU in the port of Mobile in 1956 and last sailed as a cook for Rad­ ii^ cliff Materials Corp. Interment was ; in Oaklawn Cemetery, Mobile. Sur­ viving are his widow, Mary of Prichard, Ala.; two sons, Myron and Aaron, and four daughters, Cynthia, Sandra, Shirley and Doris. Walter E. CzajkowskI, 59, passed away Aug. 6. Bom in Camden, N.J., he was a resident of New Orleans when he passed away. Brother Czajkowski joined the SIU in 1942 in the port of Philadelphia and last sailed as a' bosun on the Andrew Jackson. Surviving is a cousin, John J. Manion of Philadelphia. Robert Scott, 37, died July 25 in New Orleans. Bom in Louisiana, he was a resident of New Orleans when he passed away. Brother Scott joined the IBU in the port of New Orleans * in 1962 last sailing in the steward department for the Mississippi Shipping Co. Surviving is his mother, Margery of New Orleans. -Seafarers Log �that the Inland Boatmen*s Union will do its utmost, consisteia with law, to stop any non-union equipment that attempts to enter this field." ''The IBU-AGLIWD reaffirmed its continued efforts to or­ ganize the unorganized workers in the inland waterways industry." ± • • A "The Committee stressed the importance of continuing ana stepping up the Inland Boatmen*s voice in drafting tions to implement the Occupational Safety and Health Act as outlined in Resolution ISo. SO^Assuring Enforcement of theOccupationalSafety and Health Act." "The effect of the Towboat Licensing Act was reviewed together with the training and upgrading programs recently initiated by the unions in the waterborne towing industry. INDUSTRIAL AND TRANSPORTATION WORKERS ORGANIZATION AND GRIEVANCE COMMIHEE *^The International has also aided us in solving many other problems. In one case, the International intervened to help the San Diego cab drivers when they needed relief from an onerous law that forced them to report any illegal aliens being transported in their cabs. In this and many other ways the International has demonstrated its interest in aiding its affiliates and helping them to resolve problems. We greatly appreciate the help and support of the InternationaV^ **In the area of legislation, we support the legislative goals of the AFL-CIO and the International, particularly with re­ gard to trade legislation that will protect our industries from foreign competition and a flood of cheap imports." GREAT LAKES ORGANIZATIONAL AND GRIEVANCE COMMITTEE COMMITTEE ON LEGISLATION AND GOVERNMENT AGENCIES "The comhuttee believes that the IrUernmional ftid Us affiliates must must continue their oppositu,n to a proposal of the^ aftUiates ^ Soo Line Raihoad to implement a tram r^ on wfeear from Duluth^uperior and Twin Cities, Mmne^ta to Martitis Creek, Pennsylvania, that would knock out the shipment by water of all grain. The effects of such a proposal are clear to all Seafaring and other maritime workers." "We continue to oppose the discriminatory rates charged by railroads serving the Great Lakes area. These rates are designed to kilt off water carrier competition and prevent water carriers from giving a greater share o bargain the Lakes ta-ea" "Among the issues with which our Union was concerned were: "Alaska Pipeline— **Bills authorizing construction of the trans-Alaska Pipeline from the north slope to Valdez were passed by the House and Senate and tigned by the PreMent, clearing the aay for con. ^ struction to begin." 1 "LNG Tanker Construction— , r "The SIVm mpported HJt. 15098, a pending muMcl^ eeek, to create a 40 Mp fleet to import Uqnid namr^ go,. This bill would guarantee to the United States world fmderA .1.. shipin this highly specialized field of tanker operation. if®' "The committee recommends that the policies of tlm International in support of economic and social justice tained. We call upon idl of our affiliates to work actively to /achieve these goals" THE SEAMEN'S ORGANIZATIONAL AND GRIEVANCE COMMITTEE fi-, if WMM aVIL RIGHTS COMMITTEE iff? Sii r', "Vmted State. Public Health Seruice Hotpiudt. Although Ms vital subject has been mentioned in the Ma other commUtees, me feel that Uisessentud that^ Public Heallh Hospital be mentioned. Fishermen, n^chmt seamen and inland boatmen all have a ^rsonal stalm in the continued operation and maintenance of these hospitals. "In our previous conventions tee have often been face aith the threat that these vital facdities would be closed or transferred to community control. We have dlwm these attempu and have raUied the «tpport^ o/ Congress, SIVNA affiliates throughout the nation and their members, and the many private groups that support these hospUaU, to keep these hospitals operating." FISHERMEN AND CANNERY WORKERS ORGANIZATIONAL AND GRIEVANCE COMMITTEE "The Commiiiee recommendsthat the new Union be urged . tobeginimmediateorganivCdcampaigntoorgmmfisherm^ in Puerlo Rico ond ifte Cori66eon-^nd 'nten^ftere M wo with the SIU of Puerto Rico so as to fashion an effective fmce^ that wUl be of mutual benefit to the fishermen and all unions "The Committee behoves that the Atla^ Fis^ri^ns VidUn and the New Bedford Fishermen, s merged into one VnUm and that steps should be taken to oc0/c<m thismerger" • ,• - fiiili ISiSK INTERNATIONAL AFFAIRS COMMITTEE "ItshouU be the policy of the United Statm that repres^^ ^r^Te DepnrLeni of Commerce, which Maritime Administration, and not the State Department, head delegations to maritime conventions.* - I ; r' " -fl'x INLAND BOATMEN'S ORGANIZATIONAL AND GRIEVANCE COMMITTEE C: THE COMMITTEE ON OFFICERS' AND AFFILIATES mI'M "The committee is pleased to note that almost every one of our affiliated unions, as well as the international, jnmntaiM a poUcy of fuU participation and cooperi^ union movement on all leveh. That is, with the AFI^IO, with the AFLdCIO Maritime Trades Department and other^partmeats of the Federation, and on the local levels with the mari­ time port councils throughout the nation and with the btate FederaUons of labor and central labor bodies. This activity, in the opinion of the committee, indicates a healthy andbene^ fkm trade union attitude^ which, in the final analysis serv^^ the best interest of the membsrships of our respective orgam- "The Committee reviewed the joint organising effort and stressed the importance of concentrated effoHm ^Almka and Southern Californid petroleuni exploration and off shore driUing and related activities. The Committee went on record^ record ^ *^ns. Zilttug and rOated December 1973 ®- f ' 'ii"iiiiiipi^piiwwiWffWiMl ^ ® - ^ �P=M r J,.' SEAFARERS LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION* ATLANTIC,GULF, LAKES AND INLAND WATERS DISTRICT•AFL-CIO 1 lor TOO ;• ujt, sjf; Date. B 10001 Contributor's Name Address city. State. S.S. No. SPAD is a separate stgrtraate^ fundiiitt'pr^eedsAre ^to turner its ODjects and purposes inciuding, but not iimited'to furthering tHAPdIitwal, social and Mionomic Interests of Seafarer seamen, hg of the American Merchant Marine wtfh improved employment the , preservation and furthering portunities for seamen and the e advancement of trade union concepts^ in connection with such objects, SPAD supports and contributes ibu to political candidates for elective office. Ail contributions are voluntary. No contribution may be solicited or received because of forcA job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union (SiUNA AGLIWD) or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD at the above address, certified mail within thirty days of the contribution for investigation and appropriate action and refund. If involuntary. Support SPAD to protect and further your economic, political and social.Irtterests, American trade union concepts and Seafarer seamen. (A copy of our r»ort filed with the appropriate supervl!liofy offieefj is (or will be) available for gunc^M from the Superintendent of Documents, tJ.S. Government Printing Office, Washington, D.C. 'p. 'IP- 1^1 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource December 1973 Description An account of the resource Headlines: PRESIDENT NIXON ADDRESSES 16TH SIUNA CONVENTION CHALLENGES THAT LIE AHEAD FORD TELLS DELEGATES WHAT HE'LL DO AS VP BLACKWELL NOTES PROGRESS SINCE PASSAGE OF 1970 ACT REP O'NEILL SAYS MARINE ACT SPURS SHIPBUILDING THE IMPORTANCE OF EDUCATION INOUYE PRAISES UNION'S LEGISLATIVE ACTIVITIES BEALL CALLS FOR VIABLE U.S. MERCHANT FLEET BENTLEY CITES THE NECESSITY OF MARITIME COOPERATION ATTACK ON THE JONES ACT DEFEATED IN THE SENATE SEC. DENT SEES RESURGENCE IN MARITIME FIELD SEC. BRENNAN PRAISES MARITIME LABOR, INDUSTRY HOUSE HEARINGS CONTINUE ON OIL IMPORT LEGISLATION CARGO PREFERENCE BILL RECEIVES MORE SUPPORT CALHOON CALLS FOR UNITY, BILATERAL TRADE NMU PRESIDENT NOTES POINTS OF UNITY NIXON IS PRESENTED MODEL OF SUPERTANKER BROOKLYN UIW SETS GOALS AT 4TH QUANDRENNIAL CONVENTION IBU HOLDS CONVENTION PRESIDENT NIXON SIGNS ALASKA PIPELINE BILL SIU WINS LONG BATTLE TO SAVE PHS AMENDMENT PASSED TO UP DUES IN INITIATION FEES NEW SPAD CERTIFICATES FOR JOB SECURITY THANKSGIVING IN YOKOHAMA CONVENTION ELECTS SIUNA OFFICERS DELEGATES PASS 40 RESOLUTIONS UNANIMOUSLY SEAFARER BEGAN CAREER ON ARMY MINE-LAYERS LEFSAKER RECOUNTS U-BOAT ATTACK IN NORTH SEA SIUNA 16TH BIENNIAL CONVENTION HIGHLIGHTS PROGRESS THROUGH UNITY USNS TALLULAH NATIONAL DEFENDER SEAFARER HAND APPRECIATES EDUCATION BRADFORD ISLAND HIGHLIGHTS OF CONVENTION COMMITTEE REPORTS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 12/1/1973 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXV, No. 12 1973 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/dd7405d95b90fef95023fbebabd9ef44.PDF 26d5b8a6b13c3c1d83f253f9fb2c0b9d PDF Text Text �Voting on Dues, Initiation Fee Concluded Voting on the proposal to increase ship meeting on Aug. 28. Before submitting their report, the the SIU dues and iiiitiation fee was con­ In submitting the dues and initiation Constitutional Committee consulted cluded last month with 3,349 ballots fee proposal, the Constitutional Comr with the Union's General Counsel re­ issued to members. mittee's report noted: garding legal aspects of the proposal, and with the Secretary-Treasurer re­ "The expenses of operating and ad­ The 30-day voting period extended garding statistical matters. ministering the Union, in order to adefrom Oct. 2 through Oct. 31. The voting In addition, theyTnSn met with bth^ quatda^nd b^ttes-serve our member­ was cce4«Gted. via a mdl referendum; SIU officers and members. ship, have significantly increased over no ballot received after noon on Nov. 6 the past years." Eligible voters obtained their ballots is being counted. at the designated SIU halls where vot­ The Committee consisted of six full All valid ballots are currently being ing was being conducted or upon re­ counted by a membership-elected Tally­ book members, two from each depart­ quest they were able to obtain absentee ment. ing Committee of six full book mem­ bers — two from each department — Addresses MTD Convention: who were elected at a specid meeting at headquarters on Nov. 1. Full details of the voting along with the entire text of the Tallying Commit­ President Jesse M. Calhoon of the tion of coal and additional efforts tee's report, will appear in the Decem­ Marine Engineers Beneficial Associa­ should be directed to making highber issue of the LOG. sulphur coal less toxic to the environ­ tion has charged that the American oil The Tallying Committee consists of ment. Its priority is at least as important industry is violating the country's antiSeafarers Joe Powers and Jasper An­ monopoly laws and is "contributing as putting a man on the moon." derson, steward department; Ed Ander­ heavily to the energy crisis." • "Control of financial institutions son and Nick Damante, deck depart­ Speaking at the AFL-CIO Maritime over American (and the energy) indus­ ment, and G. R. Salazar and Richard tries should be diluted." Trades Department Convention, Cal­ McDonald, engine department. hoon called for a three-point program Calhoon charged that the practice of The proposal on which the member­ to halt the corporate monopoly trend in U.S. oil companies of registering their ship voted consisted of two proposi­ energy and to liberate the United States tanker fleets under foreign flags "has tions: one asking that calendar quarter­ from a developing energy squeeze. deprived many thousands of our mari­ ly dues be raised to $50 and the other He declared: time workers of employment." asking that the initiation fee for all new • "The government should initiate How the oil industry behaves, )iow it full book members be increased to anti-trust proceedings leading to divest­ makes its decisions, and who makes $600. ment, against oil companies which have The dues and initiation fee proposal them, is "of concern to all of us," he acquired competing energy sources— told the Convention. had been approved at the regular mem­ such as coal, uranium, oil shale, and tar bership meeting in September. That The MEBA president revealed that proposal had been submitted by a Con­ sands." his union had commissioned a thorough • "A crash research program is stitutional Committee which was elect­ study of monopoly practices and trends needed in the gasification and liquifac­ ed at a special headquarters member­ in the oil industry. ballots under certain circumstances as outlined in the Committee's report. In addition to appearing in the Sep­ tember issue of the LOG, copies of the full text of the Constitutional Commit­ tee's report were mailed to all duespaying "SIU members at their last known home address. The report was also posted prominently at all Union halls and was sent to all SlU-contracted ships at sea in care of the ship's chair­ man. Calhoon Sees Firms Behind Oil Crisis the PRESIDENT'S REPORT: The SIU's Bosuns Recertification Pro­ gram, the Seniority Upgrading Program, the SIU's training programs for all de­ partments at the Upgrading Center in Piney Point — these are our building blocks for the future. These programs are the promise of the future for our Union and the maritime industry—and they are the guarantee of continued job security for our membership. Paul Hall Our industry as we have known it is in a rapid state of transition and growth. New ships are being built and new con­ cepts are being designed into them. These new concepts require new skills and re-training. And just as we have al­ ways had to fight for everything we have gained, the responsibility for keeping up with advances in sea-going technology rests squarely on our shoulders. The SIU is strong today because many years ago we looked to the future. We knew that the ships we were sailing then would give way to more advanced ships. We foresaw the day of automation and of new concepts in design and cargohandling. And, most important, we be­ gan then to prepare for that future. Today, SlU-contracted companies are sailing radically-new ships—SL-7 supercontainerships and LASH vessels—and they are manned by SIU crews who have been trained to operate them efficiently and safely. And also today, there are 92 other ships under construction or on order and most of these are of revolutionary design requiring thoroughly-trained and highly- That report, soon to be published, charges that "the major oil companies account for approximately 84 percent of U.S. refining capacity; about 72 per­ cent of the natural gas production and reserve ownerships; 40 percent of the domestic coal reserve and some 20 per­ cent of the domestic coal production; and over 50 percent of the uranium re­ serves and 25 percent of the luranium milling capacity." Such a concentration of corporate power, Calhoon concluded, "could re­ sult in a dwindling of available fuel supplies—because oil companies will schedule the production of their various energy sources to best suit their internal operations. By withholding one or the other sources for development, it could result in higher prices." « Building for the Future skilled crews to man them. Of the 92 new ships, nearly 40 are VLCC tankers, 11 are LASH-types, two are GEO carriers, three are roll-on-roll-off vessels and nine are the radically-new LNG tankers. To continue the SIU's tradition of pro­ viding qualified crewmembers, particu­ larly in this era of advancing technology, we must continue to put strong emphasis on education, training and upgrading. At our Upgrading Center in Piney Point we have developed one of the finest training programs anywhere in the world. Through the use of audio-visual mate­ rials, training manuals and first-hand in­ spection of these new ships, our instriictors have already helped Seafarers attain more than 2000 ratings. Most important, we have equipped Seafarers to man our new ships compe­ tently and confidently. We can take pride in our accomplish­ ments in providing the industry with the best-trained crews anywhere, but we can­ not rest on these accomplishments. We must encourage every Seafarer to take advantage of the upgrading opportunities available to him, and we must continu­ ally evaluate and upgrade our training programs to keep pace with advancing technology. Four classes of bosuns have now completed the Bosuns Recertification Program, and beginning this month we have increased the class size to 12 to give more bosuns the opportunity to advance themselves both professionally and as more knowledgeable members of our Union. In meeting the challenge of the man­ power needs of the expanding maritime industry, the SIU's Bosuns Recertifica­ tion Program is of particular importance to our Union. Because he is the leading seaman aboard ship, the bosun must be knowledgeable and qualified in all as­ pects of deck seamanship and he must be familiar with the new skills required on the new ships that are our future. The bosun is also the Ship's Chairfian and is the SIU's representative at sea. He must have a thorough knowledge of our Union and an understanding of our in­ dustry, and he must recognize his respon­ sibility as Ship's Chairman and use this knowledge and understanding in protect­ ing the rights of our mem.bers at sea. The Bosuns Recertification Program —as well as all of our upgrading pro­ grams—is doing the job to qualify our membership to meet the challenge of providing our contracted companies with the best-trained seamen in the world. It was Seafarers — united who fought and won the battle for the Mer­ chant Marine Act of 1970 which is pro­ viding us with the new ships of today and tomorrow. Seafarers are now also leading the fight to provide these ships with cargo. And it is we—again united—who have devel­ oped the training programs which are making the SlU-contracted merchant ffeet competitive in the world market and which will insure the job security of the membership of our Union. Change of address cards on Form 3579 should be sent to Seafarers Internatiorial Uriibn, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, New York 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol, XXXV, No. 11. November 1973. Page 2 Seafarers Log -."i �More Bosuns and Upgraders Graduate at Meeting . •,- • Eight more Seafarers this month completed the SlU's "A" Seniority Upgrad­ ing Program. In front row, from left, are, Mark Wilhelm, Larry Ewing, Richard Wilson and John'McCabe. Top row from left are Maximo Dising, Lawrence Kunc, James Robak and John Konetes. Keynoting the theme that younger and older Seafarers must work together and all Seafarers must continue to up­ grade their professional skills, SIU Vice President Frank Drozak told the Nov. 5 headquarters general membership meeting that "the new ships being built make it necessary that we continue to have adequately trained crews to fulfill our contractual obligations and main­ tain our job security." Drozak and SIU President Paul Hall congratulated the latest six bosuns who completed the Bosuns Recertification Program, and said that while the pro­ gram was important to the bosuns them­ selves, it is equally important to the Union in providing the industry with the best trained seamen in the world and The fourth class of bosuns to complete the Bosuns Recertification Program pose for a graduation photo on steps of Union headquarters. From left are Eugene Flowers, Elbert Hogge, David Atkinson, Alfonso Rivera, Richard Christenberry and William Kleimola. the best informed Union members. . increasing the class size to 12. help you is something you have to see to believe." "There are 20 bosuns who have com­ Also graduating at the meeting were pleted the program and are actively sail­ eight Seafarers who completed the 30Both Seafarer Atkinson, who was the day "A" Seniority Upgrading Program ing today," Drozak said, "and these six youngest bosun in this fourth class, and will soon be joining them. They are bet­ at Piney Point and Union headquarters Seafarer Hogge, who was the "senior and received their full books. ter informed members and they will be citizen" of the group, were impressed better able to keep our members at sea with the efforts of the Union to achieve They are Lawrence Kunc, James Ro­ informed and up-to-date on the pro­ job security through legislation and bak and John Konetes who sail in the grams of our Union." political action. deck department; Mark Wilhelm, John Seafarer Atkinson said: "After seeing McCabe and Maximo Dising, engine de­ The six bosuns who completed the our Union's operation in Washington partment, and Larry Ewing and Richard program this month are Eugene Flow­ and learning of our efforts in Congress, Wilson who ship in the steward depart­ ers, Elbert Hogge, David Atkinson, Al­ 1 can see with my own eyes how SPAD ment. fonso Rivera, Richard Christenberry is so important to job security and our and William Kleimola. In accepting his bosuns recertifica­ future." Twelve more bosuns are now at Piney tion certificate. Seafarer Flowers said: Bosun Hogge said: "After you really Point as the Union this month stepped"There is a great opportunity at Piney understand how important it is to get up the Bosuns Recertification Program Point for any Seafarer to upgrade him­ new ships and cargo by getting laws to provide more bosuns with the oppor­ self and the dedication of the people passed, then you understand how im­ tunity to participate in the program by down there who are willing and able to portant SPAD is." Seafarers Kleimola and Christenberry both stressed the importance of the pro­ gram in making them better able to carry out their duties as Ship's Chair^ amendment to keep open and continue Bill. His amendment was also sponsored men. the operations of the eight remaining by Senators J. Glenn Beall, Jr. Seafarer Kleimola said: "We learned Public Health Service hospitals. (R-Md.), Edward W. Brooke a lot during these past two months about Only routine Senate approval re­ (R-Mass.), Alan Cranston (D-Calif.), our Union and the inany programs we mains before the measure is sent to the Henry M. Jackson (D-Wash.), Charles have. We are going "to be able to go White House. McC. Mathias, Jr. (R-Md.), and John back aboard the ships and pass knowl­ Earlier this year, the Health, Educa­ G. Tower (R-Tex.). edge on which will benefit all of us." tion and Welfare Department an­ Bosun Christenberry said: "I wasn't The bill, already passed by the House nounced plans to close the eight hospi­ brainwashed, but 1 learned. All of our without the PHS rider, moved quickly tals. However, Congressional support­ questions were answered and we were through the Senate and was sent to a ers of the PHS hospital system added not denied access to any information. I House-Senate Conference Committee to an amendment to the Emergency Medi­ know that 1 will be a better Union man iron out differences in the separate ver­ cal Services Bill to keep the system because of this program." sions of the measure. operating. And Seafarer Rivera expressed the It is the conference bill, containing feelings of all of the graduating bosuns President Nixon vetoed that measure the PHS rider, which passed the House when he said: "1 wish with all my heart and the effort to override the veto failed and is expected to clear the Senate that all of our members can have the by five votes in the House. shortly. same opportunity 1 have had." That was not the end of the compli­ After both the Seniority Upgraders cated battle, however. The latest effort Last July, the District Court of and the bosuns spoke to the membership to keep the hospitals open was spon­ Washington, D.C. granted the SlU's sored by Senator Warren G. Magnuson request for a temporary injunction that meeting. Vice President Drozak ex­ "(D-Wash.), chairman of the Senate prevented HEW from going ahead with pressed the feelings of the applauding Commerce Committee, who tacked the members when he said; plans to close the hospitals. PHS rider to the Military Authorization That injunction is still in effect. "The SIU is proud of all of you." House OKs PHS Bill, Hospitals Remain Open The House of Representatives has passed the Military Procurement Au­ thorization Bill which includes an Brooklyn Clinic to Move The SIU Brooklyn clinic will soon move to 675 Fourth Ave., Brooklyn, N.Y., from nearby 685 Third Ave., according to Dr. Joseph B. Logue, medical director. To be sure of your appoint­ ment call the clinic at 965-2440 before reporting. Further notice of the exact moving date will appear in the LOG. , Noi/emb'er 1973 Page 3 �MID Convention: Action on Issues Affecting Seafarers The AFL-CIO Maritime Trades De­ partment concluded a two-day conven­ tion immediately prior to the AFL-CIO convention at Bal Harbour, Fla. last month, at which delegates took firm ac­ tion on issues of concern to Seafarers and other maritime workers. Convention delegates accepted a re­ port, "Man and his Environment; A Balanced Approach," which urges MTD affiliated unions to press for a balanced approach to solving tnc nations environmental problems while protecting and preserving the jobs of American workers. One of the important actions was the adoption of a new MTD study on the oil industry calling on Congress to con­ sider regulation of the industry as a public utility. SIU President Paul Hall, who also is president of the MTD, reported to the convention that a total of 44 unions are now affiliated with the department with a total membership of about eight mil­ lion members. Changes since the department's 1971 convention have brought 10 new mem­ bers to the 44-member Executive Board, reflecting both new affiliates and changes in representation from various unions. Officers were elected to fouryear terms in 1971. Delegates also adopted the report of the MTD Executive Board which called on affiliates to "take the lead in pushing for new economic and social programs that will provide the American worker with the opportunity for a decent life and a fair and equitable wage." • Reviving U.S. fisheries through support of legislation introduced by Sen. Edward M. Kennedy (D-Mass.) and Rep. Thomas O'Neill (D-Mass.) for the building and operating assist­ ance the industry "so desperately needs." • Rejection of all plans to close or transfer the Public Health Service hos­ pitals in major port cities. • Continued support by the MTD of all reasonable proposals to reduce strikes, but with absolute rejection of any plan to substitute compulsion for free collective bargaining. • Immediate implementation of plans designed to eliminate the flight of refinery capacity from the United States. AFL-CIO President George Meany was one of the principal speakers at the MTD Convention. Lane Kirkland, secretary-treasurer of the AFL-CIO, also ad­ dressed the delegates during their two day meeting. AFL-CIO Backs Maritime Programs The AFL-CIO is backing a wideranging program to strengthen the U.S. merchant marine and assure "a strong, balanced and competitive U;S. fleet." Delegates to the recent AFLTCIO Convention in Bal Harbour, Fla., in a maritime resolution, called for opera­ tion and construction subsidy programs and other legislation needed to assure U.S.-flag ships a fair share of shipping tonnage, especially of oil and vital raw materials. Tax laws that allow runaway flag ves­ sels to benefit unfairly sfiould be repealed, the resolution said, and con­ struction should be started on adequate tankers to carry Alaskan oil. In view of the energy crisis, it also was urged that Alaskan oil be limited for U.S. con­ sumption only. In addition, the convention called for construction of deepwater ports on all U.S. coasts, trade agreements that pro­ vide for a fair share of cargo to be ear­ ned on U.S. bottoms, support for the National Maritime Council "which has demonstrated that labor, management and government can work together," and an end to the "bureaucratic encum­ brances that have hindered the growth of the U.S. merchant marine." The 900 convention delegates, repre­ senting nearly 13.5 million American workers, unanimously called for the establishment of a comprehensive na­ tional energy policy. A resolution stated that such a policy is needed for full em­ ployment, to protect the consumer and to preserve the environment. The convention proposed establish­ ment of a Council on National Energy Policy and consolidation of overlapping functions of various federal government agencies into a single federal energy agency. The resolution called for measures to lessen the nation's dependence on for­ eign oil sources and asked that a fair share of oil imports be transported in American-flag tankers. It asked, also, for a swift go-ahead on the construction of the Alaska pipeline. Delegates declared that in wielding Page 4 "While we fight to preserve and pro­ tect our natural resources," the report states, "we must fight to maintain em­ ployment and industrial development and progress." In other major actions, the conven­ tion called for: • Strong measures, including both new legislation and administrative guidelines by such agencies as the De­ partment of Defense, to "achieve and maintain an adequate U.S.-flag bal­ anced merchant marine program." what amounts to monopoly power over U.S. energy sources, the major U.S. oil companies have abused the public trust, misused their tax advantages and eroded the U.S. position in the world. The convention adopted four resolu­ tions on the oil industry and its conduct, including one which called on Congress to decide if the industry is a public utility and should be regulated accord­ ingly. Among other actions pertinent to the well-being of America's organized workers, the convention: • Afcmed strong support for the Farm Workers Union in its struggle to win collective bargaining rights and urged a step up of a natfonwide con­ sumer boycott of products of the unionbusting Farah Manufacturing Co. • Voted a redoubled campaign for national health insurance and an ade­ quate minimum wage law. • Vowed a renewed drive for enact­ ment of legislation to regulate imports and curb the harmful activities of American multinational companies. • Adopted a blueprint for tax re­ form with the double goal of restoring justice to the loophole-ridden tax struc­ ture and raising revenue for the nation's unmet needs. • Demanded full bargaining rights for federal, state and local government workers. • Re-elected President George Meany, Secretary-Treasurer Lane Kirkland, and incumbent executive council members seeking re-election. Also, three new members were named to the council—Albert Shanker, vice president. Teachers Union; Sol Stetin, president. Textile Workers; and Joseph Tonelli, president United Paperworkers. • Adopted a resolution calling for the resignation of President Nixon. Delegates reaffirmed labor's commit­ ment to organizing and forged some new tools to get the job done. Chief among these is the revamping of the federation's organizing arm. Tapped to head the new Department of Organiz­ ing and Field Services is W. J. Usery, Jr., head of the Federal Mediation and Conciliation Service and a former rep­ resentative of the International Asso­ ciation of Machinists. Maritime Trades Dept. Asks Oil Company Curbs Because the oil companies have so abused the public, the AFL-CIO Mari­ time Trades Department at its Conven­ tion in Bal Harbour, Fla. last month called for the U.S. Government to regu­ late oil firms just like any other utility. The MTD's statement said tax incen­ tives to the oil companies over a long period of time have not stopped our need for imported oil. "Fuel oil and gasoline shortages have brought the shortcomings of our pres­ ent policies into full view. It is time to recognize that the oil industry cannot be trusted to act in our best interests." A study on the oil industry charged that taxpayers' dollars were used to subsidize the special interests of the in­ dustry at the expense of American jobs, security and balance-of-payments. With these tax incentives, the MTD said, oil companies only payed a tax rate of 6.5 percent in 1971. Homeowners, however, may not get through this winter without fuel ration­ ing, an unheard of step in peacetime America. • Support for Navy and Maritime Administration plans to work coopera­ tively toward the goal of a U.S. mer­ chant marine as an auxiliary to the U.S. Navy. • Every effort by MTD affiliates to establish an independent maritime agency. Alter IBU Voting The date on which members of the SlU-affiliated Inland Boatmen's Union may pick up their ballots to select dele­ gates to their Nov. 29th Convention in Washington, D.C., as well as to vote on a Constitutional amendment, has been changed from Nov. 5, 6 and 7 to Nov. 12, 13 and 14 in line with action taken last month by the Union's Executive Board. Voting on Nov. 12, 13 and 14 will begin at 9 a.m. and continue until 5 p.m. or until all the members present have had the opportunity to receive their ballot in the various locations where voting is being conducted. Time for receipt of ballots was also extended to Nov. 19. This is also the date on which a special meeting will be held in New York to elect a Tallying Committee which will pick up the bal­ lots at the bank depository and com­ mence counting them on the same date. In view of the number of intervening holidays, with resulting delays in the mail, the IBU Executive Board took action to authorize the Secretary-Treas­ urer to make the necessary changes in the nomination period and voting date to insure every reasonable opportunity for nomination and'voting. By authority of the Executive Board, the nomination period for delegates was extended from Oct. 23 to Nov. 1 and the date for the Regional Director's qualification of candidates was extend­ ed to Nov. 2. Changes in the voting schedule as well as an extension of the nomination period were made known to the IBU membership through a mailing sent to every member's last known home ad­ dress. The four IBU regions have 12 dele­ gate positions — five from the Gulf Coast Region, four from the Atlantic Coast Region, two from the Great Lakes Tug and Dredge Region and one from the Railway Marine Region. ^ • Seafarers Log �Christen Overseas Juneau In Sparrows Point, Md The 120,000 deadweight ton tanker Overseas Juneau, built for an SIUcontracted subsidiary of Overseas Shipholding Group, was christened Nov. 1 at the Sparrows Point, Md, shipyard of the Bethlehem Steel Corp. The tanker, one of the largest ves­ sels ever built in this country, was named after the capital of Alaska. It is 883 feet long and features the latest in safety, navigational, communications and anti-pollution equipment available. The vessel's anti-pollution equip­ ment, for example, includes a 2,400 gallon-per-day, capacity on-board sew­ age treatment system and an oily water separating system with a capacity of 7,700 barrels to remove oil from tank washings. The Overseas Juneau was christ­ ened by Mrs. Robert J. Blackwell, wife of the assistant secretary of Commerce for Maritime Affairs. Mr. Blackwell spoke at the christening ceremonies. The tanker is scheduled for delivery later this month. With 26,000 hbrsepower steam tur­ bines, the Overseas Juneau has a range of 15,000 miles at a speed of 16 knots. Among her other major features, this new vessel, which has a liquid cargo capacity of nearly 950,000 barrels, contains: • Centralized engine control from the pilot house, enabling orders to the engine room to be transmitted in the quickest possible manner. • Wide range boiler burners and automatic combustion control equip­ ment which enable the boilers to be operated from standby to full speed without altering the number of burners in use. • Cargo valves that are hydraulically operated with remote or local con­ trol to suit their location and service. • Optimum navigational guidance that uses large screen radar systems with •wo separate frequencies for the advan­ tage of maximum storm penetration, and clarity of resolution in harbor areas. • A satellite navigation system that receives and. decodes satellite signals and combines them with data from ex­ ternal velocity sensors to provide accu-. rate worldwide, all weather position in­ formation. • Air conditioned officer and crew .quarters. • A mechanical foam firefighting system. The Overseas Juneau, which has a draft of 51 feet nine inches and a molded depth of 68 feet, also has a cylindrical bow, a straight transom stern and horn type rudder. UIW Voting Date Changed The date on which members of the SlU-afiiliated United Industrial Work­ ers of North America may pick up their ballots to select delegates to their Nov. 28th Convention in Washington, D.C., as well as to vote on a Constitutional amendment, has been changed from Nov. 5 to Nov. 13, in line with action taken last month by the Union's Execu­ tive Board. • Voting on Nov. 13 will begin at 9 a.m. and continue until 9 p.m. or until all members present have had the op­ portunity to receive their ballot in the various locations where voting is being conducted. . Time for receipt of ballots was also extended to Nov. 19. This is also the date on which a special meeting will be held in New York to elect a Tallying Committee which will pick up the bal­ lots at the bank depository and com­ mence counting them on the same date. In view of the number of intervening holidays, with resulting delays in the mail, the UIW Executive Board took action to authorize the Secretary-Treas­ urer to make the necessary changes in the nomination period and voting date to insure every reasonable opportunity for nomination and voting. By authority of the Executive Board, the nomination period for delegates was extended from Oct. 23 to Nov. 1 and the date for the Regional Director's qualification of candidates was extend­ ed to Nov. 2. Changes in the voting schedule as well as an extension of the nomination period were made known to the UIW membership through a mailing sent to every member's last known home ad­ dress. The two UIW regions have 16 dele­ gate positions—14 from the Atlantic Coast Region and two from Gulf Coast Region. SlU Ore Carrier Fleet Grows Thayer, H. Lee White Added Two more additions to the growing SlU-manned bulk-ore carrier fleet, the just built Paul Thayer (Kinsman Ma­ rine) and the H. Lee White (American Steamship) are joining shipping on the Great Lakes. The new 630-foot self-unloader, the Paul Thayer was christened Oct. 27 at the American Shipbuilding Co. yard in Lorain, Ohio, while the 704-foot H. Lee White will be launched next month at the Bay Shipbuilding yard in Sturgeon Bay, Wise. The 19,500 dwt Paul Thayer will join her sister ship, the William R. Roesch, which went into service last June, after dock trials and trial runs, with final de­ livery set for the middle of this month. Three more ore carriers will be built November 1973 for the company. The 32,000 dwt H. Lee White wUl join her sister ship, the Charles E. Wil­ son which completed her maiden voyage in September. Two other ore carriers are being built for American Steamship Co., with deliveries scheduled for next year andin April 1976. The American Steamship Co. of Buf­ falo now owns or operates a.fleet of 20 self-unloading ore-bulk carriers. Their fifth ore carrier soon to be built will be a 42,000 dwt, 770-foot, $20-million self-unloader. She will be the third largest self-unloader on the Lakes. The new vessel will also be the first ship on the Lakes with double-belted, twin con­ veyor machinery in her hold to unload coal. i i 5? i tlc8 President's Repealby Frank DrozaksWi^rW?:^ NEW CONSTRUCTION American Steamship Co., which already has two Great Lakes carriers under construction or on order at Sturgeon Bay Shipbuilding, has awarded a contract for a third bulk carrier. She will be a 770-foot self-unloader and delivery is scheduled for April 1976. The H. Lee White is scheduled for launching this month and the keel for the second self-unloader will be laid when the White comes off the ways. Also on the Great Lakes, Kinsman Marine Transit Co. crewed its second diesel-powered self-unloader, the Paul Thayer, last month. Two more carriers, which will both be straight deckers, are scheduled. Delta Lines, Inc., which has launched all three of their new LASH vessels, is expected to take delivery of the Delta Sud Nov. 25. The vessel is now at Avondale Shipyard. The other two LASH-type ships are the Delta Mar and the Delta Norte. Falcon Carriers, Inc. has announced that the cutting of steel for the first of four 35,000-ton diesel-powered tankers took place Oct. 29. Keel laying is scheduled for May 1974 and the expected delivery date is June 1975. All four ships are being built under the Merchant Marine Act of 1970. Maritime (Jverseas Corp. took delivery of the Overseas Juneau at christening ceremonies Nov. 1 at Sparrows Point, Md. The new 120,000 ton tanker is expected to crew-up Nov. 20. Sea-Land Services, Inc. crewed the Sea-Land Market Oct. 23 and she arrived in New York on her maiden voyage Nov. 4. The Sea-Land Resource is expected to crew this month. Sea-Land also purchased two Pacific Far East ships from Bethlehem Steel. The first of these two new SL-18 class ships is ready for sea trials and will be crewing soon. The second ship will be delivered in March 1974. Seatrain Lines, Inc. laid the keel for the third of its new supertankers Oct. 26. She will be the TT Stuyvesant. T-5 NAVY TANKERS The performance records of the five T-5 Navy tankers manned by SIU crews for the Military Sealift Command is still being closely evaluated by the MSC, the Navy and other federal agencies. These ships—the American Explorer, the Maumee, the Shenandoah, the Shoshone and the Yukon—will remain on organizational status. While I am confident that our members aboard these and other Navy tankers will continue to maintain achievement records which reflect the high standard of training and performance of SIU crews, I very strongly urge all crewmembers to remain aboard these ships for a minimum of six months and to stay on board until you are properly relieved. Let me remind you again that these 13 Navy tankers represent more than 500 jobs and our performance and record of achievement aboard these ships means additional job security for all of our membership. It is the responsibility of the men who crew these ships to see to it that this job security remains with the SIU. BOSUNS RECERTIFICATION PROGRAM The fourth class of bosuns in the Bosuns Recertification Program graduated at our headquarters membership meeting this month, bringing to 24 the total number of bosuns who have now completed the program. Because this program is vital to our overall training and upgrading program, we have increased the class size to 12 to give more Seafarers an opportunity to participate. I have had the personal pleasure of meeting with all of these bosuns during their stay at headquarters and their com­ ments on the program have been encouraging and gratifying. Each and everyone of them understands the importance of upgrading their professional skills to keep pace with the new and highly-sophisticated ships that are the future of our industry. They understand, too, the importance of being fully-informed on all of the various programs of our Union and the need to communicate with their shipmates on both the problems and the progress of our Union and our industry. Nearly all of these bosuns are now back at sea. «A" SENIORITY UPGRADING Eight more Seafarers completed the "A" Seniority Upgrading Pro­ gram and also graduated at our November meeting. This program, which is conducted both at Piney Point and at Union headquarters, is also strengthening our Union by providing the SIU with more knowledgeable full book members and better qualified Seafarers to man our SlU-contracted ships. -n-r Page.S �DISPATCHERS REPORT Atkmtie. Gulf & inloncl Waters DIstriet KnowYiwRiiiMs OCTOBER 1-31, 1973 DECK DEPARTMENT TOTAL REGISTERED An Groups Class A Class B Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston WUmington San Francisco Seattle Totals Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston WUmington San Francisco Seattle Totals Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa , Mobile New Orleans Houston WUmington San Francisco SeatUe Totals Totals AUDepts ' TOTAL SHIPPED REGISTERED ON BEACH AU Groups Class A Class B Class C 6 85 13 36 17 25 11 33 71 90 14 55 28 484 1 ' 20 5 14 3 10 1 0 13 27 10 20 26 150 6 86 7 35 9 16 2 6 65 56 11 37 23 359 1 6 10 9 7 4 0 1 10 4 2 8 10 72 2 78 9 24 9 18 3 23 58 71 8 55 20 378 6 37 6 7 4 14 3 11 20 19 11 32 16 186 2 61 3 25 7 14 2 6 72 41 5 45 17 300 5 44 7 10 6 9 0 1 8 16 8 " 8 10 132 1 28 3 24 7 14 6 31 29 36 9 31 8 227 1,089 3 14 5 9 3 7 1 0 3 6 6 12 10 79 415 2 60 5 16 9 4 4 2 31 16 7 19 7 182 841 1 93 4 8 4 3 1 0 3 2 1 4 5 129 333 AO Groups Class A Class B 0 11 2 0 140 28 0 21 12 1 55 26 0 24 7 0 45 11 1 10 1 0 61 4 0 103 18 0 38 27 0 ^ 33 33 0 103 38 0 40 22 2 684 229 ENGINE DEPARTMENT 0 3 4 3 108 47 0 16 5 0 46 18 1 17 9 1 19 12 0 1 4 2 43 22 0 84 40 1 48 57 0 12 21 0 81 50 0 28 24 8 506 313 STEWARD DEPARTMENT 0 0 3 12 55 11 0 8 5 1 38 14 2 12 5 0 19 6 0 7 1 0 55 2 0 50 8 0 31 290 16 15 0 55 33 0 12 6 15 358 138 25 1,548 ^ The number of shipping jobs available is the truest indication of Seafarers' job secu­ rity. By looking at tbe above figures, SIU members can see how very strong their job security is. During tbe period of Oct. 1-31, 1973, of the 1,199 jobs shipped, 841 were filled by Class Seniority full book members. Therefore, there were 358 permanent jobs available to Class ''A" Seniority full book members not taken by them. Matthew Guidera W. T. Langford asks that you contact him on an important matter. Please write him at 506 So. Holly St., Hainmond. La. 70401. Benjamin MIgnano Please contact Mrs. Benjamin Mignano as soon as possible at 25 Magnolia St., Central Islip, L.I., N.Y. 11722 on an important matter. Robert G. HIckox Mrs. Sheila Hickox wishes you to contact her as soon as possible at 3307 W. Northwest Hwy. 208, Dallas, Tex. Page 6 Reginald R. Paschal The daughter of Reginald R. Pas­ chal, Mrs. H. R. Ward, asks that any­ one knowing her father's whereabouts contact her at 129 W. Foch St., Prichard, Ala. or call collect at 205-4569793. Richard Sohl Mrs. Florence J. Sohl asks that you get in touch with her as soon as possible at P.O. Box 31, West Park, N. Y. 12493. Roger P. Coleman Mr. James G. Coleman wishes you to contact him as soon as possible at 4824 Springbrook Dr., Annandale, Va. 22003. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes speciflc provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accord­ ance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protec'.ed exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certifie mail, return receipt requested. The proper address for this is; Frank Drozak, Chairman, Seafarers Appeals Board 275-20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has.traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any memlwr pay any money for any reason unless ° he is given such receipt. In the event anyone attempts to require any such payment be made without supplyifig a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should imme­ diately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against be­ cause of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic inter­ ests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment op­ portunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All con­ tributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American tfade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitu­ tional right of access to Union records or information, he should immediately notify SIU President Paul Hall at head­ quarters by certified mail, return receipt requested. Seafarers Log �Hollings Supports Oil Bill, Deepwater Ports Legislation By B. Rocker Trans-Alaska Pipeline Sen. Ernest Hollings addresses MTD Convention. Sen.-Ernest F. Hollings (D-S.C.) set only sensible approach — especially the keynote for the 10th Conkitutional when American working men are in­ Convention of the AFL-CIO Maritime volved in crash programs to buUd our Trades Department by calling for quick fleet of 30 to 40 supertankers to help passage of two pending legislative pro­ us ease the energy crisis." posals—the bill to require that a por­ Hollings declared that he is strongly tion of all oil imports be carried on U.S. in favor of legislation to require "that ships, and legislation to permit the con­ a share of oil imports be carried in struction of deepwater terminals. American ships, manned by American Hollings, who is chairman of the seamen, and flying the flag of the United Oceans and Atmosphere Subcommittee States." The measure now has more of the Senate Commerce Committee, than 200 sponsors in the House of Rep­ tied his keynote address to the theme of resentatives and stands a "good chance the Convention—Environment, Jobs of being passed," he said. and People: A Balanced Approach. However, he noted that "we have de­ He told delegates that "you union leaders have demonstrated real leader­ layed too long. This bill will help our ship on the question of economic balance of payments. It will aid the con­ growth and environmental quality." He sumer. And it will help protect the cited some specific examples: ocean environment because our ships "When suits were filed to block the will be the safest and the best in the construction of American tinkers be­ world. This is the kind of good-sense cause of environmental impact state­ legislation we should have had on the ments and the fear of oil spills, the books a long time ago." unions got together with the companies Hollings cautioned that "if we refuse and the environmental groups and to consider the environmental impact worked out an agreement. Construc­ of growth, our nation will grind to a tion continued. Jobs were preserved. halt.... On the other hand, any major New environmental safeguards were industrial country which approaches adopted. Everything worked oat for the environmental quality at the expense of best. economical growth will wither and die." "Another example is the present de­ He concluded by noting that "the mand for deepwater ports to handle the people in this hall are trying to solve problems, not create them. You are supertankers. My own legislation on this would permit construction of these trying to work out rational compro­ ports. At the same time, the environ­ mises in the best interests of everyone ment would be protected. The Mari­ instead of insisting that there is only time Trades Department supports this one right way and everyone had better kind of balanced approach. It is the follow that way or else." 16th SlUNA Convention Set For Washington, D.C. » ' The 16th Biennial Convention of the Seafarers International Union of North America, AFL-CIO, will convene Nov. 26 in Washington, D.C. at the Siatler-Hilton Hotel. Several hundred delegates from 35 SIUNA-affiliated organizations in the U.S., Canada and the Caribbean, representing more than 80,000 members, will be on hand to take part in the convention's deliberations. In addition to the deep-sea affiliates, delegates to the convention will be representing inland boatmen, fishermen, cannery and industrial workers, covering a wide range of industries. The SIU-Atlantic, Gulf, Lakes and Inland Waters District will have a full delegation at the convention, including delegates from its affiliated Inland Boatmen's Union and the United Industrial Workers bf North America. International President Paul Hall, who is President of the SIUAGLIWD, will preside over the convention sessions which are sched­ uled through Nov. 30. The Convention will consider a number of important matters of special interest to the SIU and the labor movement as a whole. Promi­ nent speakers from government, industry and labor will address the delegates. Also included on the agenda are officers' reports, reports of affiliates and numerous resolutions dealing with the maritime industry. November 1973 The Senate and House Conference Committee Is still working on the final, compromise language which would clear up differences in the two versions of the Trans-Alaska Pipeline Bill passed by both Houses just before Congress' August recess. When these differences are finally resolved, the language will still" havg'to be voted upon by both the Senate and the House before this bill can be presented to the President for his signature. Differences within the Congress and within the Administration— in the Office of Management and Budget, and the Department of In­ terior—have also caused delays. It has been repeatedly pointed out by SIU representatives that im­ mediate approval of the Trans-Alaska Pipeline Bill will enable pipeline construction to begin in 1974, which would see the pipeline completed in 1977. However, if these differences are not quickly resolved and the bill is not now approved, it would delay any start on the pipeline for at least one year. The SIU will continue to work hard for this legislation, using all of the resources available to it. USPHS Hospitals The new Military Procurement Bill, which contains an amendment calling for continued and uninterrupted operation of the USPHS hos­ pitals system, has already been favorably voted upon by both the House and Senate. The issue of continuance of the USPHS system has been a long and hard fought battle which has not as yet been fully resolved, and which has been the subject of much vigorous effort by the SIU. When the Administration first ordered these hospitals to close their doors and turn away patients, several months ago, we were successful in getting an amendment attached at that time to the Medical Services Bill which insured that the hospitals would remain open. However, that bill was vetoed by the President. The SIU, working through it's representatives in Washington and with all those interested in preserving the USPHS system, then sought to convince Congress to move to override the President's veto. The override attempt was highly successful in the Senate, but when the override vote went to the House, it fell short of the necessary twothirds majority by only five votes. Following this action, we supported the amendment to the present Military Procurement Bill, sponsored by Sen. Magnuson(D-Wash.). This latest legislation carrying the USPHS amendment passed the Senate and went to a House-Senate Conference Committee. Early this month, the House voted 290-103 for the bill, and to keep the hospitals open. This vitally important issue is now back on the President's desk again, awaiting his action. OflBiU Action in the Congress continues to move steadily forward on the much needed cargo preference legislation which would insure that a portion of our Nation's oil cargoes be carried on American-flag vessels. Early last month, various government agencies testified in opposi­ tion to this bill. Spokesmen for the major oil companies are now mak­ ing their testimony available at the oil bill hearings. The SIU and it's Washington representatives are preparing for our turn at bat. Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafare^r and his family. Page 7 �Port o' Call The Pennmar's booms and cranes are hard at work as a cargo of steel is taken aboard. Nick Tagiiamburis, who sails as fireman-watertender, closes off a water valve in the Pennmar's engine room. Page .8 /~^NE of the busiest ports on the " East Coast of the U.S. is the port of Baltimore and its sur­ rounding areas. FVeqnent visitors to this mdnstrial center are the SlU-contracted ships of the Beth­ lehem Steel Corp. and Calmar Lines. Recently, the Bethflor (Beth­ lehem Steel) and the Pennmar (Calmar) paid off at Sparrows Point, Md. a day apart after good voyages. The Bethflor, which won the company's 1972 Safety Award, dropped anchor on Oct. 25 after a month-long trip. Bnilt in 1948, she was original­ ly designed to carry both off and hulk cargoes, but for the last 12 years has transported strictly bulk. She is equipped with three mobile deck cranes which move on rail­ road type tracks and can rapidly unload the ship's three holds si­ multaneously. The Bethflor*8 usual run is Houston, Tex.—^Palna, Venezuela Able-seamen M. Jones (left) and G. Atchley secure protective tarpaulin on one of the Pennmar's lifeboats. Seafarers Log �Baltimore —^Baltimore. She carries stnictoral steel to both Houston and Palna, then loads iron ore at the Venezuelan port for delivery to the Bethlehem Steel plant in Spar­ rows Point. After nnloading her cargo of ore, she is shifted to another dock where she takes on structural steel, and the cycle begins again. The Pennmar, off a 51-day intercoastal run, paid off on Oct. 26, She was hnilt in 1943 at Rich­ mond Shipyards in Richmond, Calif., and in 1965 she was equipped with two deck cranes— one forward and one aft—to speed her unloading procedures. Among her usual ports of caU are Long Beach and Richmond, Calif.; Portland and Coos Bay, Ore.; Seattle, Wash.; Portsmouth, N.H., and Baltimore. She carries both structural steel and pig iron in her four holds— as well as lumber picked up in Oregon and slated for delivery to Portsmouth. The SlU-contracted Bethflor awaits unloading at her berth in Sparrows Point, Md. Able-seaman Roy J. Kelly (lower left) looks on as a crane-load of iron ore is lifted from the hold. November 1973 Able-seamen H. C. Diac (left) and Woody Lawton complete some minor deck repairs on the ship's hold. Pages �ASHORE Jeffersonville, Ind. Congresswoman Leonor K. Sullivan (D-Mo.), chairman of the House Mer­ chant Marine and Fisheries Committee, and other government, management and union officials witnessed the dedication here of the hull of the successor to the river steamboat Delta Queen Nov. 11. The notables also inspected models of staterooms for the steamboat now under construction at the Jeffboat Shipyard. Sf. Louis A newer, more modem harbor fleet boat has been put into service by the IBU-contracted Mt. Pleasant Harbor Service to replace the company's Louise Leyhe. The new addition will be renamed the Louise Leyhe. Buffalo At the annual Maritime Trades Department Port Council's Christmas party set for Dec. 9 here, retiring Council President William Hoch will be honored. He's also Great Lakes representative of Local 25 of the International Operating Engineers. Chicago In Calumet Harbor here next to the SIU-IBU Union Hall at 93rd St. and Swing Ave., the old EJ&E RR swing bridge over the Calumet River has been modified. Next year it will be able to pass larger ships through. Columbus, Ohio A NLRB election was won here last month by the SlU-affiliated United In­ dustrial Workers of North America local. Drivers and Warehouse Division, AFL-CIO, at a subsidiary of the Hartz-Buckeye Department Store Big Bear Food Warehouse. Out of 171 workers, 90 voted for the union, 56 for the em­ ployer with 19 abstaining and six votes being challenged. Houston Featured speakers at the Western Gulf Port Council of the Maritime Trades Department's annual dinner dance who addressed 1,000 guests here on Oct. 20 were Texas Congressman Bob Eckhardt (D-Houston) of the House Com­ mittee on Interstate and Foreign Commerce, Price Daniels, Jr., Speaker of the House of the Texas Legislature and Fred Hoffinez, Jr., Houston mayorality candidate supported by labor. Alpena, Mich. The SlU-manned USN tanker Millicoma discharged her cargo of high test aviation fuel 30 miles south of here at Harrisville, Mich., late last month for the U.S. Oscoda Air Force Base on Lake Huron. She was one of the first ocean­ going tankers to sail from Searsport, Me. through the St. Lawrence Seaway to Alpena. Boston Shipping is picking up in this port. So much so that they're looking for rat­ ings as far away as San Francisco to ship out from the East Coast. Also a build­ ing boom is turning this old city into a new city almost overnight. New York Thanks to the culinary artistry of Bosun Gene Flowers, some of the bosuns attending the Bosuns Recertification Program here have added a few pounds and a few inches to their waistlines. Seafarer Flowers' special recipes (which he keeps secret) are beef stew and chili. "Only complaint I had," said Bosun Dave Atkinson, "is that Gene has a heavy hand with the spices." That may be so, but "senior" Bosun Elbert Hogge, who was in charge of the steward department operations at the Bosuns' quarters noted that Dave ate everything Gene put before him, before making any comments. Washington, D.C. SIU Piney Point Port Agent Gerry Brown recently completed a course of study in labor law at the AFL-CIO Labor Studies Center here. The exacting week-long course was taught by prominent union attorneys, AFL-CIO staff, and law professors. The sessions dealt with legal aspects of union organizing, bargaining, health and safety, the Landrum-Griffith Act, and recent changes in labor laws. The AFL-CIO Labor Studies Center is the labor movement's first na'tional full-time education institute, and conducts classes in many areas of trade unionism. Page 10 fi ^I Ml Seafarer Elbert Hogge holds pay receipt received in 1941 after sailing 13 days aboard the S.S. Mary (Bull Lirte) as able-seaman. His net pay was $46.71 and as Seafarer Hogge put it: "We've come a long way since those days." Keeps an Old Pay Voucher as Reminder Veteran Seafarer Recalls The Early SIU Struggles Seafarer Elbert Hogge Carries a faded and tattered pay receipt with him dated Mar. 10, 1941 "to always remind me of just how far we have come." The voucher represents his 13 days as able seaman aboard the S.S. Mary (Bull Line) and shows a total pay of $46.71. Seafarer Hogge, who this month completed the Bosun Recertification Program, will soon be back aboard ship and will be earning more than $1500 a month—not including the SIU welfare, medical, pension and vacation benefits unheard of when he went aboard his first ship in 1938. Brother Hogge was just 20 when he boarded his first ship, the S.S. Frances (Bull Line) and he continued sailing on the Victory ships of that company for some ten years. He was a member of the old International Seamen's Union early in 1938 and joined the SIU when it was chartered later that year. Seafarer Hogge makes his home in Wicomico, Va. with his wife Doris, arid has actively participated in most of the major beefs that secured the rights of SIU members and made our Union a valued ally in the American Labor Movement, including the bitter strug­ gle to secure the Union hiring hall, the famous "Battle of Wall Street" and the General Strike of 1946. Brother Hogge started sailing as bosun in 1942 and, being the profes­ sional seaman he is, says he plans to continue going to sea as long as he is able. Proud of his Union, he said: "After seeing what we have built at Piney Point for the training of the young fellows who will keep our Union going and for the further training for those of us who want to upgrade our­ selves—walking all of those picket lines was worth it." Seafarer Hogge, who is now 55, has a son, William, and a grandson living in California who he hopes to visit after he makes his next trip. "I can do these things now," he said, "because the dreams we had years ago are now a reality." wfV.-. MAR'y ANftowimaia OJMFANY: p: A: a BULL ^% !I SXi- i ^ %,. NET WAOES DUE W..- It it Tonr record ot Soclii ilW'Owiiera of the ebova . V > t . v:;. Close-up of pay envelope, tattered and brown with age, shows wages re­ ceived as able-seaman for 13 days work in 1941. Seafarers Log �!•'" AT SEA SS Transidaho Ed Armstrong, who sails as chief electrician on board the Transidaho (Seatrain), and who has been sailing with the SIU for 22 years, likes to take a drive down to Piney Point with his wife Christeen while he is home in Baltimore be­ tween trips. "We drive down on Sundays for a day at the pool and then a good dinner in the Anchor Dining Room," he said. "The place is beautiful and it's a great way to relax with your own kind of people." Seafarer Armstrong plans to attend the SIU Upgrading Center there early next year to secure his OMED—Any Rating. The Transidaho is a con­ verted C-4 running between New York, Baltimore, Charleston and San Juan. SS National Defender Robert E. Lee was launched Sept. 29. First of Three New Vessels Waterman LASH Ship Roberts, Lee Launched When the S.S. Robert E. Lee slid into the waters of the Mississippi River at Avondale Shipyard Sept. 29, a new era was launched for the Waterman Steam­ ship Corp.—and added strength given to the rebuilding of the American mer­ chant fleet. This SlU-contracted LASH (lighter aboard ship) vessel is expected to be ready for delivery and crewing in Feb­ ruary 1974. The Robert E. Lee is the first of three LASH ships being built for the 54-year old steamship company. The S.S. Stonewall Jackson is scheduled for launching Apr. 15, 1974 and the S.S. Sam Houston will come off the ways two months later. The 893-foot ship which is capable of carrying 89 LASH barges at a service speed of 22 knots has the largest barge capability of any LASH vessel built to date. She has a cargo capacity of 25,600 tons, and her steam turbine plant will generate 32,000 horsepower. The Robert E. Lee is the first ship to be built by Waterman under the Mer­ chant Marine Act of 1970 and is the first ship launched by the company since 1946. In a telephone interview with the LOG, Edward P. Walsh, president of Waterman, said; "The Merchant Marine Act was the key to our re-building program. We couldn't have gone ahead without it." G. Russell Moir, president of United States Freight Co., which is half-owner of Waterman, emphasized that the na­ tion's maritime rebuilding program "may well be fruitless unless American exporters and importers support us with the cargo they control, and by 'us' I mean the entire American-flag cargo fleet." SIU Vice President Frank Drozak attended the launching ceremonies and said that the Union was carrying out its responsibilities to the maritime industry by providing '.'thoroughly-trained and highly-qualified crews for these new types of ships." The Robert E. Lee and her sister ships will permit rapid shuttling of high speed carriers with a minimum of port delay. The new vessels will run between U.S. ports on the Gulf and East Coasts and ports in the Red Sea, Persian Gulf, Arabian Sea and the Bay of Bengal. When the ships arrive in port, the preloaded lighters are loaded and un­ loaded with on-board cranes reducing port time and the need for additional port handling gear. McLaughlin Joins ILO in Geneva Leonard "Red" McLaughlin has re­ signed as president of the Seafarers In­ ternational Union of Canada to accept a position with the International Labor Organization in Geneva, Switzerland. Under the provisions of the SIU of Canada Constitution, McLaughlin will be succeeded by Roman Gralweicz, ex­ ecutive vice president of the Union. The ILO is an official body of the United Nations. McLaughlin also served as an Execu­ tive Board member of the AFL-CIO Maritime Trades Department, and at the MTD's 10th Biennial Convention last month in Bal Harbour, Fla., the delegates approved a resolution com­ mending McLaughlin for his many years of service to the Labor Movement. The MTD's Resolution read in part: November 1973 "WHEREAS, Leonard J. McLaugh­ lin devoted his entire career to serving his fellow Seafarers, providing dedicated and determined leadership to them, and "WHEREAS, Leonard J. McLaugh­ lin served the entire maritime labor movement through his active participa­ tion as a member of the MTD Executive Board, and "WHEREAS, Leonard J. McLaugh­ lin has earned the respect, regard and friendship of the affiliates and Executive Board members of the MTD, now "THEREFORE, BE IT RE­ SOLVED, that the Executive Board of the Maritime Trades Department ac­ cepts the resignation of Leonard J. McLaughlin with regret and sincere ap­ preciation for his efforts and service, and with our warmest expression of regards.". The crew aboard the National Defender (Vantage Shipping) had a "swim­ ming" good time while the ship was in the Mediterranean enroute from Russia to Libya, thanks to their pool atop the afterhouse. The weather was great for swimming or just laying in the sun, and when the ship was rolling, a couple of the crew who are ardent surfers got some added action as the water in pool sloshed about. • » • Seafarer Edward Craig, making his first trip as wiper since his graduation from the Lundeberg School in July, received the unanimous praise of the crew of the National Defender at a shipboard meeting held during the payoff. Chief Pumpman Haywood Green expressed the sentiments of the crew when he said: "This young man is a credit to the school. He is a willing worker and also shows an interest to learn He is a good shipmate and is going to make a good Seafarer and Union man." SS Transpanama C. J. Clark, bosun aboard the Transpanama (Hudson Waterways), went to sea with the SIU in 1946 after serving with the Navy during World War II. Seafarer Clark, who saw action with the amphibious forces in the beachhead landing in North Africa, Sicily and Normandy, was encouraged to make the sea his career by his father who was sailing as engineer until his death several years ago. Brother Clark, who makes his home with his wife Muriel in Balti­ more, had sailed with Bull Lines, Robin Lines and Calmar for many years. The Transpanama paid-off this month in Linden, N.J. after a three-month trip carrying grain from Houston to Russia and returning with benzene from Constanza, Roumania. SS Bradford Island The S.S. Bradford Island (Steuart Transportation) encountered heavy weather on her return run from Rotterdam before arriving at Port Reading, N.J. Woodrow Heslip, who was making his first trip since graduation from the SIU's Lundeberg School Oct. 5 said the captain told him it was the worst storm he had seen in 30 years. Two other HLS graduates were aboard. Carroll "Tiny" Boudreaux, who was among the first trainees to achieve a high school diploma at the school in 1971 and who got his OMED endorsements at the SIU Upgrading Center in October, is sailing as pumpman. Seafarer Byron Elliot, who graduated in August 1972, is sailing as wiper and plans to attend the Upgrading Center for his QMED rating after the next trip. The Bradford Island is scheduled to head for St. Croix when she leaves Port Reading. * * * Chief Steward Johnnie Hodges, who has been sailing with the SIU since he received an honorable discharge from the Army in 1946, said he would en­ courage young Seafarers to "seriously consider" the steward department as a career. "The opportunities for rapid advancement are better," he said, "and a young man who t^es an interest can move up the ladder in no time at all." Seafarer Hodges said that "most every SIU steward I've met has been willing to help any young man who shows an interest in learning more about shipboard cooking." SS Falcon Lady Bosun Edgar "Tiny" Anderson had to get off the Falcon Lady (Falcon Carriers) for a minor operation when the ship docked at Yokosuka, Japan, but the irrepressible "Tiny" was back in New York aboard his motor-home "Tiny's Snug Harbor" when the Falcon Lady arrived in Carteret, N.J. for pay­ off Oct. 30. The 37,400-ton tanker carried 37,000 barrels of JP-4 jet aircraft fuel from Bahrein and stopped at Port Everglades and Piney Point, Md. before arriving at Carteret. SECURITY IN UNITY Page 11 �4' Australia Is one of the maritime nations pictured in mu- 19th century ship's lantern ilium seum with photos of her ports, flag and money samples, majestically rolls with movement Citation awarded to the William Moultrie—one of many earned by SlU crews during World War II— is displayed along with ship's articles. SlU Lundeberg Museum Pre ri^he Maritime Museum of the SIlPs Harry J. Lundeberg School is a unique project which combines both historical artifacts of our nation's maritime heritage and a living museum of sl^s vrhich have been fully restored to their original condition. Displayed aboard the L^htship WAL-109 are a wide variety of ship models tracing the develop­ ment of shipbuilding and design from log canoes of the early 18th century to modem SL-7 supercontainerships, LASH-type vessels, supertankers and Great Lakes ore carriers. The lightship, itself, represents an important part of our maritime history. Built in 1905, she has stood on station as a relief ship along the East Coast at the entrance to New York harbor. The museum includes a number of ship models Seafarers served gallantly in World Wars I and II, suffering greater losses man for man than all of the other services. Citations for bravery are on display. donated by various SlU-contl panies, the U.S. Navy, the < Mariners Museum at Newpo models are some of the fami World War H, American-flaj our nation's great Atlantic | C-3's and T-2 tankers which j; of our maritime fleet. Among the ships of thi museum is the Presidential yi nedy—^the Manitou—fully re day on the waters of the Ch( is also the 135-foot Grand Bar Henry Dana and her sister sh, Cook. And then, there are tli the Chesapeake Bay—^the s Potomac River Dory and thej^ Paintings, ropework, scrim /" ^ The RichardHenry Dana was one of the last of the Grand Banks fishing schoon­ ers. Today she is one of many historic ships in the Lundeberg training fleet. Page 12 Nathaniel Bowditch's book on Several working cutaway models navigation is the "bible" for navi- of early engine room equipment gators throughout the world, are on display. Equipment represe., cutaway model once 19th century merche �SEAFARERS LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION* ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT •AFL-CIO St '' ' " ' " ' Appears on Page 1 ' P I • ^ ISIiPK . - ' ' innui ANNUAL REPORT For the fiscal year ended November 30,1972 SEAFARERS PENSION FUND (Name of Welfare Fund) 275 20th Street, Brooklyn, New York 11215 (Address of Fund) to the SUPERINTENDENT OF BANKS of the STATE OF NEW YORK NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of the U.S. Department of Labor Form D-2 is required to be filed in lieu of pages 7 to 14 of the New York Annual Statement, the State­ ment of Assets and Liabilities (Part IV, Section A) and the Statement of Receipts and Disbursements (Part IV. Section B) of Form D-2 may be sub­ stituted for Pages 2 and 3 herein. (2) The Annual Report is required to be filed, in duplicate, within five months after the close of the fiscal year used in maintaining the records of the fund. Address replies to New York State Banking Department, Employee Welfare Fund Division, 100 Church Street, New York, New York 10007. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment, refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Banking Department, Employee Welfare Fund Division, 100 Church Street, New York, New York 10007. Part IV data for trust or other separately maintained fund are to be completed for a plan itivolving a trust or other separately maintained fund. It also is to be com­ pleted for a plan which: (1) Has incurred expenses other than: (a) Payments for unfunded benefits or (b) Insurance or annuity premiums or subscription charges paid to an insurance carrier or service or other organization; or (2) Has assets other than: (a) Insurance or annuity contracts or (b) Contributions in the process of payment or collection. Part IV—Section A STATEMENT OF ASSETS AND LIABILITIES ASSETSi End of Prior Year Item 1. Cash 2. Receivables: (a) Contributions: (See Item 18) (1) Employer (2) Other (Specify) Allocated but un­ paid by other Funds (b) Dividends or experience rating refunds (c) Other (Specify) Due from other Funds 3. Investments: (Other than real estate) (a) Bank deposits at interest and deposits or shares in savings and loan associations (b) Stocks: , (1) Preferred (2) Common (c) Bonds and debentures: (1) Government obligations: (a) Federal (b) State and municipal (2) Foreign Government Obligations .. (3) Non-Government Obligations (d) Common Trusts: (1) (Identify) AFL-CIO Mortgage In­ vestment Fund (2) (Identify) (e) Subsidiary organizations (See Instruc­ tions) ( Identify and indicate percentage of ownership by this Plan in the subsid­ iary) (1) % (2) . % 4. Real estate loans and mortgages 5. Loans and Notes Receivable: (Other than real estate) (a) Secured (b) Unsecured ..; , 6. Real Estate: (a) Operated (b) Other real estate 7. Other Assets: (a) Accrued income (b) Prepaid expenses (c) Other (Specify) 8. Total Assets $ 491,700.18 3,102,696.78 -0- End of Reporting Year $ 755,397.76 4,557,647.34 23,587.56 3,071,667.59 20,369,603.40 2,672,064.60 23,755,485.68 120,372.00 120,372.00 39,519,919.41 46,991,502.52 999,732.43 999,732.43 208,397.93 194,736.16 150,000.00 , 769,018.92 952,132.71 > $68,653,108.64 $81,172,658.76 �9. 10. 11. 12. 13. 14. 15. LIABILITIES Insurance and annuity premiums payable ... Unpaid claims (Not covered by insurance).. Accounts payable ..., Accrued expenses $ 9,654.12 Other liabilities (Specify) See attachment ... 76,946.51 Reserve for future benefits 68,566.508.01 Total Liabilities and Reserves $68,653,108.64 ANNUAL REPORT OF THE SEAFARERS PENSION FUND STATE OF$ 19,436.58 7,692.79 81,145,529.39 $81,172,658.76 1 The assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued at their aggregate cost or present value, whichever is lower, if such a statement is not so required to be filed with the U.S. Treasury Department. ss. COUNTY OFand Trustees of the Fund and being duly sworn, each for himself deposes and says that this Annual Report is true to the best of his information, knowledge and belief. Employer trustee: / / Part IV—Section B Statement of Receipts and Disbursements Employee t: CASH RECEIPTS Item 1. Contributions: (Exclude amounts entered in Item 2) (a) Employer (Schedule 1) $13,255,000.00 (b) Employee (c) Other (Specify) (d) Total Contributions 2. Dividends and Experience Rating Refunds From Insurance Companies 3. Receipts From Investments: (a) Interest $ 2,879,204.01 (b) Dividends 864,343.49 (c) Rents (d) Other (Specify) (e) Total Receipts From Investments 4. Receipts From Sale of Assets: (a) Sales to parties-in-interest (b) Sales to others $14,992,172.55 (c) Total Receipts From Sale of Assets (Schedule 2) 5. Other Receipts: (a) Loans (Money borrowed) (b) Other (Specify) See attachment (c) Total Other Receipts 6. Total Receipts $ Others (Indicate titles): $13,255,000.00 Subscribed and sworn to before me this 22nd day of August, 1973. 3,743,547.50 14,992,172.55 SEAFARERS PENSION PLAN ATTACHMENT TO THE ANNUAL REPORT FORM D 2 YEAR ENDED NOVEMBER 30, 1972 Prior Year 591,209.20 591,209.20 $32,581,929.25 Part IV—Section A—^Item 13—Other Liabilities Unclaimed benefits Due to other Fund $ 1,862.00 75,084.51 $ 76,946.51 Current Year I $ -07,692.79 7,692.79 Part rv—Section B—^Item 5b 7. 8. 9. 10. 11. 12. 13. 14. 15. CASH DISBURSEMENTS Insurance and Annuity Premiums Paid to In­ surance Carriers and Payments to Service Organizations (Including Prepaid Medical Plans) Benefits Provided Directly by the Trust or Se­ parately Maintained Fund Payments to an Organization Maintained by the Plan for the Purpose of Providing Ben­ efits to Participants (Attach latest operating statement of the Organization showing de­ tail of administrative expenses, supplies, fees, etc.) Payments or Contract Fees Paid to Independ­ ent Organizations or Individuals Providing Plan Benefits (Clinics, Hospitals, Doctors, etc.) Administrative Expenses: (a) Salaries (Schedule 3) $ 172,686.67 (b) Allowances, expenses, etc. (Schedule 3) 14,151.50 (c) Taxes 11,411.70 (d) Fees and commissions (Schedule 4) ... 125,926.28 (e) Rent 30,669.26 (f) Insurance premiums 3,090.67 (g) Fidelity bond premiums -0(h) Other administrative expenses (Specify) See attachment 128,408.24 (i) Total Administrative Expenses Purchase of Assets: (a) Investments: (Other than real estate) . (1) Purchased from parties-in-interest.. (2) Purchased from others $25,448,195.87 (b) Real Estate: (1) Purchased from parties-in-interest.. (2) Purchased from others (c) Total Purchase of Assets Loans (Money loaned) Other Disbursements: (Specify) (a) See attachment $ 218,992.02 (b) (c) Total Other Disbursements Total Disbursements Page 2 $ 5,564,699.46 Other Receipts Repayment of Medicare benefits paid on behalf of Sea­ farers Welfare Plan Repayments of real estate mortgage—principal Receipt of accrued interest on bonds purchased Benefits refunded Taxes withheld from pensioners Recovery of salary paid for disability Repayment of loan ; Miscellaneous $ 82,994.60 13,661.77 39,240.64 3,790.54 540.00 975.00 450,000.00 6.65 $591,209.20 Part IV—Section B—Item 14a Other Disbursements Medicare benefits paid on behalf of Seafarers Welfare Plan Payables at December I, 1971 paid Accrued Interest paid on bonds purchased Payment of taxes withheld from pensioners Information booklets 486,344.32 25,448,195.87 600,000.00 218,992.02 $32,318,231.67 Part IV—Section B—Item lib Other Administrative Expenses Stationery and printing Postage Telephone and telegraph Tabulating service Microfilming Equipment rental Employee benefits Miscellaneous Miscellaneous Trustees meetings expense Repairs and maintenance Dues and subscriptions Outside office help Office improvements Personnel recruitment Filing fee—New York State Banking Dept. Educational conferences Miscellaneous travel Less Included in accouts payable ..., $ 91,426.10 16,196.16 42,836.57 540.00 67,993.19 $218,992.00 $ 16,284.70 3.072.05 3,836.78 21,468.43 410.06 9,697.97 55,902.84 1.685.06 16.85 1,358.85 823.45 660.61 10.95 2,912.95 125.00 16,725.37 176.53 135,168.45 6,760.21 $128,408.24 Special Supplement �RECONCILEMENT OF FUND BALANCE ANNUAL REPORT For the fiscal year ended September 30, 1972 HARRY LUNDEBERG SCHOOL OF SEAMANSHIP (Name of Welfare Fund) 275 20th Street, Brooklyn, New York 11215 (Address of Fund) 17. Fund Balance (Reserve for Future Benefits at Beginning of Year) 18. Total Additions During Year (Item 7) 19. Total Deductions During Year (Item 16) ... 20. Total Net Increase (Decrease) 21. Fund Balance (Reserve for Future Benefits) at end of Year (Item 14, Statement of As­ sets and Liabilities) to the End of Reportii^ Year STATE OF NEW YORK Item NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 has been filed in lieu of pages 7 to 14 of the New York Annual Statement, Part IV—Section A of Form D-2 may be substituted for page 3 herein. (2) The Annual Report is required to be filed, in duplicate, not later than five months after end of fiscal year. Address replies to New York State Insurance Department, 55 John Street, New York, New York 10038. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment, refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Insurance Department, 55 John Street, New York, New York 10038. STATEMENT OF CHANGES IN FUND BALANCE (RESERVE FOR FUTURE BENEFITS) ADDITIONS TO FUND BALANCE $5,426,757.66 $5,426,757.66 1. Cash $ 284,988.57 2. Receivables: (a) Contributions: (1) Employer 1,944,707.77 (2) Other (Specify) (b) Dividends or Experience Rating Refunds (c) Other (Specify) Miscellaneous 26,795.38 3. Investments (Other than Real Estate): (a) Bank Deposits At Interest and Deposits or Shares in Savings and Loan Associations (b) Stocks: (1) Preferred (2) Common (c) Bonds and Debentures: (1) Government Obligations , (a) Federal (b) State and Municipal (2) Foreign Government Obligations (3) Non-Government Obligations (d) Common Trusts: (1) (Identify) (2) (Identify) (e) Subsidiary Organizations (Identify and Indicate Percentage of Ownership by this plan in the subsidiary) (1) See schedule % 100 7,740,804.86 (2) % 4. Real Estate Loans and Mortgages 5. Loans and Notes Receivable: (Other than Real Estate) (a) Secured (b) Unsecured 337,282.91 6. Real Estate: (a) Operated (b) Other Real Estate 7. Other Assets: (a) Accrued Income (b) Prepaid Expenses • 10,438.37 (b) Other (Specify) See schedule 68,122.94 8. Total Assets $10,413,140.80 456,686.13 456,686.13 .$5,883,443.79 DEDUCTIONS FROM FUND BALANCE Special Supplement $7,114,502.93 ASSETSi of the 8. Insurance and Annuity Premiums to Insur­ ance Carriers and to Service Organizations (Including Prepaid Medical Plans) 9. Benefits Provided Directly by the Trust or Separately Maintained Fund 10. Payments to an Organization Maintained by the Plan for the Purpose of Providing Ben­ efits to Participants (Attach latest operating statement of the Organization showing de­ tail of administrative expenses, supplies, fees, etc.) 11. Payments or Contract Fees Paid to Independ­ ent Organizations or Individuals Providing Plan Benefits (Clinics, Hospitals, Doctors, etc.) 12. Administrative Expenses: (a) Salaries (Schedule 2) (b) Allowances, Expenses, etc. (Schedule 2) (c) Taxes (d) Fees and Commissions (Schedule 3) ... (e) Rent (f) Insurance Premiums (g) Fidelity Bond Premiums (h) Other Administrative Expenses (Specify) See attachment (i) Total Administrative Expenses 13. Loss on disposal of investments 14. Decrease by adjustment in asset values of in­ vestments 15. Other Deductions: (Itemize) (a) See attachment (b) (c) Total Other Deductions 16. Total Deductions 1,452,139.04 STATEMENT OF ASSETS AND LIABILITIES SUPERINTENDENT OF INSURANCE Item 1. Contributions: (Exclude amounts entered in Item 2) (a) Employer (Schedule 1) (b) Employee (c) Other (Specify) (d) Total Contributions 2. Dividends and Experience Rating Refunds from Insurance Companies 3. Investment Income: • (a) Interest (b) Dividends (c) Rents (d) Other (Specify) (e) Total Income from Investments 4. Profit on disposal of investments 5. Increase by adjustment in asset values of in­ vestments 6. Other Additions: (Itemize) (a) See attachment (b) (c) Total Other Additions 7. Total Additions $5,662,363.89 5,883,443.79 4,431,304.75 $ 614,606.00 9. 10. 11. 12. 13. 14. 15. LIABILITIES Insurance and Annuity Premiums Payable Unpaid Claims (Not Covered by Insurance) Accounts Payable Accrued Expenses Other Liabilities (Specify) See schedule Reserve for Future Benefits (Fund Balance) Total Liabilities and Reserves $ 1,849,989.72 1,448,648.15 7,114,502.93 $10,413,140.80 1 The assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued at their aggregate cost or present value, whichever is lower, if such a statement is not so required to be filed with the U.S. Treasury Department. 3,048,694.69 ANNUAL REPORT OF THE HARRY LUNDEBERG SCHOOL OF SEAMANSHIP 33,563.55 644.09 2,544.83 50,462.65 7,212.27 139.19 STATE OFSS. COUNTY OFand 89,131.95 183,698.53 Trustees of the Fund and .— —, — affirm, under the penalties of perjury that the contents qf this Annual Report are true and hereby subscribe thereto. 483.205.76 Employer 101,099.77 101.099.77 $4,431,304.75 Page 3 �ANNUAL REPORT For the fiscal year ended December 31, 1972 SEAFARERS VACATION FUND (Name of Welfare Fund) Others (Indicate titles): 275 20th Street, Brooklyn, New York 11215 (Address of Fund) -I'i i to the SUPERINTENDENT OF INSURANCE I I of the STATE OF NEW YORK HARRY LUNDEBERG SCHOOL OF SEAMANSHIP ATTACHMENT TO NEW YORK STATE INSURANCE DEPARTMENT ANNUAL STATEMENT YEAR ENDED SEPTEMBER 30, 1972 STATEMENT OF CHANGES IN FUND BALANCE (RESERVE FOR FUTURE BENEFITS) 1 : , 1 ADDITIONS TO FUND BAT ANCE Item 6(a) Other Additions Interest on delinquent accounts Miscellaneous income Reduction in provision for contributions deemed doubtful of collec­ tion Adjustment of prior years tabulating expense Abatement of 1968 and 1969 Personal Property taxes $ 5,413.99 1,306.19 225,242.54 97,654.53 127,068.88 ;ii456.686.13 DEDUCTIONS FROM FUND BALANCE Item 15(a) Other Deductions Interest on loans and mortgages Miscellaneous Trustee meetings expense Information, Education and Public Relations Collection expense $ 94,904.13 297.25 4,238.97 1,659.42 $101,099.77 Item 12(h) Other Administrative Expenses Temporary personnel Stationery and printing Postage, express and freight Telephone and telegraph Equipment rental Employee benefits Miscellaneous expense General supplies Cleaning and maintenance Tabulating expense Dues Depreciation on fixed assets Travel $ 124.43 4,792.39 756.99 4,921.26 2,127.52 47,080.82 668.90 350.40 192.60 24,350.83 153.17 2,846.68 765.96 $ 89,131.95 HARRY LUNDEBERG SCHOOL OF SEAMANSHIP ATTACHMENT TO NEW YORK STATE INSURANCE DEPARTMENT ANNUAL STATEMENT YEAR ENDED SEPTEMBER 30, 1972 STATEMENT OF ASSETS AND LIABrLITIES Item 2(a) (1) Receivables Contributions receivable Less reserve for contributions deemed doubtful of collection $2,115,491.49 170,783.82 $1,944,707.67 Item 7(c) Odier Assets Fixed Assets Furniture and equipment Lodging and training facilities Vehicles $ 200,933.70 76,912.82 17,915.0p 295^1.52 231,843.58 Less accumulated depreciation 63,917.94 4,205.00 Security deposits $ Item 13 Other Liabilities Notes payable Mortgages payable 68,122.94 $1,100,000.00 348,648.15 $1,448,648.15 Page 4 & NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 has been filed in lieu of pages 7 to 14 of the New York Annual Statement, Part IV—Section A of Form D-2 may be substituted for page 3 herein. (2) The Annual Report is required to be filed, in duplicate, not later than five months after end of fiscal year. Address replies to New York State Insurance Department, 55 John Street, New York, New York 10038. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment, refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Insurance Department, 55 John Street, New York, New York 10038. STATEMENT OF CHANGES IN FUND BALANCE (RESERVE FOR FUTURE BENEFITS) ADDITIONS TO FUND BALANCE Item 1. Contributions: (Exclude amounts entered in Item 2) (a) Employer (Schedule 1) (b) Employee (c) Other (Specify) (d) Total Contributions 2. Dividends and Experience Rating Refunds froth Insurance Companies 3. Investment Income: (a) Interest (b) Dividends (c) Rents (d) Other (Specify) (e) Total Income from Investments 4. Profit on disposal of investments 5. Increase by adjustment in asset values of in­ vestments 6. Other Additions: (Itemize) (a) See attachment (b) (c) Total Other Additions 7. Total Additions $8,235,643.83 $8,235,643.83 20,789.99 20,789.99 83,117.94 83,117.94 $8,339,551.76 DEDUCTIONS FROM FUND BALANCE 8. Insurance and Annuity Premiums to Insur­ ance Carriers and to Service Organizations (Including Prepaid Medical Plans) 9. Benefits Provided Directly by the Trust or Separately Maintained Fund 10. Payment^ to an Organization Maintained by the Plan for the Purpose of Providing Ben­ efits to Participants (Attach latest operating statement of the Organization showing de­ tail of administrative expenses, supplies, fees, etc.) 11. Payments or Contract Fees Paid to Indepen­ dent Organizations or Individuals Providing Plan Benefits (Clinics, Hospitals, Doctors, etc.) 12. Administrative Expenses: (a) Salaries (Schedule 2) (b) Allowances, Expenses, etc. (Schedule 2) (c) Taxes (d) Fees and Commissions (Schedule 3) .. , (e) Rent (f) Insurance Premiums (g) Fidelity Bond Premiums (h) Other Administrative Expenses (Specify) See attachment (i) Total Administrative Expenses 13. Loss on disposal of investments 14. Decrease by adjustment in asset values of in­ vestments 15. Other Deductions: (Itemize) (a) See attachment (b) (c) Total Other Deductions 16. Total Deductions $7,348,547.14 136,849.36 6,329.27 8,418.42 62,539.89 34,676.09 (2,090.12) 582,331.78 829,054.69 629,480.75 629,480.75 $8,807,082.58 Special Supplement // �RECONCILEMENT OF FUND BALANCE 17. Fund Balance (Reserve for Future Benefits at Beginning of Year) 18. Total Additions During Year (Item 7) 8,339,551.76 19. Total Deductions During Year (Item 16) ... - 8,807,082.58 20. Total Net Increase (Decrease) affirm, under the penalties of perjury that the contents of this Annual Report are true and hereby subscribe thereto. $1,434,839.32 Employer trustee: (467,530.82) 21. Fund Balance (Reserve for Future Benefits) at end of Year (Item 14, Statement of As­ sets and Liabilities) STATEMENT OF ASSETS AND LIABILITIES j ASSETSi End of Reporting Year yX /Item t 1. Cash $ 784,431.17 2. Receivables: (a) Contributions: (1) Employer See attachment 2,651,729.35 (2) Other (Specify) (b) Dividends or Experience Rating Refunds (c) Other (Specify) See attachment 558,610.39 3. Investments (Other than Real Estate): (a) Bank Deposits At Interest and Deposits or Shares in Sav­ ings and Loan Associations « 699,172.28 (b) Stocks: (1) Preferred (2) Common (c) Bonds and Debentures: (1) Government Obligations (a) Federal (b) State and Municipal (2) Foreign Government Obligations 30,000.00 (3) Non-Government Obligations , (d) Common Trusts: (1) (Identify) (2) (Identify) (e) Subsidiary Organizations (Identify and Indicate Percentage of Ownership by this plan in the subsidiary) (1) % (2) % 4. Real Estate Loans and Mortgages 240,697.00 5. Loans and Notes Receivable: (Other than Real Estate) (a) Secured (b) Unsecured 6. Real Estate: (a) Operated (b) Other Real Estate 7. Other Assets: (a) Accrued Income 2,053.12 (b) Prepaid Expenses 4,512.94 (c) Other (Specify) 28,456.52 8. Total Assets $4,999,662.77 9. 10. 11. 12. 13. 14. 15. LIABILITIES Insurance and Annuity Premiums Payable Unpaid Claims (Not Covered by Insurance) Accounts Payable Accrued Expenses Other Liabilities (Specify) See attachment Reserve for Future Benefits (Fund Balance) Total Liabilities and Reserves $2,811,641.01 1,123,957.61 96,755.65 967,308.50 $4,999,662.77 1 The assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued at their aggregate cost or present value, whichever is lower, if such a statement is not so required to be filed with the U.S. Treasury Department. Other (Indicate titles); SEAFARERS VACATION FUND ATTACHMENT TO 1972 NEW YORK STATE INSURANCE DEPARTMENT ANNUAL STATEMENT YEAR ENDED DECEMBER 31, 1972 Other Additions Page 6—^Item 6 Interest on delinquent contributions receivable $ Educational conference Reduction in provision for reserve for contributions doubtful of col­ lection Increase in uncollected contributions applicable to field administra­ tion Adjustment to prior years reserve for payroll taxes payable on vaca­ tion benefits paid Unclaimed vacation checks Adjustment of prior years reserve for furniture, fixtures and equip­ ment $ Other Deductions Page 6—^Item 15 Payroll taxes on vacation benefits Interest / Contribution to pension plan for prior years Collection expense ; Other Administrative Expenses Page 6—Item 12h Detroit office expense Stationery, supplies and printing Postage, express and freight Telephone and telegraph Tabulating services Equipment rental Employee benefits Contribution to pension plan Port activity reports Repairs and maintenance Dues and subscriptions Miscellaneous Microfilming Temporary office help Personnel recruiting (c) Other Receivables Due from other plans Miscellaneous 8,719.61 15,098.04 8,320.00 2,286.27 34,140.48 83,117.94 $ 552,444.53 21,480.82 52,720.20 2,835.20 $ 629,480.75 $ *. Statement of Assets and Liabilities Item 2—^Receivables (a) (1) Employer contributions Less reserve for contributions doubtful of collection ANNUAL REPORT OF THE SEAFARERS VACATION FUND 13,600.63 952.91 12,100.58 20,554.20 2,755.44 3,582.12 474,617.97 8,448.65 10,654.99 29,160.61 18,200.00 461.59 460.03 102.16 200.66 334.51 698.27 $ 582,331.78 $2,732,729.35 81,000.00 $2,651,729.35 $ 556,608.77 2,001.62 $ 558,610.39 STATE OFSS. Item 7 (c) Other Assets Furniture, fixtures and equipment Less accumulated depreciation COUNTY OFand Trustees of the Fund and Special Supplement Item 13—Other Liabilities Contributions receivable—credit balances $ $ 65,377.92 36,921.40 28,456.52 $ 96,755.65 Pages �ANNUAL REPORT RECONCILEMENT OF FUND BALANCE For the fiscal year ended November 30,1972 17. Fund Balance (Reserve for Future Benefits at Beginning of Year) $9,678,545.05 18. Total Additions During Year (Item 7) 9,469,943.71 19. Total Deductions During Year (Item 16) .. 20. Total Net Increase (Decrease) 21. Fund Balance (Reserve for Future Benefits) at end of Year (Item 14, Statement of Assets and Liabilities) SEAFARERS WELFARE FUND (Name of Welfare Fund) -s 275 20th Street, Brooklyn, New York 11215 (Address of Fund) $ 453,231.64 208,601.34 $ 661,832.98 to the SUPERINTENDENT OF INSURANCE STATEMENT OF ASSETS AND LIABILITIES of the ASSETSi STATE OF NEW YORK NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 has been filed in lieu of pages 7 to 14 of the New York Annual Statement, Part IV—Section A of Form D-2 may be substituted for page 3 herein. (2) The Annual Report is required to be filed, in duplicate, not later than five months after end of fiscal year. Address replies to New York State Insurance Department, 55 John Street, New York, New York 10038. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. If you are interested in a more comprehensive treatment refer to Page 4 under the heading, "Additional Information is Available". STATEMENT OF CHANGES IN FUND BALANCE (RESERVE FOR FUTLTRE BENEFITS) ADDITIONS TO FUND BALANCE Item 1. Contributions: (Exclude amounts entered in Item 2) (a) Employer (Schedule 1) (b) Employee (c) Other (Specify) (d) Total Contributions 2. Dividends and Experience Rating Refunds from Insurance Companies 3. Investment Income: (a) Interest (b) Dividends (c) Rents (d) Other (Specify) (e) Total Income from Investments 4. Profit on disposal of investments 5. Increase by adjustment in asset values of in­ vestments—See attachment 6. Other Additions: (Itemize) (a) Increases in Fund balance 12/1/71—See attachment (b) Other income—See attachment (c) Total Other Additions 7. Total Additions $5,061,432.45 $5,061,432.45 107,789.72 1,871.04 ~ 109,660.76 2,204,043.08 1,954,256.37 349,152.39 2,303,408.76 $9,678,545.05 End of Reporting Year Item ITcash $ 417,214.31 2. Receivables: (a) Contributions: (1) Employer 1,440,803.25 (2) Other (Specify) (b) Dividends or Experience Rating Refunds (c) Other (Specify) See attachment 44,993.58 3. Investments (Other than Real Estate): (a) Bank Deposits At Interest and Deposits or Shares in Savings . and Loan Associations 38,278.38 (b) Stocks: (1) Preferred (2) Common (c) Bonds and Debentures: (1) Government Obligations (a) Federal (b) State and Municipal (2) Foreign Government Obligations (3) Non-Government Obligations (d) Common Trusts: (1) (Identify) (2) (Identify) (e) Subsidiary Organizations (Identify and Indicate Percentage of Ownership by this plan in the subsidiary) (1) ,% (2) See attachment % 2,243,736.61 4. Real Estate Loans and Mortgages ' 5. Loans and Notes Receivable: (Other than Real Estate) (a) Secured U63,389.56 (b) Unsecured 6. Real Estate: (a) Operated (b) Other Real Estate 7. Other Assets: (a) Accrued Income (b) Prepaid Expenses 11,198.30 (c) Other (Specify) See attachment 718,579.05 8. Total Assets $6,178,193.04 DEDUCTIONS FROM FUND BALANCE 8. Insurance and Annuity Premiums to Insur- . ance Carriers and to service Organizations (Including Prepaid Medical Plans) 9. Benefits Provided Directly by the Trust or Separately Maintained Fund 10. Payments to an Organization Maintained by the Plan for the Purpose of Providing Ben­ efits to Participants (Attach latest operating statement of the Organization showing de­ tail of administrative expenses, supplies, fees, etc.) 11. Payments or Contract Fees Pdid to Indepen­ dent Organizations or Individuals Provid­ ing Plan Benefits (Clinics, Hospitals, Doctors, etc.) 12. Administrative Expenses: (a) Salaries (Schedule 2) $ 558,455.67 (b) Allowances, Expenses, etc. (Schedule 2) 13,386.25 (c) Taxes 37,865.88 (d) Fees and Commissions (Schedule 3) ... 78,971.67 (e) Rent 119,624.87 (f) Insurance Premiums 591.38 (g) Fidelity Bond Premiums 575.04 (h) Other Administrative Expenses (Spec­ ify) See attachment 998,545.71 (i) Total Administrative Expenses 13. Loss on disposal of investments 14. Decrease by adjustment in asset values of in­ vestments 15. Other Deductions: (Itemize) (a) Decreases in Fund Balance 12/1/71— See attachment 1,557,499.45 (b) Other Deductions—See attachment ..., 74,716.23 (c) Total Other Deductions 16. Total Deductions Page 6 $3,607,173.09 1,777,578.70 513,634.57 9. 10. 11. 12. 13. 14. 15. LIABILITIES Insurance and Annuity Premiums Payable Unpaid Claims (Not Covered by Insurance) Accounts Payable $4,437,975.65 Accrued Expenses 144,215.11 Other Liabilities (Specify) See attachment 934,169.30 Reserve for Future Benefits (Fund Balance) See attachment ... 661,832.98 Total Liabilities and Reserves $6,178,193.04 1 The assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued at their aggregate cost or present value, whichever is lower, if such a statement is not so required to be filed with the U.S. Treasury Department. ANNUAL REPORT OF THE SEAFARERS WELFARE FUND 1,808,016.47 131,325.20 STATE OFSS. COUNTY OF- ' 1,632,215.68 $9,469,943.71 and Trustees of the Fund and Special Supplement •L' �affirm, under the penalties of perjury that the contents of this Annual Report are fnie and hereby subscribe thereto. Page 6—Item 6b—Other Additions Other Income Restaurant sales Recovery of salary paid for disability Equipment rentals Miscellaneous income Clinic services rendered to participating groups $ 62,054.67 975.00 33,959.19 745.80 251,417.73 $ 349,152.39 Employ^€'^stee: ( SEAFARERS WELFARE PLAN ATTACHMENT TO NEW YORK STATE INSURANCE DEPARTMENT ANNUAL STATEMENT YEAR ENDED NOVEMBER 30, 1972 SEAFARERS WELFARE FUND [ATTACHMENT TO NEW YORK STATE INSURANCE jPEFARTMENT ANNUAL STATEMENT JYEAR ENDED NOVEMBER 30, 1972 Page 7—^Item 3e—Subsidiary Organizations Name Welfare Welfare Welfare Welfare Welfare Welfare Welfare I Page 6—Item 5—Increase by Adjustment in Asset Values of Investments $2,204,043.08—Adjustment for the cumulative effect on prior years of applying retro­ actively the-change in method of valuing investments in wholly-owned corporations from, a zero basis to an equity basis. I Page 6—^Item 6a and 15a—Increases or (Decreases) in Fund Balances Adjustments for the cumulative effect on prior years of applying retroactively the ! change in reporting from the cash basis to the accrual basis of accounting: Increases in Fund Balance Contributions Receivable at December 1, 1971 $1,343,554.87 Wage Insurance Receivable at December 1, 1971 ... 114,266.54 Due from Other Funds at December 1, 1971 69,686.11 Interest Receivable at December 1, 1971 2,886.41 Prepaid Expenses at December 1, 1971 13,844.07 Adjustment for the cumulative effect on prior years of applying retroactively the change in accounting for fixed assets from a zero basis to a depreciated basis 410,018.37 ) Indicates negative figure Percentage of Amount of Ownership Investment 100% $ 85,914.77 100% 149,407.20 100% 596,165.15 100% 450,090.97 100% 49,699.12 28,115.23 100% 100% 884,344.17 $2,243,736.61 Mobile Building Corp Philadelphia Building Corp New Orleans Building Corp Baltimore Building Corp New York Restaurant Corp Baltimore Restaurant Corp New York Building Corp SEAFARERS WELFARE FUND ATTACHMENT TO 1972 NEW YORK STATE INSURANCE DEPARTMENT ANNUAL STATEMENT YEAR ENDED NOVEMBER 30. 1972 - . Reportii^ Year $1,954,256.37 (Decreases) in Fund Balance Accounts Payable at December 1, 1971 Reserve for Seamen's Loans Deemed Doubtful of Collection at December 1, 1971 Estimated liability for unpaid claims and claims in­ curred but not reported and for future payment of benefits based on participants' accumulated eligi­ bility at December 1, 1971 Page 7—Item 20—Other Receivables MAP Norfolk Building Corp Great Lakes Seamen's Appeals Board Great Lakes Tug & Dredge Region Appeals Board Seafarers Puerto Rico Division Welfare Fund United Industrial Workers of North America Welfare Fund $ 487,094.01 197,548.44 872,857.00 $1,557,499.45 1 Page 7—^Ifem 14—^Fund Balance Reserve for welfare benefits for pensioners and their dependents Fund balance (deficit) Page 6—Item 15b—Other Deductions Provision for contributions receivable deemed doubt­ ful of collection Special Supplement $ 500,761.25 45,586.45 11,607.69 46,478.06 678.44 246.16 382.32 19,228.84 6,065.91 2,196.00 1,881.51 64,517.46 18,340.00 957.45 25.55 8.31 3,187.28 25,670.25 217,315.19 25,084.99 15.69 4,783.00 440.00 52.44 1,359.20 1,676.27 $ 998,545.71 $6,523,600.00 (5,861,767.02) $ 661,832.98 $ 74,716.23 419.48 2,004.21 1,002.12 31,949.36 9,618.41 $ 44,993.58 Page 7—Item 13—Other Liabilities Union Dues Withheld $ 22.91 Unapplied contributions 98,933.48 Payroll Deductions Withheld 6,816.40 Mobile Sales Tax Payable 63.87 New Orleans Sales Tax Payable 121.64 Estimated liability for Unpaid Claims and Claims Incurred but not Reported 736,989.00 Estimated liability for Future Payment of Benefits Based on Partici­ pants' Accumulated eligibility 91,222.00 $ 934.169.30 SEAFARERS WELFARE FUND ATTACHMENT TO NEW YORK STATE INSURANCE DEPARTMENT ANNUAL STATEMENT YEAR ENDED NOVEMBER 30, 1972 Page 6—Item 12h—Other Administrative Expenses Tabulating Service Stationery Postage Equipment rental Electricity Linen service ; I Miscellaneous Telephone and telegraph Repairs and maintenance Cleaning Dues and subscriptions Employees benefits .' Port shipping activity report service 3 Microfilming Licenses and permits Trustees' meetings expense—miscellaneous Maintenance of real estate—Brooklyn, N.Y Depreciation of fixed assets Contribution to Pension Plan Information booklets Collection expense—miscellaneous Personnel recruitment Protection Maintenance of real estate—Bayou Le Batre, Alabama Educational conference—Piney Point. Md Temporary Office help $ Page 7—Item 7c—Other Assets Advances to Corporations Welfare Mobile Building Corp Welfare New Orleans Building Corp Welfare New York Building Corp Welfare New York Restaurant Corp Advance to Seafarers Welfare Plan Clinic, Chicago, 111 Insurance claims receivable Security deposits Fixed Assets Furniture and fixtures—Plan office Furniture and fixtures-Detroit office Training facilities—Bayou Le Batre, Ala Medical and Safety Program facilitiesBrooklyn, N.Y Chicago, Illinois New Orleans, Louisiana Baltimore, Maryland Furniture and fixtures—Blood Bank Program Equipment—Outports Cemetery Plots Restaurant facilitiesNew Orleans Philadelphia Mobile Recreational facilitiesNew Orleans Houston Puerto Rico Loans receivable—Seamen's Loan Program —Seniority Upgrading Program Food inventories Miscellaneous ( $ 9,979.68 27,748.35 59,337.32 115,504.57 100,500.00 272.00 50.00 324,127.80 10,921.23 31,185.47 : Less Accumulated Depreciation on fixed assets Less Reserve for loans receivable doubtful of collection Total other assets ) Indicates negative figure 114,774.40 325,823.06 47,545.04 49,438.92 1,251.02 12,264.85 2,465.21 102,842.82 22,976.38 20,016.17 462.00 21,963.53 612.80 117,409.77 162,663.09 2,968.91 652.23 1,685,756.62 (769,629.13) 0 97,548.44) $ 718,579.05 Page 7 �ANNUAL REPORT STATEMENT OF ASSETS AND LIABILITIES " End of Reporting Year For the fiscal year ended December 31, 1972 SEAFARERS HIRING HALL TRUST FUND (Name of Welfare Fund) 275 2()th Street, Rrooklyn, New York 11215 (Address of Fund) to the i- SUPERINTENDENT OF INSURANCE of the STATE OF NEW YORK NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 has been filed in lieu of pages 7 to 14 of the New York Annual Statement, Part IV—Section A of Form D-2 may be substituted for Page 3 herein. (2) The Annual Report is required to be filed, in duplicate, not later than five months after end of fiscal year. Address replies to New York State Insurance Department, 55 John Street, New York, New York 10038. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily ab­ breviated. For a more comprehensive treatment, refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Insurance Department, 55 John Street, New York, New York 10038. CHANGES IN FUND BALANCE (RESERVE FOR FUTURE BENEFITS) ADDITIONS TO FUND BALANCE Item 1. Contributions: (a) Employer $ 947,912.14 (b) Employee (c) Other (Specify) Interest on delinquent contributions 131.77 (d) Total Contributions 2. Dividends and Experience Rating Refunds from Insurance Companies 3. Investment Income: (a) Interest 25,102.75 (b) Dividends (c) Rents (d) Other (Specify) (e) Total Income from Investments 4. Profit on disposal of investments 5. Increase by adjustment in asset values of in­ vestments 6. Other Additions: (Itemize) (a) (b) (c) Total Other Additions 7. Total Additions $ 948,043.91 25,102.75 ASSETS Item 1. Cash $ 199,384.62 2. Receivables: (a) Contributions: (1) Employer (2) Other (.Specify) (b) Dividends or Experience Rating Refunds (c) Other (Specify) Due from other Funds 85,953.07 3. Investments: (Other than Real Estate) (a) Bank Deposits At Interest and Deposits or Shares in Savings and Loan Associations (b) Stocks: (1) Preferred (2) Common (c) Bonds and Debentures: (1) Government Obligations (a) Federal (b) State and Municipal (2) Foreign Government Obligations (3) Non-Government Obligations (d) Common Trusts: (1) (Identify) (2) (Identify) (e) Subsidiary Organizations (Identify and Indicate Percentage of Ownership by this plan in the subsidiary) (1) % (2) % 4. Real Estate Loans and Mortgages 5. Loans and Notes Receivable: (Other than Real Estate) (a) Secured (b) Unsecured 6. Real Estate: (a) Operated (b) Other Real Estate 7. Other Assets: (a) Accrued Income (b) Prepaid Expenses (c) Other (Specify) Advances 3,476.88 8. Total Assets $ 288,814.57 9. 10. 11. 12. 13. 14. 15. LIABILITIES Insurance and Annuity Premiums Payable Unpaid Claims (Not Covered by Insurance) Accounts Payable Accrued Expenses Other Liabilities (Specify) Unapplied contributions Reserve for Future Benefits (Fund Balance) Total Liabilities and Reserves $ 973,146.66~ 8. Insurance and Annuity Premiums to Insur­ ance Carriers and to Service Organizations (Including Prepaid Medical Plans) 9. Benefits Provided Directly by the Trust or Separately Maintained Fund 10. Payments to an Organization Maintained by the Plan for the Purpose of Providing Ben­ efits to Participants 11. Payments or Contract Fees Paid to Independent Organizations or Individuals Providing Plan Benefits (Clinics, Hospitals, Doctors, etc.) 12. Administrative Expenses: (a) Salaries (b) Allowances, Expenses, etc (c) Taxes (d) Fees and Commissions (e) Rent (f) Insurance Premiums . (g) Fidelity Bond Premiums (h) Other Administrative Expenses (Specify) See attachment (i) Total Administrative Expenses 13. Loss on disposal of investments 14. Decrease by adjustment in asset values of in­ vestments 15. Other Deductions: (Itemize) (a) (b) (c) Total Other Deductions SS. COUNTY OF/ and $1,127,225.69 * Trustees of the Fund and affirm, under the penalties of perjury that the contents of this Annual Report are true and hereby subscribe thereto. Emplqyen 639.28 17,651.70 8,877.99 27,168.97 $1,154,394.66 RECONCILEMENT OF FUND BALANCE 21. Fqnd.JBalance, (Reserve for Future Benefits) at end of Year (Item 14, Statement of Assets and Liabilities) 773.40 288,041.17 $ 288,814.57 STATE OF- 16. Total Deductions 17. Fund Balance (Reserve for Future Benefits) at Beginning of Year 18. Total Additions During Year (Item 7) 19. Total Deductions During Year (Item 16) ... 20. Total Net Increase (Decrease) $ ANNUAL REPORT OF THE SEAFARERS HIRING HALL TRUST FUND DEDUCTIONS FROM FUND BALANCE .5 ;. $ 469,289.17 973,146.66 1,154,394.66 (181,248.00) " ^ .i J ) -" ' $ 288,041.17 OthirMlndicate titles): SEAFARERS HIRING HALL TRUST. FUND ATTACHMENT TO NEW YORK STATE INSURANCE DEPARTMENT REPORT AND STATEMENT YEAR ENDED DECEMBER 31, 1972 Page 2 and Page 6—Item I2h Other Administrative Expense Stationery and printing ... Miscellaneous Administrative Miscellaneous meeting Field audit travej expense Collection ^.... $1,555.53 166.30 5,500.00 2.56 324.78 1,328.82 $8,877.99 I �Maritime Heritage acted shipping comO^t Guard and the i News. Among the iQS Victoiy Ships of ; passenger ships of ervice era, and the. jvere the workhorses "school's maritime >dit of John F. Kentpred and sailing tosipeake Bay. There IflB schooner Richard the Captain James litional boats of [»jack, log canoe, igeye. ^ and figureheads are mother part of the Lundeberg School's ex­ panding maritime museum and are on display throughout the school area. The school's museum also includes an inyaluahle collection of material in its lihraiy which serves as a rich source of research for maritime Imtorians. Among the many collections in the library are the original hand-written minutes of Andrew Fumseth, the founder of the seamen's labor movement, a complete set of the West Coast Seamen's Journal dating back to the 1880's, and a fully-documented history of some the SltPs most bitter and famous beefs. The Hany Lundeberg School Museum helougs to the Seafarer. It is a living memorial to his struggles aud growth throughout the years, and it is a testimonial to his determination to better him­ self and his brother Seaforers. X " - h/K T -''V ^ Dressed in typical 19th century seaman's outfit, "Seafarer Sam" proudly takes the wheel aboard Lundeberg Museum ship. : ' it ' ^ -v \ r/%\y •,~ This floating former lightship houses the Harry Lundeberg Maritime Museum at PIney Point, Md. Built In 1905, she was last stationed off New York Harbor. v' ^ .i., ^/fed States Victory was launched In 1944. She was one of 1,000 Victory ships. \ * • -' ^ ^ w by this Intricate celestial navigation Engine telegraph and wheeling towered a p'°'f o' "oat- are from a World War II heavy Once world's largest and fastest passenger ship, model of the t/n/ted Sfafes fhan. mg Lundeberg Museum. cruiser, . shows how she looked when she was''Qaeen''of the Atlantic sewice Page 13 �•Ti* 't I The Importance of SPAD November is the month in which Americans most directly participate in the democratic political processes of our government—^by exercising their right to vote for the candidates of their choice on Election Day. This annual ballot-casting is the only form of political activity for many Amer­ icans. Seafarers, however, realized long ago that politics is not just a once-a-year ac­ tivity; it is an ongoing process which affects our livelihood and our industry every day of the year. For Seafarers, politics is pork chops. The days of hitting the bricks for sea­ men's rights seem to be largely behind us now. Our major struggles today center around the legislative front. The major issues facing Seafarers today—the transAlaska pipeline, the status of the USPHS hospitals, the cargo preference bills, and the construction of deepwater superports —are all being fought for in the halls of Congress. These vital issues mean greater job security and better social and eco­ nomic welfare for all of our membership. The voluntary contributions of our members to SPAD—the Seafarers Politi­ cal Activities Donation—is our most meaningful means of participation in the campaigns of legislators who favor our position on these issues vital to us. The success of SPAD is a matter of record. The Merchant Marine Act of 1970, the good possibility of victory in the USPHS battle, and many other legis­ lative accomplishments vital to the SIU could not have been achieved without SPAD donations. On the back page of this issue of the LOG, we pay tribute to SIU members who have donated $100 or more to SPAD. As Seafarers, as Union members, and as citizens of the United States, we should all take an active role in the political processes of our government. We can do this at the ballot box, but we should also be involved financially—by contributing as much as we can afford to SPAD. Every dollar contributed by Seafarers to SPAD strengthens every Seafarer's job security and insures that the collective voice of all Seafarers will be heard in the legislative arena when issues of impor­ tance to our welfare are being considered by legislators. /a^vearlycheckup,- • ^ >> Overseas Juneau (: i-; The christening of the 120,000 dead­ weight ton tanker Overseas Juneau Nov. 1, gives us the opportunity to proudly welcome not only another modern, high capacity ship, but also to welcome all the other sleek, up-to-date vessels that are joining the growing SlU-contracted fleet. (See story on p. 5). This 883-foot long tanker—American built and American manned—is among a number of new vessels that have come off, the ways in the last few years "to sail under the U.S. flag. A large percentage of these ships have the added advantage of being manned by the competent and welltrained members of our Union. One of the largest vessels ever built in • Page 14 this country, Overseas Juneau is owned by Overseas Shipholding Group. All these ships not only mean more jobs for American seamen, but they also indicate that a turn for the better has begun for U.S. shipping. More Ameri­ can-flag ships being launched means that investors have new confidence in U.S. vessels—ships that are manned by knowl­ edgeable SIU crews; ve.ssels that can de­ liver their cargoes economically and safely. That is why we are both proud and happy to welcome the Overseas Juneau —she is a fitting example of the revival in American-flag shipping. We wish her smooth sailing ahead! < ^ ' iBiRl®: liiiii fillIIIIj|iIV " OWcjfif .fu(>«c0tio« of the Seafarers fntemaHottstt Ufttott of 'ce-Prnsmm DfOofato. Seamacy-ttudioy ' Frank'Otoitsk, Vice-Pfd'iidiiirt _ ' ' Paul Droiak, Vica-Jfy&smnt' Pgblished monthly by Seafarers international Union, Atlantic, Gulf, Lakes and Inland Waters District. AFL CIO 6/S Pourtb Avnuc. Brooklyn, N.Y, U231;, Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. ; ' 'Seafarers'Log �ciiI Class's 'be fourth class of SIU bosuns has completed die 60-day suns Recertihcation Program at the Harry Lundeberg School in Piney Point and at Union headquarters m iNew York, ant, held at the General Membership Meet ing Nov. 5. The success of the program, based on evaluations from w^r bosuns themselves and from reports coming from the ships, has t prompted the SIU to step-up this important program. , : nwintht»n«tine noiu/ <n i-lacc t J*".®"®" participating hi die class In- I1 Nearlv all of die 10 recerdiied bosuns are novr at sea. manv of Elbert Hogge 1 Seafarer Elbert Hogge joined the SIU in 1938 and began his sailing career as an ordinary seaman aboard the Frances (Bull Lines) in the port of New York. "I have been in the Union for 35 years and for the first two or three years it seemed like I spent more time on the picket lines than I did at sea. But, after learning what I have through the Bosuns Recertification Program, and seeing for myself how much progress we have made, I know what 1 did to help was well worth it. "The training programs at Piney Point make me proud to be a member of the SIU. We are not only preparing yoimg men to go to sea but we are also preparing Seafarers for the new ships that are the future of our Union. These training programs mean that SIU crews will be manning these new ships and that means job security for all of us." the UJ.-^g uterd^^ It hi also proving to them with knowledge a positive factor in enabling the bosun Richard A. Christenberry Wmiam Kleimola Seafarer William Kleimola, who joined the SIU in 1951, first sailed aboard the Chiliore (Ore Steamship Co.), running out of Baltimore. He is now sailing as bosun aboard the Van­ tage Defender (Vantage Shipping). "Going through the Bosuns Recerti­ fication Program has been a great expe­ rience because it gave me a fuller understanding of our Union and all of the many functions needed to keep up with our changing industry. "In Piney Point I participated in the quartermaster course, and I saw the high school program and all of the up­ grading programs going on. I saw the efforts made to train the new men and as bosun I have seen improvement in the quality of these young men. "For our older members, there are upgrading programs in all departments, including the operation of the new types of ships—and I would encourage every member to take advantage of these good programs. "During my stay at our headquarters in New York I learned about the many complicated things that have to be done to keep our Union strong and our jobs secure. The program will help all of us to better help our members aboard ship to properly respond to beefs and to properly apply for all benefits they are entitled to." November 1973 Bosun Richard "Chris" Christen­ berry has been going to sea for 34 years and sails out of the port of San Fran­ cisco. He took part in the SIU's Cities Service organizing campaign and joined the SIU in 1948. "After my stay at Piney Point and at our headquarters in New York, I am a believer in this program. It will make me a more effective SIU member, both at sea and ashore. "While we were in New York, we were given every opportunity to work with our various officieils, to ask ques­ tions—and to get answers! We had the opportunity to visit every single depart­ ment that makes up our Union head­ quarters operation, and we had the chance to talk with and ask questions of the employees who actually do the work. In every single instance, I found these people to be sincere and helpful. "I learned that more than ever be­ fore the Seafarer has the opportunity as well as the facilities to better his* life. Whatever your choice may be, profes­ sional advancement, educational ad­ vancement, whatever, Piney Point offers you the oppc^rtunity for a better way of life. "Our Union has put together the finest informational program it has ever been my pleasure to attend, and I am proud to have been a part of it. I feel I will be a better and more effective member because now I know what our Union and our officials are doing for the membership." David Atkinson At 36, David Atkinson is one of the SIU's younger bosuns and is excited about his future and the future of the maritime industry. Seafarer Atkinson joined the SIU in Seattle in 1960 when he made his first ship, the Losmar— sailing as ordinary seaman. "This program really opened my eyes and made me realize and imderstand just how much we have going for us. During our stay at SIU head­ quarters, we had an opportunity to see the whole operation, and we were de­ nied access to nothing. "I saw for myself the problems our officials face every day settiing beefs " aboard ship and at the counter in head­ quarters. I also saw how all of these and other problems are discussed every morning when all of the oflScials meet to communicate with each other and discuss the best way to solve these problems. "At Piney Point I saw the unique program our Union has for training entry ratings for all departments, plus offering a high school education for those who want it. "I was impressed with the upgrading programs. "I will always remember what I heard at one of our meetings in New York. It was that 'an informed member­ ship is a strong and united member­ ship.' "I think this is what the Bosuns Recertification Program is all about." Alfonso Rivera Bosun Alfonso Rivera joined the SIU in 1945 in the port of New York and sails out of San Juan, Puerto Rico. "There is a future for everyone, both for oldtiraers like myself and young men just starting out. I learned this at Piney Point when I saw for myself the training classes for both the young men and the older guys who were upgrading themselves and who are learning about the new automated vessels of the future. "Before I got into this program I used to say that I have been sailing for 34 years and I know all about it, but I was only fooling myself, I learned about the new Falcon takers, the SL-7's, the LASH barge carriers, the roll-on-rolloff types and the new LNG's. "And my 30 days at Union head­ quarters, where I got a chance to see every operation of our Union, has taught me more than I ever knew in all my years at sea. "One thing I know for sure—SPAD is the only way we are going to get the ships and the cargoes that mean job security and a decent life for all of us." Eugene Flowers Seafarer Eugene Flowers has been going to sea with the SIU since he first went aboard the Marjory (Bull Lines) as an ordinary seaman in 1942. Today, Bosun Flowers holds a third mate's license which he achieved through the SIU-MEBA District 2 School in New York, and has sailed as both third and acting chief mate. "Although I have been a seaman and member of the SIU for 31 years, this Recertification Program has demon­ strated to me that there was a lot I didn't know and I appreciate the oppor­ tunity I got both in Piney Point and at Union headquarters to learn some things that will be helpful to me both as a seaman and member of the SIU. "The discussions we had in Piney Point about our constitution, contract, work rules, and shipboard life make me more secure in my understanding of these important matters, and I know I will be able to work more closely with my fellow Seafarers. "The materials and instruction on the new types of ships being built, and the operation of these ships will be very helpful to all of us. "At Union headquarters we had an opportunity to learn every operation of our Union, including the welfare de­ partment, claims, records, the data con­ trol center, registration and shipping, and the waterfront where we went with the patrolmen on payoffs." Page 15 �^•' SI f' SlU-A and G . Deck Department Upgrading Qnartermaster 1. Must hold an endorsement as Able-Seaman—unlimited—any waters. Cook and Baker and Chidi Cook Training Courses at the Lundeberg School or; 12 months seatime as Aird Cook or Assistant Cook, 6 months seatime c. as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and C!hief Cook Training programs. D. 12 months seatime as Third Cook or Assistant Cook, 12 months sea­ time as Cook and Baker and 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. IBU Upgrading Engine Upgrading FOWL—(who has only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and have normal color vision.) 2. Have 6 months seatime as wiper or be a graduate of HLS at Piney Point and have 3 months seatime as wiper. FOWT—(who holds an engine rating snch as Electrician) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30 and have nor­ mal color vision.) 2. All candidates must have a letter from the company for whom they have worked certifying their ability to handle the various types of fuels that they wish certification for. 1. No requirements. Master/Mate Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds only a wiper endorsement) (Uninspected vessels not over 300 gross tons upon oceans,) Master—^Must have 4 years at sea on deck—one year as licensed mate. Mate—Must have 3 years at sea on deck. 1. Must be a U.S. Citizen. 2. Must have a letter from company stating experience, type of vessel, registered number, etc., to meet U.S. (Toast Guard requirements. 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/5(1—20/30 and have normal color vision.) 2. Have 6 months seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds an engine rating such as FOWT) I i 'k 1. No requirements. QMED—^any rating Towboat Operator 1. Must have or successfully passed examinations for FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boil­ ermaker, and Deck Engine Mechanic. 2. Must show evidence of seatime of at least 6 months in any one or a combina­ tion of the following ratings: FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, or Deck Engine Mechanic. Ordinal License 1. Must be 21 years of age. 2. Must have 3 years seatime on deck of vessel over 26 feet. 3. Must have 1 year seatime of the three years on towing vessel including train­ ing or duty in wheel house. 4. Must have 90 days service in geographical area applied for. 2nd Class Operator 1. Must be 19 years of age. 2. Must have 18 months at sea on a towing vessel including duty or training in the wheel house. 3. Must have 90 days seatime in geographical area applied for. Original License/2nd Class Operator 1. Must pass physical examination and eye examination of at least 20/100 in both eyes, corrected to a least 20/20 in one eye, and 20/40 in the other eye. 2. Must have nonn?.l color vision. 3. Must be a U.S. citizen. 1. Must hold endorsement as QMED—any rating. Steward Upgrading 1. Assistant Cook Training Program Requirements: .5 1st Class Pilot on vessel not over 300 gross tons 1. Must be 21 years of age. 2. Must be a U.S. Citizen. 3. Must have 3 years seatime as AB or equivalent with a minimum of 20 round trips over the route applied for within the past 5 years. Welding f" Tankerman A. 12 months seatime, in any Steward Department Entry Rating. B. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimum of 3 months seatime. 2. Cook and Baker Training Program Requirements: A. 12 months seatime as Third Cook or; B. 24 months seatime in Steward Department, 6 months of which must be as Third Cook and Assistant Cook or ; C. 6 months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. 3. Chief Cook's Training Program Requirements: A. 12 months seatime as Cook and Baker or; B. Three years seatime in Steward Department, 6 months of which must be as Third Cook or Assistant Cook and 6 months as Cook and Baker or; C. 6 months seatime as Third Cook or Assistant Cook and 6 months sea­ time as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook and Second Cook and Baker's Training Course or; D. 12 months seatime as Third Cook or Assistant Cook and 6 months seatime as Cook and Baker and are holders of a "Certificate" of com­ pletion from the Cook and Baker Training Program. 4. Chief Steward Training Program Requirements: A. 3 years seatime in ratings above that of Third Cook and hold an "A" seniority in the union or; B. 6 months seatime as Third Cook or Assistant Cook, 6 months as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Page 16 Radar Observer 1. All candidates must hold a valid deck license. SlU and IBU Upgrading Able-Seaman Able-Seaman—12 months—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 12 months seatime as an Ordinary Seaman or 4. Be a graduate of HLS at Piney Point and have 8 months seatime as Ordinary Seaman. Able Seaman—unlimited—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 36 months seatime as Ordinary Seaman or AB—12 months. S n B ir Ir Lifeboafman 1. Must have 90 days seatime in any department. Seafarers Log �Upgrading Class Schedule November November December December Offer New Welding Course 25 29 13 27 Radar Observer Lifeboat, Quartermaster, QMED, Welding Lifeboat, QMED, All Cook Programs Lifeboat, QMED, Welding, Able-Seaman, and All Cook Programs January Original TovboJ* Operator 7 January 10 Lifeboat, QMED, FOWT, Tankerman and All Cook Programs January 24 Lifeboat, QMED, Quartermaster, Welding and AH Cook Programs February 7 — Lifeboat, QMED, FOWT, Tankerman and All Cook Programs QMEDs Graduate A course in welding, brazing and'cutting has been added to the expanding pro­ grams at the SlU-IBU Upgrading Center in Piney Point. Instructor Charlie Na­ len demonstrates proper way to light-off acetylene torch to the first group of Seafarers who completed the two-week course last month. The next two classes are scheduled to begin Nov. 29 and Dec. 27. Three more QMED—Any Rating graduates prepare to leave PIney Point after completing their examinations—fully-qualified to man new SlU-contracted ships. From left are James Hutchinson, William Brack, Instructor Charlie Nalen and James Brock. Getting Latest Word MLS Instructor Joe Wall explains innovations built into new LASH-type ves­ sels which are coming off the ways in American shipyards to bosuns attend­ ing the Recertification Program at SlU Upgrading Center in Piney Point. From left are Bosun Alfonso Rivera, Philadelphia Port Agent John Fay, William Kleimola, New York Port Agent Leon Hall, David Atkinson and Bosuns 'Chris' Christenberry, Eugene Flowers and Elbert Hogge (rear). Batting, 100(0) at HLS Seafarer Thurston Lewis, second from left, received the 100th QMED—any rating achieved at the Lundeberg Upgrading Center from Vocational Director Bob Kalmus as Seafarer Allen Spell, second from right, got a certificate mark­ ing the 1000th engine endorsement achieved at the Lundeberg School from Instructor Charlie Nalen. Looking on proudly is HLS President Hazel Brown. Seafarers Log Page 17 �ri • QMED Ratings Graduate SIU Atlantic, Gulf, Lakes & Inland Waters Inland Boatnien*s Union United Industrial Workers PRESIDENT PaulHaU SECRETARY-TREASURER Joe DiGiorgio si 1^1 EXECUTIVE VICE PRESIDENT Cat Tanner h\ VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak % I i'l • f I t. «• . f i I'' ?. " —• Full QMED ratings are Increasingly necessary as more semi-automated ships with totally new design concepts are put into service. Training is the key that qualifies Seafarers to man new ships safely and efficiently. The SlU-IBU Upgrading Center has helped more than 100 Seafarers to achieve QMED—^Any Rating and has helped others secure over 1000 engine room endorsements. Recently graduated with QMED—^Any Rating were, from left, Allen Hornish, James Tims, Barney Sanford, James Levette, Joseph Pazos, Harold Unglert, John Cade, Ralph Johnson, William Zielowski and Mar­ cus Del Prado. SlU Instructor Charlie Nalen (fourth from left) congratulated graduates. Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid Sept 27—Oct 24,1973 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital DaUy @ $1.00 In Hospital Daily @ $3.00 Hospitd & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums I r y DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical Special Equipment J! MONTH TO DATE 9 ... 5,490 1 176 323 51 105 22 4 179 PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras 108 Doctors' Visits & Other Medical Exp. .. 107 Surgical Optical Blood Transfusions Special Equipment Meal Books ; Dental Supplemental Medicare Premiums ... 1,730 SCHOLARSHIP PROGRAM Page 18 Amount Number YEAR TO DATE MONTH TO DATE YEAR TO DATE 22,500.00 $ 363.00 687.00 1,079.95 530.00 43,920.00 250.00 4,212.15 163'.40 465,297.46 5,895.00 9,930.00 31,549.85 3,415.00 633,456.00 4,868.61 54,352.52 11,938.40 4,757 677 1,452 246 ^2 1,974 1 68.592.56 1,369.65 13,983.43 5,195.30 275.00 3,916.46 — 902,528.22 18,407.17 178,948.06 60,885.19 2,856.25 41,979.69 144.00 81 1,472 1,360 168 790 10 33 2,259 5 16,813 3,000.00 22,883.11 • 3,343.01 1,504.50 1,243.28 524.00 — 600.00 11,174.40 243,000.00 274,042.40 47,061.03 24,919.91 14,560.50 639.00 5,301.66 22,590.00 1,650.00 104,830.60 2,670.00 32,300.67 174 5,895 3,310 179 50 79,175 19 2,464 688 5 86 TOTALS Total Seafarers Welfare Plan .......... .. 9,002 Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Welfare, Pension & Vacation 124,190 22,736 12,958 159,884 $ HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 SIU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, III.. .9383 S. Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio. .1420 W. 25 St. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287 415 Main St 49635 (616) EL 7-2441 HOUSTON, Tex 5804 Canal St 77011 (713) WA 8-3207 JACKSONVILLE, Fla..2608 Pearl St 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery St 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St 42001 (502) 443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1321 Mission St 94103 (415) 626-6793 SANTURCE, P.R..1313 Fernandez, Jnncos, ^ Stop 20 00908 (809) 724-0267 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla 312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokobama Port Pi.O. 5-6 Nlhon Ohdori Naka-Ku 231-91 201-7935 Ext. 281 3,197,347.19 213,980.20 509,800.00 5,452,291.51 6,641,157.69 409,146.90 $1,132,927.10 $15,290,796.39 • Seafarers Log �it's Harvey C. Patterson, 57, joined the SlU-affiliated Inland Boatmen's Union in the port of Galveston in 1957 and has sailed as cook for G&H Towing Co. since 1955. Brother Pat­ terson, who is a four-year veteran of World War 11, now resides with his wife Nellie in Galveston. Walter J. Burdick, 60, joined the Inland Boatmen's Union in 1961 in Buffalo, N.Y., and sailed as deck­ hand for Great Lakes Dredge & Dock Co. and later for the A. M. Diamond Co. Brother Burdick now lives with his wife Marion in Oswego, N.Y. Arthur O'Connell, 66, joined the Great Lakes Tug and Dredge Region of the SIU in 1961 in Conneaut, Ohio and sailed as deckhand and oiler for the Great Lakes Towing Co. Brother O'Connell had previously been a member of the SlU-affiliated Sailors Union of the Pacific. He now resides with his wife Nellie in Con­ neaut. Jasper C. Storms, 64, joined the Inland Boatmen's Union in 1961 ih Port Arthur, Tex. and sailed as engi­ neer for D. M. Picton Towing Co. Brother Storms now makes his home with his wife Etta in Port Arthur. Sidney C. Segree, 65, joined the SIU in New York in 1955 and sailed as a member of the steward depart­ ment. His last ship was the Steel Ad­ vocate on which he sailed as chief steward. Seafarer Segree was bom in Jamaica and now resides with his wife Enid in New York. Josef Kejdrowski, 63, joined the SIU in the port of New York in 1955 and sailed as a member of the engine - department. Brother Kejdrowski was born in Poland and is now residing in San Francisco. John R. Dixon, 62, is a native of North Carolina who retired this month to his home town of Highpoint with his wife Hazel after sail­ ing 20 years with the SIU. Brother Dixon joined the Union in New York and sailed as chief cook and baker. He served four years with the U.S. Army during World War II and also took an active part in the 1961 A«&G strike. Eugeniusz Sieradzki, 60, joined the SIU in Philadelphia in 1957 and sailed as a member of the engine de­ partment. In 1972 he earned his QMED rating after attending the SIU Upgrading Center in Piney Point. A native of Poland, Seafarer Sieradzki now resides in Philadel­ phia. Ciesmae F. Hanks, 65, joined the Inland Boatmen's Union in Port Arthur in 1964. Beginning as a deck­ hand with Slade Towing in 1942, Brother Hanks rose to become a towboat captain with the same company. He now lives with his wife Ella Louise in Jennings, La. Walter Connor, 63, joined the SIU in 1939 in the port of Norfolk and has more than 20 years seatime with the Union. Brother Conhor sailed all of his career as a member of the engine department and now makes his home in his native city of Norfolk. Eugene J. Kirkland, 56, sailed as AB and bosun for more than 30 years, and joined the SIU in the port of Baltimore in 1942. He now re­ sides with his sister Mary in his na­ tive Savannah, Ga. Per H. Kamian, 65, sailed for eight years in his native Sweden be­ fore coming to the United States where he joined the SIU in 1945 in the port of San Francisco. Seafarer Karman sailed as AB and now re­ sides in New York . Carl W. Hanson, 58, joined the SIU in 1951 in the port of Detroit and sailed as fireman on the Great Lakes. Seafarer Hanson now resides with his wife Iva in Arcadia, Mich. Romaldo Garcia, 65, joined the •SIU in 1939 in the port of New York and has recorded more than 23 years sailing as AB and bosun. A native of Puerto Rico, Seafarer Garcia now makes his home with his wife Ana in New York. Francis H. Brown, 57, joined the SIU in Cleveland in 1961 and sailed as fireman for Great Lakes Towing Co. Seafarer Brown now resides with his wife Gertrude in Conneaut, Ohio. James A. Mitchell, 56, joined the SIU in the port of New York in 1947 and sailed in the steward department, A native of Newfoundland, Seafeu-er Mitchell now lives with his wife in New York. Charles M. Umphlett, 62, joined the Inland Boatmen's Union in 1968 in the port of Norfolk and sailed as cook. Brother Umphlett was instru­ mental in helping to organize IBC Towing Co. in Norfolk. He now re­ sides with his wife Luna in Manteo, N.C. Dawson C. Lynam, 58, joined the SIU in the port of New York in 1947 after serving six years with the U.S. Coast Guard. Seafarer Lynam sailed as chief cook and took part in the SIU Education Conference in Piney Point in 1971. He now resides in his native Frisco City, Ala. Joins Pension Roster MEMBERSHIP MEETINGS' SCHEDULE Port Date Deep Sea New York Dec. 3 2:30 p.m. ., Philadelphia Dec. 4 2:30 p.m Baltimore Dec. 5 2:30 p.m Detroit Dec. 7 ...'.. .2:30 p.m Houston Dec. 10 .2:30 p.m New Orleans ... .Dec. 11 2:30 p.m Mobile Dec. 12 2:30 p.m. San Francisco . . .Dec. 13 2:30 p.m Quintilio A. lezzi, 65, worked as cook for Gulf-Atlantic Towing and joined the Inland Boatmen's Union in Norfolk in 1961. Brother lezzi served with the U.S. Army during World War II. Born in Philadelphia, he now resides with his wife Daisy Lee in Leland, N.C. IBU uiw 7:00 p.m. 7:00 p.m. 5:00 p.m. 7:00 p.m. 5:00 p.m. 7:30 p.m. 7:00 p.m. 5:00 p.m. 7:00 p.m. 5:00 p.m. 5:00 p.m. .......7:00 p.m. — Great Lakes Tug and Dredge Section fSault Ste. Marie Dec. 13—7:30 p.m. Chicago Dec. 11—7:30 p.m. Buffalo Dec. 12—7:30 p.m. Duluth Dec. 14-7:30 p.m. Cleveland Dec. 14—7:30 p.m. Toledo Dec. 14—7:30 p.m. Detroit Dec. 10—7:30 p.m. Milwaukee Dec. 10—7:30 p.m. t Philadelphia Baltimore *Norfolk Jersey City «•) Railway Marine Region i Dec. 11 —10 a.m. 8 p.m. Dec. 12—10 a.m. 8 p.m. Dec. 13—10 a.m. & 8 p.m. t. r. Dec. 10-10 a.m. & 8 p.m. fMeeting held in Labbr Temple, Sault Ste. Marie, Mich. ^Meeting held in Labor Temple, Newport News. Novembbr 1973 Brother Josef Kejdrowski (left) receives his first pension check from Port Agent Steve Troy at the October membership meeting in the port of San Fran­ cisco. Seafarer Kejdrowski, who sailed in the engine department, joined the Union in 1955 in the port of Nevy York. Page 19 �Digest of SlU II f;l !!• fi I. I Ships' Meetings V. •flRANSONEIDA (Hudson Water­ ways), September 2—Chairman J. Boland; Secretary T. Ulisse; Educational Director A. Beck; Deck Delegate W. Stone; Engine Delegate K. Harder; Steward Delegate H. Long, $8.80 in ship's fund. Some disputed OT in deck department. Picked up two Coast Guard crewmembers from the Coast Guard weather ship Rush who had to get home on emergency leave. The Coast Guard presented a plaque to the Captain for the courtesy extended. Vote of thanks to the steward depart­ ment for superb food and excellent service. TRANSOREGON (Hudson Water­ ways), September 2—Chairman F. Rod­ riguez; Secretary J. DeLise; Educa­ tional Director D. Able. $1.56 in ship's fund. No disputed OT. A vote of thanks to the steward department for a job well done. Everything running smoothly. OGDEN WILLAMETTE (Ogden Marine), September 2—Chairman R. D. Schwarz; Secretary E. Kelly; Engine Delegate Thomas Walker; Steward Del­ egate H. Wilkerson. Some disputed OT in deck department. Vote of thanks to the steward department for a job well done. TRANSSUPERIOR (Hudson Wa­ terways), September 2—Chairman W. Leskun; Secretary L. Melanson; Deck Delegate J. Canard; Engine Delegate H. Reed; Steward Delegate G. Cayton. Some disputed OT in deck and steward departments. Posted all communica­ tions received. Observed one minute of silence in memory of our departed brothers. SEA-LAND MCLEAN (Sea-Land), September 9—Chairman J. Hunter; Sec­ retary R. Sadowski; Educational Direc­ tor S. Divane. Some disputed OT in deck department. Everything running smoothly. Next port Bremerhaven. ELIZABETHPORT (Sea-Land), September 2—Chairman Chester lannoli; Secretary George W. Gibbons; Educational Director John P. Ryan; Steward Delegate Franklin C. Snow. The Captain had a safety meeting with the delegates. $20 in ship's fund. Some disputed OT in engine and steward departments. Everything running smoothly. CHARLESTON (Sea-Land), Sep­ tember 2—Chairman J. McCollom; Sec­ retary R. Ramos. $21 in ship's fund. No disputed OT. Everything running smoothly. Observed one minute of si­ lence in memory of our departed broth­ ers. Next port San Juan, Puerto Rico. THOMAS JEFFERSON (Water­ man Steamship), September 2—Chair­ man A. J. Doty; ^cretary John E. Adams; Educational Director Lyle L. Hipp; Steward Delegate R. J. Thomas. No disputed OT. Everything running smoothly. Vote of thanks to the stew­ ard department for a job well done. Next^ort Keelung. PENN LEADER (Penn Shipping), September 9—Chairman C. E. Hill; Sec­ retary John H. C. Ratliff; Steward Del­ egate Alvin Tutson. Some disputed OT in deck and engine departments. Every­ thing running smoothly. Next port Port Arthur. PHILADELPHIA (Sea-Land), Sep­ tember 9—Chairman C. Dammeyar; Secretary L. Pepper. No disputed OT. A vote of thanks to the third cook for cooking pop com for the movies. Next . port Seattle. f.Li..-;. Page 20 TRANSINDIANA (Seatrain), Sep­ SEA-LAND COMMERCE (SeaLONGVIEW VICTORY (Victory tember 2—Chairman A. Hanstvedt; Land), September 2—Chairman Gene Carriers), September 3—Chairman Secretary Caudill. Purchased amplifier Dakin; Secretary W. J. Moore; Educa­ Lewis Fitton; Secretary Frank Naklicki; for TV and it works much better. tional Director William Heater; Deck Educational Director Fawzi Hambouz. No disputed OT. Everything running Delegate N. Tukey; Engine Delegate Captain requests that everyone chip in smoothly. Observed one minute of si­ C. E. Prevatt; Steward Delegate C. Zu$1 and get a new antenna for TV. Some lence in memory of our departed broth­ bovich. $27 in ship's fund. No disputed disputed OT in deck, engine and stew­ ers. OT. Letter addressed to Captain from ard departments. Observed one minute the American Merchant Marine Library of silence in memory of our departed NEW ORLEANS (Sea-Land), Sep­ Association for donations; letter was brothers. Next port San Diego. tember 2—Chairman M. Landron; Sec­ posted and will be acted on. Everything DELTA BRASIL (Delta), Septem­ retary D. Sacher; Educational Director running smoothly. ber 10—Chairman Paul R. Turner; Sec­ H. Rapp; Deck Delegate H. Meacham; retary Thomas Liles, Jr.; Educational DELTA ARGENTINA (Delta), Engine Delegate A. Felicano; Steward Director James G. Juvental; Deck Dele­ September 6—Chairman Ewing A. Delegate S. Kemp. $21.82 in ship's gate William A. Pittman; Engine Dele­ Rihn; Secretary Dario P. Martinez; fund. No beefs. Vote of thanks to the gate John Hrolenok; Steward Delegate Educational Director Tomas Tobias; steward department for a job well done. Louis Gracia. No disputed OT. Crew Deck Delegate Gordon L. Davis; En­ AZALEA CITY (Sea-Land), Sep­ asked to keep messhall and pantry gine Delegate Oscar R. Bird; Steward tember 9—Chairman L. Raymond; Sec­ clean. Observed one minute of silence Delegate Jose F. Santiago. No beefs. retary J. Nash. No beefs. Everything in memory of our departed brothers. Everything running smoothly. Observed running smoothly. Observed one min­ Next port Kingston, Jamaica. one minute of silence in memory of our ute of silence in memory of our departed BROOKLYN (Sea-Land), Septem­ departed brothers. Next port New brothers. Next port Baltimore. ber 9—Chairman R. F. Mackert; Secre­ Orleans. BOSTON (Sea-Land), September 9 tary J. Mojica; Educational Director O. SAN JUAN (Sea-Land), September —Chairman D. LaFrance; Secretary S. Stomes; Engine Delegate Joseph Wind­ 9—Chairman C. Mise; Secretary H. Piatak; Educational Director N. Reitti. ham; Steward Delegate Fred Allen. Fielder; Educational Director R. Mat­ Some disputed OT in deck and engine New washing machine was installed. thews. $321 in movie fund. Will see departments. Vote of thanks to the No beefs. Held a discussion on upgrad­ about a catalog for films on arrival. steward department for a job well done. ing in all departments. Vote of thanks Some disputed OT in deck department. SEA-LAND MCLEAN (Sea-Land), to the steward department for a job well Vote of thanks to the steward depart­ September 19—Chairman J. Hunter; done. Observed one minute of silence ment for a job well done. Secretary R. Sadowski; Educational in memory of our departed brothers. JACKSONVILLE (Sea-Land), Sep­ MOUNT WASHINGTON (Victory Director S. Divane. No disputed OT. A tember 2—Chairman J. Beyes; Secre­ vote of thanks to the steward depart­ Carriers), September 2—Chairman F. tary A. Seda; Deck Delegate L. B. Rodment for a job well done. Next port R. Charneco; Secretary J. Sumpter; Ed­ rigues; Engine Delegate Curtis Dueote; Bremerhaven. ucational Director H. Granger; Deck Steward Delegate Juan Hernandez. No Delegate Joseph Gavin; Engine Dele­ beefs. Vote of thanks to the steward SEA-LAND EXCHANGE (Seagate Joseph Burkette. Chairman con­ department for a job well done. Every­ Land), September 13-Chairman Frank gratulated entire crew for prompt action thing running smoothly. Next port Teti; Secretary T. R. Goodman; Educa­ in putting out fire in starboard wing tank" Charleston. tional Director W. J. DunnJgan. No in typical SIU fashion. Some disputed beefs. Everything running smoothly. OT in deck department. Next port Ras GALVESTON (Sea^and), Septem­ Vote of thanks to the steward depart­ ber 5—Chairman Dempsey Nicholson; Tanura. ment for a job well done. BETHEX (Bethlehem Steel), Sep­ Secretary Gus Skendelas; Educational MAYAGUEZ (Gulf Puerto Rico tember 4-Chairman W. T. Baker; Sec­ Director Kasmir Abrans. $29.65 in Lines), September 9—Chairman E. Freship's fund. Some disputed OT in deck retary T. A. Jackson; Educational manis; Secretary J. E. Hannon; Educa­ department. Vote of thanks to the.stew­ Director Roberto Hinojose. No disputed tional Director A. D. Devalle. $32.40 ard department for a job well done and OT. Everything running smoothly. in ship's fund. Everything running Next port Baltimore. to Gary Mitchel for running the movies. smoothly. No disputed OT. MISSOURI (Ogden Marine), Sej^ Next port Seattle. tember 9—Chairman Tadeuse Chilinski; Secretary George W. Luke; Educational Director John Griffith; Engine Delegate R. L. Sullivan; Steward Delegate Albert B. Brown. Some disputed OT in deck and engine departments. Everything running smoothly. Observed one minute of silence in memory of our departed brothers. YELLOWSTONE (Ogden Marine), September 16 —Chairman James B. Dixon; Secretary C. L. Turner; Educa­ tional Director L. W. Morin; Deck Del­ egate 0. A. Taylor; Engine Delegate L. Pickhart; Steward Delegate W. E. Car­ penter. Suggest that crew contribute money to ship's fund. No disputed OT. Read and posted communications re­ ceived. Chairman gave a talk on the constitution and what it means to all members. It is the back bone of our or­ ganization and everyone should read it, learn it and stand behind it. Also, made reference to the benefits of going to Piney Point. Vote of thanks to the stew­ ard department for a job well done. Next port Trinidad. EAGLE TRAVELER (United Mar­ itime), September 2— Chairman Henry E. Jones; Secretary S. W. McDonald; The National Defender (Vantage Shipping) ship's committee gathers on Educational Director Gregory Dioses; deck during payoff in Paulsboro, NJ. On the steps from left are: D. Cam­ Deck Delegate James V. McClanton; eron, engine delegate; W." Matsoukas,-steward deflate; H. Green, educa­ Engine Delegate Frederick G. Ander­ tional director, and H. Sikes, deck delegate. On bottom are C. D'Amico, son; Steward Delegate Louie E. Hud­ chairman (left) and J. D. Pennell, ewcretary-reporter. The National Deson. No disputed OT. Everything fender had just returned from Russia and Libya. running smoothly. Next port CJibraltar. National Defender Committee itz'. ' . , . I i i j > !.i ;•)•'•/ 'i '• • ' Seafarers Log ' �SEATRAIN LOUISIANA (Seaain), September 16 — Chairman G. loker; Secretary F. Fletcher. $37 in hip's fund. Some disputed OT in stew'ard department. Everything running smoothly. Next Port Oakland. TAMARA GUILDEN (Transport Comm.), September 2—Chairman H. O. Leake; Secretary S. Hawkins; Edu­ cational Director Poulakis; Engine Del­ egate Conrad Taylor; Steward Dele gate Edwin Ritchie. $22 in ship's fund. Some disputed OT in deck and engine departments. Vote of thanks to the steward department for a job well done. SEATRAIN OHIO (Hudson Water­ ways). September 16—Chairman R. Theiss; Secretary P. Franco; Educa­ tional Director Bailey; Deck Delegate V. M. Omary; Engine Delegate M. Kimmel; Steward Delegate F. Lindsey. Some disputed OT in deck, engine and steward departments. Radio officer will see if he can repair TV; if not we will I send it ashore. A vote of thanks to the (ft steward department for a job well done. M LOS ANGELES (Sea-Land), Sep­ tember 23—Chairman Earl Brannan; Secretary P. P. Lopez; Educational Di­ rector Walter Stevens; Deck Delegate J. W. Fultz; Engine Delegate Lindmore Kubecka; Steward Delegate A. G. Soto. I $60 in ship's fund. Some disputed OT in steward department. Everything run­ ning smoothly. SEA-LAND FINANCE (Sea-Land), September 22—Chairman Walter Nash; Secretary Stanley Schuyler; Education­ al Director Sadak Waka; Steward Dele­ gate Stonewall Jackson. No disputed OT. Everything running smoothly. Ob­ served one minute of silence in memory of our departed brothers. INGER (Reynolds Metal), Septem­ ber 17—Chairman L. Lasoya; Secretary H. K. Pierce; Educational Director ^ Speagman; Steward Delegate Walter Cutter. $21.57 in ship's fund. Some j disputed OT in deck and engine depart­ ments. Everything running smoothly. PONCE (Sea-Land), September 23 —Chairman Hubert Grain; Secretary William J. Anderson. $108 in ship's fund. No disputed OT. All communica­ tions were posted on crew messhall board. Everything running smoothly. WARRIOR (Sea-Land), September 2—Chairman J. Gomez; Secretary E. B. Tart; Educational Director J. Pantoja. No disputed OT. Everything running smoothly. Observed one minute of si­ lence in memory of our departed brothers. TRANSOREGON (Hudson Water­ ways), September 16—Chairman F. Rodriges; Secretary J. Delise; Educa­ tional Director D. Able. $5.54 in ship's fund. No disputed OT. Vote of thanks to the steward department for a job well done. WILLIAM T. STEELE (Texas City Tankers), September 16 — Chairman Norman F. Beaver; Secretary J. G. Lakwyk; Educational Director Walter L. Pritchett; Deck Delegate Theodore Weems; Engine Delegate Andrew F. Kamedra; Steward Delegate Malcolm Stevens. $10 in ship's fund. Some dis­ puted OT in deck department. Every­ thing running smoothly. Observed one minute of silence in memory of our de­ parted brothers. Next port Texas City. MOBILE (Sea-Land), September 19—Chairman A. Ahin; Secretary W. Sink; Educational Director Bert Reamy. $39 in ship's fund. Some disputed OT in steward department. Everything run­ ning smoothly. Next port Seattle. SEA-LAND ECONOMY (SeaLand), September 9 — Chairman J. Ddvies; Secretary D. P. Marion; Edu­ cational Director Leon Acosta; Deck Delegate L. Bugajewski; Engine Dele­ gate C. Grab; Steward Delegate M. Seigel. No disputed OT. Vote of thanks to the steward department for a job ^ well done. Next port Rotterdam. November 1973 Transpanama ComTnittee The furry, little fellow is not one of the crew even though he is called "Sailor". He's the ship's mascot on board the Transpanama (Hudson Waterways) and he joined the ship's committee on deck recently for this group shot. From left are: E. K. Bryan, chairman; B. Hand, secretaryreporter; S. Krystosik, steward delegate, and J. Balland, deck delegate. Transidaho Ship's Committee Getting together below deck during payoff in Weehawken, N.J. of the Transidaho (Hudson Waterways) are, from left: E. Armstrong, educa­ tional director; P. Konis, chairman; A. Aragones, secretary-reporter; J. Reyes, engine del^ate; G. Wile, deck delegate, and W. Hernandez, stew­ ard delegate. Afoundria Committee At a recent payoff of the Afoutidria (Sea-Land) in Port Elisabeth, N.J., the ship's committee gets together in the messhall. From left are: Joe Chiaramonte, deck delegate; Kenneth Hart, educational director; C. A. Morrison, engine delegate; Frank Vega, secretary-reporter; E. Cruz, steward dele­ gate, and E. J. Clark, chairman. MONTICELLO VICTORY (Vic­ tory Carriers), September 1— Chairman E. W. Rushing; Secretary E. Bradley; Educational Director T. G. Clark; Deck Delegate David Gilmore; Steward Del­ egate Joseph Roberts. $40.75 in ship's fund. No disputed OT. Will trade old books in library and buy new ones with money from ship's fund. Also, purchase popcorn popper for TV watching. Everything running smoothly. MILLICOMA (Hudson Water­ ways), September 16—Chairman W. D. Crowford; Secretary Virgil L. Swanson; Educational Director G. Beryer; Stew­ ard Delegate Walter Richmond. $11.17 in ship's fund. No disputed OT. Vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port New Orleans, La. IBERVILLE (Waterman Steam­ ship), September 9—Chairman Donald Chestnut; Secretary Harvey M. Lee; Educational Director Robert E. Tyler; Engine Delegate Chester Miller; Stew­ ard Delegate James Thomas. No dispu­ ted OT. Everything running smoothly. RAPHAEL SEMMES (Sea-Land), September 14—Chairman Ben Mignano; Secretary R. Hernandez; Education­ al Director Placido Gallegos. No dispu­ ted OT. Everything running smoothly. Vote of thanks to the steward depart­ ment for a job well done. Observed one minute of silence in memory of our de­ parted brothers. DELTA MAR (Delta), September 9—Chairman Joseph Collins; Secretary B. Huszar; Deck Delegate Leon Kleinman. $15.25 in ship's fund. Some dis­ puted OT in deck and engine depart­ ments. Everything running smoothly, NOTRE DAME VICTORY (Eco­ logical), September 9—Chairman S. Bergeria; Secretary J. G. Guilles. Some disputed OT in engine department. Vote of thanks to the steward department for a job well done. The crew thanks the company for supplying us with five roUs of film for the movies. PLATTE (Ogden Marine), Septem­ ber 2—Chairman Blanton McGowen; Secretary A. Salem; Educational Direc­ tor Pringi; Engine Delegate Leroy Wil­ liams; Deck Delegate Glenn Wells. A collection of $158 was made from offi­ cers and crew and sent to the widow of Brother Albert Jones through the com­ pany, wired by the Captain. Some dis­ puted OT in deck and engine depart­ ments. A vote of thanks to the steward department for a job well done and al­ so, to the deckhand on watch for keep­ ing the messhall and pantry clean at night and in the morning. TRENTON (Sea-Land), September 9—Chairman James C. Northcutt; Sec­ retary Jack P. Mar; Engine Delegate B. E. Stearman. $9.50 in ship's fund. No disputed OT. Everything running smoothly. Next port Balboa. OVERSEAS ROSE (Maritime Overseas), September 15 — Chairman Luis Guandamu; Secretary Thomas Bolton; Educational Director James WiUard. Some disputed OT m steward department. Requested that movies be put aboard ship for long trips. Vote of thanks to the steward department for a job well done and to the deck and en­ gine departments. CITRUS PACKER (Waterman Steamship), September 16-Chairman W. Wallace; Secretary John Reed. No disputed OT. Vote of thanks to the steward department for a job well done. Next port Mombasa. PENN CHAMPION (Penn Shijpping), September 2—Chairman R. Bir­ mingham; Secretary L. Nicholas; Edu­ cational Director L. Peppett; Deck Del­ egate A. A. Hauke; Engine Delegate A. Bullard; Steward Delegate J. B. Juzang. $20 in ship's fund. No beefs. Everything running smoothly. Next port Beaumont, Tex. Page 21 �m BUIy Wayne Caqienter, 37, passed away June 16. A native of Temple, Tex., he was a resident of Hitchcock, Tex. at the time of his death. Brother Carpenter joined the SlU-affiliated IBU in the port of Houston in 1958 and sailed in the steward department for the G&H Towing Co. He was a U.S. Navy veteran. Surviving are his widow, Marilynn of Succasimna, N.J., and his daughter. Amber. , Albert Jones, 59, passed away on I July 29. Bom in South Africa, he resided in Long Island, N.Y. at the time of his death. Brother Jones joined the SIU in the port of Boston in 1943 and sailed as an electrician. He is survived by his widow, May. Josqih D. Lacaze, 19, succumbed in St. Elizabeth Hospital, Beaumont, Tex. on July 26 to injuries sustained in an auto accident on July 22. A na­ tive of Alexandria, La., he was a resi­ dent of Vidor, Tex. when he passed away. Brother Lacaze joined the SIU in the port of New York in 1970 and sailed in the deck department. He was a graduate of the Harry Limdeberg School of Seamanship in Piney Point, Md. that year. Burial was in Mt. Olive Cemetery, Pitkin, La. Sur­ viving are his mother, Mrs. Emily D. Jones, and his stepfather, George W. Jones of Starks, La. %• t I' fy : SIU pensioner Honorato Castelino, 77, died of a heart attack Apr. 28 in Brooklyn, N.Y. Bom in Portu­ gal he was a resident of New York City when he died. Brother Castelino joined the Union in the port of New York in 1946 and sailed in the stew­ ard department. Burial was in Rosedale Cfemetery, Linden, N.J. Surviv­ ing are a brother, Jaike J. Castelino, and a niece, Linda Rodricks, both of India. Page^: GLTD pensioner Veri G. Mnnson, 72, died Aug. 3. Bom in Milan, Mich., he lived in Chicago at the time of his death. Brother Munson joined the SlU-afhliated Great Lakes Tug and Dredge Region in the port of Chicago in 1961 and sailed in the deck department. He started with the Great Lakes Towing Co. of Cleve­ land in 1940 and also worked for the Great Lakes Dredge and Dock Co. from 1951 to 1961. He was a U.S. Army veteran of World Wac U. Edwin Paulsen, 59, passed away in Sault Ste. Marie, Mich, on Mar. 26. A native of Manistique, Mich., he was a resident of Brimley, Mich. Brother Paulsen joined theSlU-affiliated GLTD in the port of Sault Ste. Marie in1961 and sailed as a dredgeman in the deck department. He started his seafaring career on the Great Lakes in 1943. Surviving are his widow. Arbutus, and three sons, Donnie, Terry and Larrv. Eari H. Gates, 53, died on Oct. 2 in Norfolk, Va. A native of Manteo, N.C., he was a resident of Norfolk when he passed away. Brother Gates joined the SIU in the port of Balti­ more in 1958 and sailed in the stew­ ard department. He had sailed to Vietnam during the late conflict and was a U.S. Army veteran of World War n. Surviving is his mother, Betta. Eugene R. Jackson, Jr., 38, passed away from injuries sustained in an auto accident in Syosett, L.I., N.Y. on July 12, 1972. A native of Glen Cove, L.I., he was a resident of Himtington, L.I. when he died. Brother Jackson joined the SIU in the port of New York in 1961 and sailed in the engine department. He attended the Andrew Fumseth Training School and was a veteran of the U.S. Armed Forces. Surviving is his mother, Mary of Sea Cliff, L.I. Awin D. Johnston, 52, died of cancer in the PHS hospital in Galves­ ton, Tex. on May 30. Bom in Missis­ sippi, he was a resident of Houston, Tex. at the time of his death. Brother Johnston joined the Union there in 1958 and sailed in the deck depart­ ment. Interment was in San Jacinto Memorial Park, Galveston. Surviv­ ing is his mother, Una of Houston. SIU pensioner Wallace L Hyde, 72, died of arteriosclerosis in Balti­ more, Md. Aug. 7. Bom in Batavia, N.Y., he was a resident of Baltimore at the time of his death. Brother Hyde joined the Union in 1946 in the port of New York and sailed in the deck department. Burial was in Lou­ don Park Cemetery, Baltimore. Sur­ viving is his brother, Fred of Peoria, Ariz. Arthur F. Hiers, 52, passed away from a heart condition in Jackson­ ville, Fla. Aug. 22. A native of Chiefland, Fla., he was a resident of Tampa, Fla. when he died. Brother Hiers joined the SIU in 1942 in the port of Baltimore and sailed in the deck department. He was a veteran of the U.S. Armed Forces. Interment. was in Ebenezer Cemetery, Chiefland, Fla. Surviving are his mother, Rena of Trenton, Fla.; a sister, Mrs. Beaulah M. Sundey, and a brother, James, both of Tampa. Allen A. Cooper, 59, died of arte­ riosclerosis in the New Orleans USPHS hospital Aug. 10. Bom in French Harbour Roatan, Honduras, he was a resident of Tampa, Fla. at the time of his death. Brother Cooper, joined the SIU in 1956 in the port of Baltimore and sailed in the engine department. Interpient was in St. Bemard Memorial Cemetery, Chalmette. La. Surviving are his widow, Annie Mae; two sons, Allen and Rob^ ert, and two daughters, Mrs. Judy Van A. Powery of Westwego, La. and Yolanda of Tampa. SIU pensioner Ebor Duxbury, 64, died of cardiac arrest in the PHS hos­ pital in Galveston, Tex. on Aug. 19. Bom in England, he was a resident of Galveston at the time of his death. Brother Duxbury joined the Union in 1943 in the port of New York and sailed in the deck department. Burial was in Galveston Memorial Park, Hitchcock, Tex. Surviving are his widow, Margaret, and a sister, Mrs. Mary Welch of Lawren'.e, Mass. Robert B. Swanner, 68, died on May 2. Bom in North Carolina, he was a resident of Norfolk. Brother Swanner joined the SIU there in 1957 and sailed in the deck department. Surviving are a sister. Sue Bell, and a niece, Mrs. G. P. Douglas. SIU pensioner Felimon S. Barlizo, 67, died of heart disease Sept. 9 at his home in New Orleans. A native of the Philippines, Brother Barlizo joined the Union in 1959 in the port of New Orleans and sailed in the deck department. Burial was in St. Vincent de Paul Cemetery, New Orleans. Sur­ viving are a brother, Dominador of the Philippines; two sisters, Mrs. Teo- • pila Nonanto, also of the Philippines and Mrs. Angelina Gammba of New Orleans, and a godchild, Marlene A. Alba of Marrero, La. Mobamed Bin All, 54, died in Yemen on Apr. 20. Bom in Aden, he was a resident of New Orleans at the time of his death. Brother Bin Ali joined the SIU in the port of New York in 1964 and sailed in the en­ gine department as a fireman-watertender. He was a graduate of the Union's "A" Seniority Upgrading Program in 1964. Among his sur­ vivors are his widow; a son, Ebda Mohamed of Aden, and a cousin, O. H. Mohammed of Brooklyn, N.Y. John J. Dimitriadis, 50, passed away on July 16. A native of Demy, N.H., he was a resident of Concord, N.H. Brother Dimitriadis joined the Union in 1944 in the port of New York and sailed in the deck depart­ ment until 1955. Surviving are his mother, Yvonne of Concord; a brother, Thomas of Penacook, N.H., and.a daughter., s /« J - , : c., George W. Rohring, 69, died of pneumonia in the PHS hospital, Bal­ timore on June 8. Bom in Germany, he was a riesident of Baltimore when he passed away; Brother Rohring joined the SIU in 1938 in the port of New York and sailed in the deck de­ partment..Burial was in Greep Moun­ tain Cemetery, Baltimorei, - < r ; l :: WlUlam H. (Red) Simmons, 60, passed away at home on June 25. Bom in Florida, he was a resident of New Orleans at the time of his death. Brother Simmons joined the Union in 1939 in the port of Mobile and sailed in the steward department. Surviving are his widow, Eula; his mother, Car­ rie; a son, James, and a sister, Thelma. Burial was in Lake Lawn Park Ceme­ tery, New Orleans. Leo O. Benlson, 66, died of a heart condition in the PHS hospital in San • Francisco on Sept. 7. Bom in Leav­ enworth, Kan., he lived in Anaheim, Calif, at the time of his death. Brother Benison joined the SIU in the port of San Francisco in 1962 and sailed in the engine department as a pumpman. He had been a mem­ ber of the SUP from 1948 to 1961. He also was a U.S. Navy veteran from 1925 to 1945. Surviving is his widow, Mary of Orange, Calif. SIU pensioner Alfredo M. Duarte, 73, passed away on Sept. 18. Bom in Portugal, he was a resident of New Orleans at the time of his death. Brother Duarte joined the Union in 1941 in the port of New Orleans and sailed in the steward department. Surviviii^ is his widow, Guiohiar:' ' Seafarers Log 1 �Shanghaiing Sa N OT a drop of rain fell over the dense forests of northwest Washington in the summer of 1886. The result was a series of lightning-sparked forest fires which shut down a number of logging camps—sending hundreds of lumberjacks and loggers homeward bound with a full season's pay in their pockets. •John Sutton, a 23-year old logger, never made it home. He stopped off in the tough seafaring town of Port Townsend on Puget Sound—one of the major ports of entry for American shipping during the glory years of the West Coast windjammers. TTie naive young man made his way toward the waterfront, ending up on Water Street, which was lined with bars, brothels and sailors' boarding houses. He stopped at the Blue Light Saloon, downed a few whiskeys, and entered a card game in a back room of the bar. As soon as the crooked card dealer had Sutton's last gold coin in his pot, the bartender sympathe­ tically offered the youth a drink on the house— from a very special bottle. Seconds later, young Sutton slumped forward, knocked unconscious by the potently drugged whiskey—apparently drunk to the other gamblers —^he was carted away by the bartender. After everything of value was stripped from the youth's person, he was dumped into a longboat laden with similarly unconscious young men, and delivered to the China-bound bark. Reaper. When he awakened, he found himself sprawled out on the deck of a cramped, vomit reeking foc'sle, being savagely kicked in the back, stomach and ribs by the Reaper's bucko first mate. Bully Hansen. Hansen made life miserable for young Sutton during the voyage, but Sutton was strong and stub­ born—and the first mate could not break his spirit. On one occasion, the tough logger, not able to restrain himself any longer, fought back against the sadistic mate, and Hansen hit Sutton with an iron belaying pin, killing him instantly. He then dumped the poor youth's lifeless body overboard, as a meal for the sharks off the Solomon Islands. The events which led up to the death of John Sutton were not uncommon in the mid to late 1800's—^for these were the days of shanghaiing— that vicious, yet profitable, business of supplying men for sea duty against their will. The practice originated in the days of the Saxon kings of England, and continued unchecked until men like Andrew Furuseth struck back, pioneering the fight for seamen's rights. Shanghaiing, though, was practiced most profit­ ably on the Pacific West Coast of the United States for 40 years from 1850 to 1890. Indeed, the prac­ tice got its name from the San Francisco Barbary Coast. "Sent to Shanghai," said the sailors, of unlucky men knocked on the head and hauled away to complete the crews of China-bound windjammers, barks and square-riggers. It was the rotten shipboard conditions suffered by the American merchant seaman, plus the actions of sadistic captains and mates, like Bully Hansen, which encouraged the parasitic growth of Crimp and.hlf ConMioat^ stand over beaten seaman. November 1973 shanghaiing to fill the foc'sles of the U.S. merchant fleet. In those dark days, average pay for an able bodied seaman was a fixed $30 per month, and his working hours were totally dictated by the ship's officers, whether it be 15 or 20 hours a day. His diet consisted of foul salt pork, larvae infested hardtack and water turned bad in filthy casks. He slept in intolerably small, dank foc'sles, the bunks piled one on top of another—like so many caskets awaiting burial. It was no wonder then, that as soon as a ship hit port, the majority of sailors paid off and searched for just about any other shoreside work they could find—thus leaving a vast manpower void in the American merchant marine—and shanghaiing flourished to fill the void. The favorite hunting grounds for shanghaiers, or crimps as they were called, were the bars and sailors' boarding houses which were commonly found on the waterfronts of ports of call. For each unconscious body delivered for sea duty, a crimp was paid anywhere from $15. to $50, depending on the manpower need in the port or the ship to be supplied. A hell ship, like the Reaper, always drew a $50 fee per man. A crimp's weapons were billy clubs and knock­ out drops slipped into an unsuspecting victim's drink, which rendered him unconscious and caused violent sickness for days afterward. Some of the more notorious haunts, built directly over the water, had back room trap doors which opened only for the vicious purpose of dumping drugged or beaten men into waiting longboats. Crimps were as crafty as they were cruel. Depending on a certain captain's need for sail­ ors, a crimp delivering a shanghaied crew would demand double or even triple the blood money before he allowed his human cargo to be unloaded like so many cattle to the slaughter. Crimps also had the shifty habit of delivering a crew to an outbound sliip, then in the middle of the night, kidnapping the still unconscious seamen to sell them again to another ship. Some of the more well-known crimps were properly tagged with such nicknames as Scabhouse Johnny, Hell-Cat Haggerty, Three Finger Curtain and Shanghai Brown. One of the most notorious of all crimps was a tall, brutal Scandinavian named Gunderson who worked out of Port Townsend. He was personally responsible for the delivery of literally hundreds of shanghaied sailors for sea duty—and countless deaths. On one occasion, Gunderson, short one man for a crew, went to the town's high school, asked that his son be excused from that day's classes and sold him to the outbound ship's master. Justice finally caught up with Gunderson. One night, a prospective victim was not getting properly drunk, and almost knowingly refused to drink from the drugged bottle. Gunderson became violently angry and attacked the stubborn seaman. The tough sailor put up a terrific fight but was finally overcome by a sihash to the head with a billy club, and was delivered to a ship bound for Australia. Upon his arrival in Australia the determined seaman shipped out on the very next ship headed for return to Port Townsend. His first act after arriving at the Puget Sound port was to seek out Gunderson. He found him in the same place from which he had been shanghaied several months be­ fore—calmly walked over to him and stabbed him. seven times with a sheath knife. Gunderson mirac­ ulously survived, but his career of crimping was over. Even though intolerable shipboard conditions existed then in the American merchant marine, mutiny was rare indeed, for the ship's officers carried firearms and the penalty for mutiny was death. However, even these deterrents could not stop mutiny aboard the windjammer Hesper. The Hesper was commanded by Captain Sodergren, a strict disciplinarian, a tough first mate named Lucas, and a particularly sadistic second mate named Fitzgerald who kept the sail­ ors in line by systematically beating them into submission. However, Fitzgerald made the mistake of beat­ ing an equally tough seaman named St. Clair who retaliated by killing the second mate. Finally, in 1895 the U.S. government passed a law requiring that the crews of deepwater ves­ sels be signed on before a United States shipping commissioner. Shanghaiing continued however and as late as 1905 a front page news story appeared in the Seattle Times which described how two young men escaped shanghaiing aboard the square rig­ ger Scottish Moors by leaping overboard and swimming ashore. It was not until the advent of unionism that this vicious tradition was finally put to rest. Gang of "BiDy Boys** Amgs young sailor away. Page 23 �SEAFARERS LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION* ATLANTIC,GULF, LAKES AND INLAND WATERS DISTRICT•AFL-CIO I:. SPAO HONii SiLL UmoH ZowM, Ala- 6. De^esus J^ew york, M y. W. Hull Sorest Hill, Jll. H- Kivera Brooklyn, H- V- £). AutiersoH Seattle, Wask. K. Desmond Sden, M. y. B. M- Makan Bronx, H- y C. Bodden Detroit, Miek. Ayala Urooklyu, ij^ew york S. M. Dokerty Barriugton, K. J. K. Mainaiza Boston, Mass. H- Q- Sakellarides Silver Spring, Md. K. Malog youngstown, Ohio K. Sowlkes Crewe, Va. £. K. Mansfield San Diego, Calif. Z. P. Skannon Ognensburg, H- y W. Barton T>etroit, Mick. p. M- Qenaw Zampa, Sla. C. Marrero Brooklyn, H- y S. Simpson St. Couis, Ma. W. S. Borekardt Sans Souei. Sia. J. Mamel Sulpkur, jCa. 3. S. Martk Hortkkampton, Pa. B.S.Sims Brooklyn, H- y y. Bougkman Detroit, Miek. D. Hernandez Detroit, Miekigan C. Mossero Brooklyn, H- K W. S. Stark Brooklyn, H- y C. Bugo Sort Wagne, Jndiana D. Howell Cittle Park, Minn- S. Mayer Brooklyn, H- y S. Vullo Hamburg, H- y Z. Burke Belmont, Aiuss. J. 3aime Bayamon, P. K. C. Murpky Houston, Zexas 3. Wrigkt Seattle, Wask. K. B. Butek Warmlnlster, Pa. S. C. Klano Hamilton, Oregon D. Olsen Detroit, Miekigan 3. Zuniga Houston, Zexas .I ,n', ,L I •- I - r II ,' I •A'M % I 'Ifr 3 B. Daklan Brooklyn, y. M- Kulberg Hampton, H- H. J.3- Orsiui Herskey, Pa. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource November 1973 Description An account of the resource Headlines: VOTING ON DUES, INITIATION FEE CONCLUDED CALHOON SEES FIRMS BEHIND OIL CRISIS BUILDING FOR THE FUTURE MORE BOSUNS AND UPGRADERS GRADUATE AT MEETING HOUSE OKS PHS BILL, HOSPITALS REMAIN OPEN ACTION ON ISSUES AFFECTING SEAFARERS AFL-CIO BACKS MARITIME PROGRAMS MARITIME TRADES DEPT. ASKS OIL COMPANY CURBS CHRISTEN OVERSEAS JUNEAU IN SPARROWS POINT, MD. UIW VOTING DATE CHANGED SIU ORE CARRIER FLEET GROWS THAYER, H. LEE WHITE ADDED HOLLINGS SUPPORTS OIL BILL, DEEPWATER PORTS LEGISLATION 16TH SIUNA CONVENTION SET FOR WASHINGTON, D.C. PORT O' CALL: BALTIMORE VETERAN SEAFARER RECALLS THE EARLY SIU STRUGGLES WATERMAN LASH SHIP ROBERT E. LEE LAUNCHED MCLAUGHLIN JOINS ILO IN GENEVA SIU LUNDEBERG MUSEUM PRESERVES MARITIME HERITAGE ANNUAL REPORTS OF SEAFARERS PLANS THE IMPORTANCE OF SPAD OVERSEAS JUNEAU SIU INCREASES CLASS SIZE SHANGHAIING SAILORS - ONCE A FLOURISHING TRADE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 11/1/1973 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXV, No. 11 1973 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/23fc74a35d0b4481058e22a9234a6d07.PDF 9ec32abf41b818eff8ca31cc853fcfd5 PDF Text Text w-'mm « ttw SBMUtEM / A ' '* - \ -V /// , im r •= C" — ' " '' ' ' ' ' • - �Voting Continues on Dues, Initiation Fee Increases Voting is in progress at SIU halls throughout the country on the proposed increase in dues and initiation fees for union members. The voting, which began on Oct 2, is to extend through Oct. 31 and is being conducted through a mail referendum. No ballot received after noon on Nov. 6 will be counted. The ballots will be counted by a membership-elected Tallying Commit­ tee of six full book members who will be elected at a special meeting at head­ quarters on Nov. 1. The dues and initiation fees proposal, approved at the regular membership meetings in September, had been sub­ mitted by the membership-elected SIU Constitutional Committee. Elected at a special headquarters membership meeting on Aug. 28, the Constitutional Committee consisted of six full book men, two from eacii de­ partment. The Committee's report noted "that the expenses of operating and adminis­ tering the Union, in order to adequately and better serve our membership, have significantly increased over tBI8*^^t years." It was therefore recommended that, effective Jan. 1,1974, the calendar quarterly dues for all SIU members be increased to $50 and that the initiation fee for all new full book members be raised to $600. On the recommendation of the Con­ stitutional Committee, dues increase and the initiation fee increase are con­ sidered as separate propositions on the ballots. Before submitting their report, the Constitutional Committee consulted with the union's General Counsel re­ garding legal aspects of the proposed IBU Convention Nominations nominate himself for the position by writing to the Regional Director, In­ land Boatmen's Union, 99 Montgomery St., Jersey City, N.J. 07302. ^ The nomination should be sent by certified or registered mail, and contain the member's full name, residence, A total of 12 delegate positions from book number and social security num­ the four IBU districts are open to ber. All sudi nominations must be members—^five from the Gulf Coast received by the Regional Director be­ Region, four from the Atlantic Coast fore noon, Oct. 23. Region, two from the Great Lakes Tug A detailed report, completely out­ and Dredge Region and one from the lining all election dates and procedures Railway Marine Region. was sent to each IBU member's last Any member in good standing may known address. Nominations are now being accepted for the membership-elected positions of convention delegates at the Inland Boatmen's Union National Convention to be held Nov. 29 in Washington, D.C. the PRESIDENT'S REPORT: The House Merchant Marine and Fisheries Committee has announced pub­ lic hearings on proposed legislation to guarantee that a part of all of the nation's oil imports be carried on the ships of the U. S. merchant marine. Paul HaU The measure the committee will inves­ tigate is sponsored by Congresswoman Leonor K. Sullivan, committee chair­ man, and nearly 200 other Congressmen. The bill provides that 20 percent of all imported oil and oil products be carried on American-flag ships. This percentage would go up to 25 percent in 1975 and to 30 percent in 1977. The United States today imports about 30 percent of its oil requirements and the experts predict that this figure will go to 50 percent by 1980. However, vir­ tually all of this oil is being carried on foreign-flag tankers. This fact has put the nation in an un­ usual position. We have a dual energy dependency. We are dependent on for­ eign sources for our oil supphes and we are dependent on foreign shippers to transport those supplies to our shores. The legislation under consideration would put an end to much of this dual dependency. With U. S. ships carrying a reasonable portion of these imports, the constitutional amendment, and with the Secretary-Treasurer regarding statis­ tical matters. In addition, they also met with other SIU oflScers and members. Only full book members in good^ standing are eligible to vote-on the' measures as prescribed by the SIU Con­ stitution. Seafarers eligible to vote can obtain their ballot at any of the desig­ nated SIU halls where voting is being conducted or they can request absentee ballots under certain circumstances as outlined in the Committee's report. In addition to appearing in the Sep­ tember issue of the LOG, copies of the full text of the Constitutional Commit­ tee's report were mailed to all duespaying SIU members at their last known home addresses. The report was also posted prominently at all union halls and was sent to all SlU-contracted ships at sea in care of the Ship's Chairmap. The Constilational Committee's re­ port concurred with a resolution previ­ ously submitted by the Quarterly Fi­ nancial Committee and approved in all SIU ports at the regular August mem­ bership meetings. That original resolution called for the election of a Constitutional Committee to study and report on the best way to implement a referendum vote on the proposed increases. There is still time to vote and all Sea­ farers who are eligible to vote are urged to do so. House Begins Oil Hearings The House Merchant Marine and would increase to 25 percent on June Fisheries Committee has scheduled ini­ 30, 1975, and to 30 percent on June tial hearings October 8-11 on legisla­ 30, 1977. tion introduced by Congresswoman Similar legislation has been intro­ Leonor K. Sullivan (D-Mo.), com­ duced in the Senate co-sponsored by mittee chairman, and some 200 other Senators J. Glenn Beall, Jr. (R-Md.), Congressmen to require that a portion Warren G. Magnuson (D-Wash.), of all of the nation's oil imports be car­ Charles McC. Mathias, Jr. (R-Md.) ried on U.S.-flag ships. and Henry M. Jackson (D-Wash.). Government witnesses will lead off Meanwhile, as this issue of the LOG the hearings. Dates will be set later for went to press, members of a Senatetestimony by labor, industry and other House conference committee were interested parties. meeting to work out minor differences The legislation under cmisideration in legislation to permit construction of calls for 20 percent of oil and oil prod­ the trans-Alaska pipeline. Somewhat ucts imports to be carried on American- differing versions of the legislation flag ships. The required percentage ^ariier^assedboffi^ho^^ Cargo Preference Bill nation would be assured of dehvery even in time of crisis. In other words, this legislation is im­ portant to all Americans as a means of guarding our own national security. In addition, the measure will help the nation's balance-of-payments picture. That means that some of the cost of transporting the oil imports will stay in this country instead of being paid to for­ eign shippers. It is estimated that this could add about a half-billion dollars a year to the American economy to help reduce the balance of payments outflow for oil im­ ports. Another immediate benefit of this leg­ islation would be the creation of more jobs for more Americans. Thousands of jobs would be created in shipbuilding; thousands more would be created in in­ dustries allied to shipbuilding. And it would mean more jobs for Sea­ farers. These are some of the reasons why our union, the AFL-CIO Maritime Trades Department and the entire AFL-CIO are fighting to see this legislation enacted into law. It is going to be a tough fight. Just over a year ago, similar legislation was defeated in the U.S. Senate by a narrow margin. Principal opposition to this measure comes from the major oil companies which traditionally have attempted to thwart all moves aimed at stren^ening the U. S. merchant marine. They are the chief backers of pro­ grams to protect the runaway-flag fleet, owned by Americans but flying foreign flags in order to avoid U. S. taxes, wages and safety standards. They work through the so-called American Committee for Flags of Neces­ sity which represents American opera­ tors of tankers flying the flags of Liberia, Honduras and Panama. They are the multinational oil com­ panies which owe allegiance to no coun­ try. They are formidable. They have powerful resources and much influence. But this is'a fight which must be fought. From the Seafarer's point of view, this is a battle for future security, for maintaining and improving the qual­ ity of life. Still, we must bear in mind that there is more than jobs and job security in­ volved. The nation's very well-being, se­ curity and economy are also involved Hiat is why we make ready now for the fight and ask all Seafarers to support the union in this important legislative battle. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CI0,675 Fourth Avenue, Brooklyn, New York 11232. Published monthly. Second Class postage paid at Brooklyn, N. Y. Vol. XXXV, No. 10. October 1973. Page 2 Seafarers Log �w On the steps of SlU headquarters, September graduates of the "A" Seniority Upgrading Program join the third class to complete the Bosuns Recertification Program. Bosun graduates in the front row are, from left: J. Pulliam; S. Stockmarr; J. Parker; C. James; D. C. Dickenson, and S. J. Jandora. Middle row of upgraders are, from left: D. Smith, steward department; D. Ivey, L. KittJeson and P. Andrepont, engine department; M. Grimes and M. Johnson, deck depart­ ment. Top row of upgraders are, from left: C. Moore, P. Bean and M. Marcus, deck department, and T. McCabe and R. Minix, engine department. 'Full Speed Ahead - Bosuns Recertification Program "You can teach an old dog new tricks." So said one of the six bosuns who graduated this month from the SIU's Bosuns Recertification Program class as they received their recertification certifi­ cates at the Oct. 9 regular membership meeting at headquarters. In response to the "old dog" quip by recertified Bosun David Dickenson, who joined the SIU in 1945, another newlyrecertified bosun, Sven Stockmarr, who has been sailing since 1938, told the membership at the meeting that "new tricks were learned" by him in the Sep­ tember bosuns retraining classes at the Harry Lundeberg School for Seaman­ ship at Piney Point, Md., and at union headquarters. The other graduating bosuns were James Pulliam, S. J. Jandora, Calvain A. James and James W. Parker. After the meeting, the elected Bosuns Selection Committee consisting of Rob­ ert Corbea, WUliam Velazques and William Funk began working to select the 12 bosuns and alternates to enroll in the next 60-day Bosuns Program. Also graduating at the same time were 11 Seafarers who completed the fourth class of the 30-day "A"Seniority Upgrading Program at Piney Point and headquarters. Those who received their full union books were L. O. Kittleson, P. J. Andre­ pont, D. B. Smith, C. M. Moore, T. J. McCabe, M. A. Marcus, M. Johnson, P. L. Bean, M. R. Grimes, D. E. Ivey and R. G. Minix, Jr. The bosuns and upgraders were greeted with applause from the as­ sembled Seafarers as each graduate in­ troduced himself. Following his introduction. Bosun Parker of Houston, who joined the SIU in 1945, told the audience that "Piney Point and the Bosuns Recertification Program is one of the best things to come up. And if you miss it, you'll miss one of the best bets of your life!" Bosun James of New York said, "It's a remarkable pleasure to have been here. IhadaSheepshead Bay start and now after 27 years at sea I'll be able to live the rest of my days as a sailor." He joined the union in 1949. "I appreciate the opportunity to be in the program. I saw in Washington the desperate need of SPADfor political action," were the words of Bosun Jan­ dora of the port of New York who joined the SIU in 1944. An "old sea dog" who did learn some new tricks in the retraining program. Bosun Dickenson of New Orleans asked the membership to "Stand up for the Bosuns Class Expanded to 12 The Seafarers Appeals Board—act­ ing under provisions of the Collective Bargaining Agreement in effect between the SIU and its contracted companies — met on Oct. 3 and unanimously agreed to increase the size of the Bosuns Recertification Program classes from the current six to a total of twelve bosuns per month. This action—SAB action #186—will begin with the No­ vember 1st class of bosuns. SIU Vice President Frank Drozak, chairman of the Seafarers Appeals Board, noted: "The Bosuns Recertification Pro­ gram has been extremely successful in providing the industry with highly qualified personnel, and new vessels are being put into service even faster than was originally contemplated. This necessitates a need for a speed-up of the program." Henceforth, the bosun-elected Bo­ suns Selection Committee will select 12 bosuns and 12 alternates from the list of eligible applicants for each month's class. The SlU-AAanned Navy Tankers The recent successful transfer of 13 Navy tankers to manning by the SIU is further proof of why the U.S. mer­ chant marine, over the years, has earned the title of our nation's "fourth arm of defense." The transfer operation, which began last November with the crewing of the USNS Maumee in Jacksonville, Fla., was recently termed a "milestone" achievement by Rear Admiral John D. Chase, commander of the Military Sealift Command. "The civilian personnel displayed dedication and professionalism in planning and accomplishing the job in the most expeditious and efficient man­ ner," praised the MSC chief. October 1973 These 13 tankers, along with other SlU-manned MSC vessels, the Falcon Tanker fleet, and others perform the vital task of supplying our Army, Air Force and Naval bases around the world with a constant flow of oil, jet fuel and motor gasolines. Ju&t as important, the tankers carry out the difficult job of refueling at sea many Naval vessels which must remain on constant patrol to ensure America's national security. These cooperative civilian-military operations have received high Navy praise on several occasions. In addition to the significance of these operations to the national secu­ rity, transfer of the 13 tankem—^the USNS Maumee, American Explorer, Pecos, Cossatot, Shenandoah, Saugatuck, Sauamico, Shoshone, Yukon, Santa Ynez, Schuylkill, Millicoma and Tallulah—has meant more than 500 jobs for SIU members. A story on the recent nine month voyage of the tanker Cossatot is in the centerfold of this issue of the LOG. The Navy is now in the process of having nine new tankers constructed as additions and replacements for the present fleet, scheduled for delivery at intervals throughout 1974 and 1975. With the membership's continued help, the SIU will rise to meet this chal­ lenge as we have always done in the past. Bosuns Recertification Program and give a hand to union officials." Addressing the meeting, Bosim Pull­ iam of San Francisco, who helped to build Piney Point in 1967, declared "The Bosuns Recertification Program at Piney Point is great. We need the help of everyone to succeed." The bosun who joined the union in 1946 also expressed the need for SPAD. He added "Everyone should upgrade." Finally, Bosun Stockmarr of New York who joined the union in 1943, urged more Seafarers to take part in the union's fire-fighting course at Bayonne, N.J. Saying, "We're heading in the right direction," union Vice President Frank Drozak commented on the bosuns pro­ gram with "This is the type of effort that will allow us to meet the needis of the future." lOOfh QMED -Any Rating Seafarer Thurston Lewis at the age of 56 became the 100th engine depart­ ment seaman to achieve a QMED—any rating, since the Lundeberg School be­ gan its Upgrading Program in Piney Point in June 1972. Seafarer Lewis has been sailing with the SIU since December 1943 and for 12 years shipped in the deck depart­ ment. Brother Lewis who makes his home in New Orleans was born on a farm in Oklahoma. "I guess I always had a little salt in my veins," he reminisced, "and I've al­ ways wanted to go to sea." Seafarer Lewis is glad he got his OMED—any rating endorsement. "It's something we're all going to have to get to keep up with the times," he said. In order to achieve a OMED—any rating, a Seafarer must secure the following endorsements: fireman, watertender and oiler; electrician; re­ frigeration engineer; pumpman; deck en^neer; junior engineer; machinist; boilermaker; deck engine mechanic, and engineman. Page 3 �Sugar Islander Completes Maiden Hawaiian Voyage Transporting the largest, single raw sugar cargo ever shipped from the HaWiwan Islands, the SlU-manned Sugar Islander (Pyramid) last month com­ pleted her round-trip maiden voyage to New Orleans. The 28,000 dwt bulk carrier, largest of her type ever built in a U.S. shipyard, carried a cargo heavier than her own weight—31,000 tons. Her chief steward, Ray H. Casanova, thinks his new ship's $65,000 all-eiectric, stainless steel and tile galley would make any cook want to ship out on her. Brother Casanova has been sailing with the union since 1946 out of the port of New Orleans, but says the Sugar Islander is his first "just-off-the-ways" ship. The new ship carried a cargo of com and barley to the port of Honolulu from Portland, Ore. She then left the sugar and pineapple islands of Hawaii early last month with her hold full of raw sugar worth $6.6 million. "We can carry enough sugar in one trip to supply Seattie, a city of 600,000, for one year," Casanova said. The chief steward's galley on the Sugar Islander has enough equipment so that "we could easily cook for 200," he said. Actually, Casanova, Cook and Baker John W. Nuss and Utilitymen Nathan J. Benenate and Charles H. Cassard, all of New Orleans, fed 25 aboard the ship on her maiden voyage. Casanova works a 10-hour day be­ ginning at 5 a.m. In addition to the three square meals a day for the crew served cafeteria style, the galley's refrigerators are open around the clock for Seafarers who f/ h might want cold cuts for a Dagwood sandwich. Hot food for the night watch is also available. The galley's equipment is a triumph of organization. It was designed for SIU stewards by seven former SIU stewards. "I like the equipment best. There's nothing I can say I don't like," he said. The galley has three ovens, one a combination microwave-conventional model which, with a flick of the wrist, can be switched to either use. One of the ordinary ovens has six racks and circulating air which can be used on both top and bottom for roast­ ing, with baking of pies, cakes and biscuits also possible. There's even a push-button potato peeling machine in the galley which re—moves the eyes and skins in minutes. A meat slicing machine, an egg boiler, a steam cooker, a steam kettle, a deep fryer, three mbters, a knife sharpener, a can opener, a shredder, a chopper, a meat grinder, an orange juice squeezer, an ice cube machine, an ice tea machine and hot and cold serv­ ing trays are also available in the new ship's galley. An automatic vent cleaner clears grease from range vents in seconds. The automatic dishwasher can wash and dry complete trays of dishes in minutes. The ship's pantry is filled with ad­ justable shelves which makes handling stores much easier. Another unique feature is a garbage disposal unit which stores garbage while the vessel is in port. A convenient piece of galley equipment automatically washes huge garbage pails, sterilizing them with steam. The greater part of Casanova's sea­ faring career of 32 years has been cafeteria-si?^'^ Page 4 spent in the galleys of 20 different ships. He first went to sea at 17. At age fom he was an orphan in the Hope Haven Home in Louisiana. "I learned cooking and baking there as my trade," he said. He's been married 21 years, has two sons and a daughter. Right after he was married the chief steward tried his hand at a shoreside job. "I couldn't support a family that way so I went back to sea." "My wife doesn't even touch the range when I'm home. I take over. I go for plain cooking myself. I specialize in baking." Casanova seldom eats breakfast and very little thereafter. After seeing and smelling cooked food all day, "I don't eat very much," he explained. Menus on the Sugar Islander include steak twice a week, prime ribs once a week, stuffed crab twice a month and a variety of main dish choices. "In my off hours I read a lot—hunt­ ing books and the Ladies Home Journal for the recipes." In honor of the Sugar Islander's maiden voyage, a special recipe was concocted in San Francisco called "Sugar Islander Pudding Cake", and all hands enjoyed a generous slice of the cake, prepared in Brother Casanova's galley, to celebrate their new ship and her maiden voyage. InclMdes tabtes. ^ Seafarers,Log �Expanding Fleet; Sea-Land Acquires Two Ships I i i P I Vice President's Report i .V s by Frank DrozakiwrwxwiS NEW CONSTRUCTION Among the new construction in deep sea vessels is Seatrain Lines, Inc.'s Williamsburg which is scheduled to be launched in March of 1974. Seatrain already christened the Williamsburg's 225,000-deadweight ton sister ship, the Brooklyn on June 30. Cities Service Tankers has applied for construction subsidy for one 265,000-ton ship. The Company also asked the Maritin\e Administration for construction differential subsidy to aid in the cost of building two 85,000-ton tankers. Delta Lines, Inc. has launched all three of her new LASH-type vessels; the Delta Mar, Delta Norte and Delta Sud. Waterman Steamship Company launched the Robert E. Lee on Sept. 29 while Sea-Land Service, Inc. crewed the Sea-Land Finance on Sept. 16. Maritime Overseas Corp.'s tentative date for delivery of the Over­ seas Juneau is Nov. 1. On the Great Lakes, American Steamship Company has announced that the H. Lee White, which will be operated by Rice Steamship Com­ pany, will be completed in June of 1974. Kinsman Marine Transit Compaiiy has set the tentative crewing date for the Paul Thayer in early November. 3 1/ ir This new 38,800-displacement-ton vessel is one of two ships recently ac­ quired by SlU-contracted Sea-Land Service, Inc. from Pacific Far East Line, Inc. Originally named the Australia Bear by PFEL, Sea-Land has not yet an­ nounced a new name for this vessel or her sister ship. As part of its fleet expansion pro­ gram, SlU-contracted Sea-Land Serv­ ice, Inc. recently acquired two new SL-18 class ships which will provide more jobs for Seafarers. WiA its more than 70 containerships —some of which are the most modern and up-to-date under American- flag— Sea-Land is a good example of the promising signs of new vigor in Ameri­ can shipping. As yet unnamed, the two vessels were purchased from Pacific Far East Line, Inc. at a price of approximately $32 million. The sale is still subject to ap­ proval by the Maritime Administration. The 719-foot long ships were built at Bethlehem Steel Corp.'s Sparrows Point, Md. yard. One of the vessels, which PFEL launched as the Australia Bear on July 19, is currently on sea trials. The other ship, which was sup­ posed to be named the New Zealand Bear, is scheduled to be launched in the near future. The new ships are in Sea-Land's SL18 class which presently includes the SlU-manned Sea-Land Economy and Sea-Land Venture, both of which op­ erate at speeds up to 23 knots and are capable of carrying as many as 733 con­ tainers each per voyage. The two former PFEL vessels will have to undergo some modifications to accommodate Sea-Land's standard 35foot and 40-foot containers. The ships were originally designed to carry 20foot and 40-foot containers to meet PFEL's requirements. With a length between perpendiculars of 677 feet, the new ships' molded breadth is 95 feet and their molded depth is 54 feet. Freeboard draft is 34 feet one inch. Each vessel has a bulbous bow with their bridges forward and the machinery aft. Officers and crew quarters are mod­ em and completely air-conditioned. The main engines can be controlled from a centralized, air-conditioned room which October 1973 also provides bridge control as well as monitoring of shaft speed and direction. Each vessel has 32,000 horsepower geared steam turbines. Sea-Land has not yet determined the route the two new vessels will service. Currently, the Sea-Land Economy and the Sea-Land Venture are on the U.S. Gulf to North Europe route. The SL-18 class of ships are second in modernity, speed and size only to Sea-Land's SL-7s which have ^en breaking speed records on both the Atlantic and Pacific runs. Six SL-7s are presently in service and two more are expected shortly. (See story on SeaLand Finance in this issue of the LOG.) U.S. Idle Shipping Leads the World Although the number of worldwide vessels laid up in August dropped to its lowest level since 1971, the U.S. continued to have the world's largest unemployed merchant fleet, excluding her mothball reserve ships. London* statistics revealed that 206,000 gross tons of U.S.-flag ship­ ping were lying idle, more than 25 per­ cent of the world's total of 795,000 gross tons. Trailing the U.S. in the "laid up league" were Greece with 189,000 tons, Italy with 77,000 tons, Panama with 71,000 tons and Argentina with 53,000 tons. U.S. tonnage involved 15 vessels while Greece's represented 62 ships. The world's idle shipping at the end of August included 147 dry cargo ships and 26 tankers. In 1971, 155 global ships totaling 743,000 gross tons were laid up. In August 916,000 dead weight tons of world shipping were laid up com­ pared to 7.3 million tons idle in May 1972 throughout the world. NEW ACQUISITIONS Waterman Steamship Company took over the Samoa Bear and re­ named it the Lyman Hall. She also acquired the America Bear and the Korea Bear and renamed them the John Penn and the Thomas Lynch, respectively. BOSUNS RECERTIFICATION PROGRAM I am very happy to tell you that the Bosuns Recertification Program continues full speed ahead and the third class graduated at the October membership meeting at SIU headquarters. Our Bosuns Recertification Program is now an integral part of our SIU curriculum of training and upgrading programs. This program is making an historic contribution that is really two-fold in nature. Firstly, it is benefiting the individual sailing careers of each of our bosuns. Secondly, at a time when our union must continue to completely and fully meet its contractual obligations to all of the new vessels coming off the ways, the Program insures that the SIU will continue to have the skilled manpower capable of taking on these new vessels. I am also pleased to tell you that the Seafarers Appeals Board has taken action to increase the class size for the Bosuns Recertification Program from six bosuns per class to 12 bosuns per class starting Nov. 1. I feel that this action is in keeping with the theme of the program, which is to see to it that every bosun has the opportunity available to him to take part and gain from the training in this course. "A*' SENIORITY UPGRADING Also at the October membership meeting in headquarters, our "A" Seniority Upgrading Program, which is conducted both at the SIU's Lundeberg Upgrading Center in Piney Point, Md. and at headquarters, graduated another class of Seafarers who had earned their full books. This program is training better qualified full book members in this union and is greatly assisting us in our obligations to man all of the vessels we have under contract. T-5 NAVY TANKERS Five T-5 Navy tankers manned by the SIU for the Military Sealift Command remain on organizational status. The situation still continues where the performance records of these vessels—the American Explorer, the Maumee, the Shenandoah, the Shoshone and the Yukon—continue to be closely observed by the MSC, the U.S. Navy and other federal agencies. I Imow that Seafarers aboard these vessels and aboard the other Navy tankers which are crewed by the SIU, can be depended upon to continue to maintain efficient and outstanding records of achievement on these vessels in which we can all take pride. I must remind you that these 13 Navy tankers have provided us with more than 500 jobs and you can readily see it is of primary concern to us that these jobs remain with us in order to maintain the foundation of job security for our membership. I know that you realize that these tankers are important to both our union as a whole and to the individual SIU crews who man them. Pages �Boyhood Sailing Fever Becomes'Greaf Lakes Career When Tugman Eino Salo retired re­ cently, he became the first member of the Great Lakes Tug Section in Ash­ tabula to go on SIU pension—and with 36 y^ars of continuous service with the same company, Great Lakes Towing, Brother Salo can proudly say he knows the Lakes as well as anyone. Bom in the small Ohio town of Willoughby in 1908, Eino's family moved K. ^ to Erie, Pa. in 1914, where he has made his home ever since. Brother Salo recalls that "sailing fever" struck him at a very early age, for as a young boy his favorite warm weather pastime was to walk the few blocks from his home to Lake Erie Bay, take a dip, and watch the tugs come in and out. The 65-year old able-seaman first ' Twenty-five years ago, a friend snapped this photo of Able-Seaman Eino Salo as he worked aboard a Great Lakes tug. took a job on the Lakes in 1925 aboard one of the old steamboats so common to Lake commerce in those days. How­ ever, Brother Salo recalls that there was not much steady work on the Lakes then, and with the coming of the De­ pression in 1929, there was no work at all. He reluctantly took various shoreside jobs during the tough early years of the Depression, and in 1937 started his long career on the tugs with Great Lakes Towing. "The pay was only $67 a month then," said Eino, "and we worked long hours every day with no overtime." "Living accommodations were not of the best either," he continued, "we were stuck six or eight men in a foc'sle like sardines." During his years on the tugs. Brother Salo towed cargoes consisting of every­ thing from wheat to iron ore, and is thoroughly^ familiar with every major port of the Great Lakes. His retirement has not slowed Brother Salo down one bit. He spends much of his time working around the house, painting and making other repairs which "I may have been neglecting." Quite an outdoorsman, Eino's fav­ orite sport is hunting with ^e help of his two pedigree dogs—an English Setter and a Beagle Hound— which he trained himself. He also enjoys an occasional fishing trip. Brother Salo makes his home with his wife, Elvira, and his son, Kenneth, who just recently finished a hitch in the U.S. Navy. Eino also has a daughter, Elva, and five grandchildren. 'I % Brother Salo enjoys the good years at his home in Erie, Pa LOG'S Mailing Is Speeded by New Computer System This month's issue of the LOG has been mailed to SIU readers with the help of a new mailing system which utilizes the magic of the computer. The improved mailing system stems from the desire of the union to see to it that readers here and abroad receive their LOGs promptly. Today, using the computer's brain, it's now possible to completely mail out the LOG within one day. There are three major parts to the r I I I I I I I I I I I I I I I I I I I y 1 1 Change of Address • Or New Subscriber Editor, SEAFARERS LOG, 675 Fourth Ave., Brooklyn, N. Y. 11232 I would like to receive the SEAFARERS LOG—please put my name on your mailing list. (Print information) NAME ADDRESS CITY STATE ZIP. SIU-IBU members please give: Bk# Soc. Sec. # ./ /. TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing label from last Issne received. ADDRESS CITY L. Page 6 STATE ZIP. new LOG mailing system. First, a master list of names and addresses is on file on computerized electromagnetic tape. Second, computer updating maintains the master list in oider by identifying, adding, dropping and changing names and addresses on the magnetic tape. The computer also stops mailing of the LOG by request or due to return from the post office. Finally, the computer prints the ac­ tual labels for the mailing. All of this cuts down on error, sav­ ing the SIU time and money. The whole mailing operation from start to finish could conceivably be done in the short space of an hour and 40 minutes. The new IBM 1403 Printer now used can print 950 labels a minute at 1,100 lines a minute, four addresses across the page. The printing of the 1,000 pages of labels from' the magnetized tape fed into the computer takes only 45 minutes instead of four or five hours as before. When presented with the problem of reducing mailing time for the LOG, the carded mailing list of 30,000 SIU mem­ bers and 40,000 LOG subscribers was transferred to magnetic tape with the aid of an optical character scanner and a special typewriter. The tape now goes into the com­ puter for programming, Selected names and addresses are then extracted for the mailing. The com­ puter can sort 40,000 names and ad­ dresses into zip code sequence for the post office in two minutes. A high speed storage disc can hold up to 400,000 names and addresses before they're fed into the printer. And they come out automatically on com­ puter paper as labels reaciy for the Cheshire mailing machine, which then cuts and glues the labels to the individ­ ual and bulk copies of the LOG for mailing. To correct errors and change names and addresses an operator enters the information on a form. Then a keypunch operator punches out a data processing card with the cor­ rection which goes into the updating computer. The SIU computer finds the name and address, erases the error and makes the correction. On LOGs returned by the post office, a card is punched which makes the com­ puter flag and stop further mailing until a change of address card arrives. The computer can also make special mailings, using Cheshire or pressure labels for bulk mailing, to such sections as the IBU, A&G, UIW, one or more states, pensioners, subscribers, zip codes. Seafarers Log 1:^ �Congress Renews Fight To Prevent PHS Closures ! II t The long and complicated battle to keep the Public Health Service hospi­ tals from being closed entered the third round, when the United States-Senate attached an amendment to the Military Procurement Authorization bill, that would maintain the Public Health Serv­ ice Hospitals and continue their com­ plete operations. The latest in the long round of Con­ gressional efforts to keep the hospitals operating was sponsored by Senator Warren G. Magnuson (D-Wash.), Chairman of the Senate Commerce Committee and a strong supporter of the PHS hospital system. Senator Mag­ nuson put the PHS amendment to the Military Authorization bill after the President vetoed the Emergency Medi­ cal Services Bill containing a provision to keep the eight public service hospi­ tals open and an effort to override the veto failed by five votes in the House of Representatives. The EMS Bill had contained a rider that would have required that all PHS hospitals be kept open and that full mescal services be provided to seamen and other beneficiaries. In the report that accompanied this bill, the Con­ gress made clear that it did not feel that the Department of Health, Education and Welfare's plan to close the eight hospitals met the requirements of law. Thus, by adding the PHS rider to the EMS BUI, the Congress had sought to reject these plans and to continue the operation of the PHS hospitals. The EMS BiU saUed through the Congress with overwhelming votes of approval. However, when it reached the White House, it was vetoed by the President. The Senate immediately overrode the President's veto of the EMS Bill on August 2, by a vote of 77-16. The House of Representatives post­ poned a similar vote until after the Congress' August recess, in order to gather support for the crucial override. On September 12, the House vote to override the President's veto won 273 to 144. But a two-third's vote is nec­ essary for an "override," and the vote was five short of the required majority. The only remaining roadblock to the closure of the PHS hospitals was the suit by the SIU against the Department of HEW. The District Court of Wash­ ington, D. C. had granted the SIU's request for a temporary injunction that has prevented the Department from closing the PHS hospit^s. However, Senator Magnuson, de­ cided to renew the legislation fight to preserve the PHS hospitals. On Sep­ tember 28th, he attached the PHS rider to the Military Authorization bill. The rider was virtually identical to the PHS amendment that was a part of the vetoed Emergency Medical Services Bill. His amendment was also spon­ sored by Senators J. Glenn Beall, Jr. (R-Md.), Edward W. Brooke (RMass.), Alan Cranston (D-Calif.), Henry M. Jackson (D-Wash.), Charles McC. Mathias, Jr. (R-Md.), John G. Tower (R-Tex.). After several speeches in favor of the amendment, the biU passed by a vote of 52-19. Because the Authorization bill has already passed the House, the bill now must go to a House-Senate Conference Committee. There the PHS amendment to the Authorization bill is likely to be adopted by both Houses. The bill would then go to the Presi­ dent. In the meantime, the continued operation of the PHS hospitals is assured. Foreign Fleet Overfishing Threatens US.Fishermen Representative Peter N. Kyros 0>Maine) recently told 100 representa­ tives of the domestic commercial fishing industry that "until foreign fishing is brought under control, all talk of other solutions is useless." Invited to represent New England fishermen at the National Fisheries In­ stitute (NFI) convention in Colorado Springs, both Rep. Kyros and Rep. Gerry Studds (D-Mass.) had the same theme: unless an immediate halt is placed on foreign plundering of Amer­ ican coastal waters, the New England fishing industry as it has been known for generations will be on an irreversible voyage to extinction. The Maine Congressman drew a pic­ ture of a battered and discouraged fish­ ing fleet facing the sleek floating factor­ ies of other nations, especially Russia, which sweep the ocean clean of had­ dock, herring, yellowtail flounder, cod, maclmrel, and sea scallops. "We have been unable to stop this high seas robbery," he said, which has continued in "complete defiance of any conservation practices." At least 3,000 foreign vessels were sighted of! the New England coast in 1972, the Congressman said. Although world fish production has tripled since 1950, the American catch has remained relatively stable at 2 to 2.5 million tons. New England landings of foodfish have declined to half of what they were. October 1973 Kyros said that to protect the North American lobster from "the overfishing endured by other, stock," he has intro­ duced legislation with 39 House col­ leagues that would declare the lobster a creature of the continental shelf. "This means that the U.S. would own the lobster resources of! our shore, and other nations would need our permis­ sion to fish for lobster," Kyros said. The red crab and l^g crab are two of 28 species that have already achieved the "creature of the shelf status, and adding lobster to the list would give them vital protection, Kyros said. "We have been very patient in New England," Kyros said. "We are told that ICNAF—^The International Commis. sion for the Northwest Atlantic Fisher­ ies — is there to protect us from com­ plete oblivion. However, we can no longer waitfor proposed solutions which never materialize. "I do not stand before you expecting foreign fishing to cease, but 1 do support the concept of coastal nation control of coastal species—^with strong enforce­ ment powers," Kyros said. The Congressman said that New Eng­ land fishermen are frequently caught in a bureaucratic snarl with the State De­ partment on foreign treaties, and warned that unless immediate Congressional action is taken, "This will be the twi­ light of New England's grand fishing tradition." GEMU By B. Rocker U. S. Public Health Service Hospitals A new development in the fight to save the eight remaining Public Health Service hospitals carne on September 28. The Senate voted 52-19 for an amendment to the military authorization bill offered by Senators Jackson, Magnuson (D-Wash.) and Cranston (D-Calif.) forbidding closure. The pages of the LOG have reported over the last 15 years the whittling away of one hospital after another, by each succeeding ad­ ministration. Our representatives have testified in Congress, supplied information to Congressional committee staffs, participated in meetings in cities where hospitals remained open—to make known the need for PHS, and to resist their closing. We've met with administrators from the Department of Health, Edu­ cation and Welfare, the government department which oversees PHS. We've sought the support of the AFL-CIO and individual unions. In August, when the President vetoed a bill which would have kept the hospitals open, the Senate voted to override. The House failed to override by a slim five-vote margin. In the meantime, the Federal Court of the District of Columbia has ordered the hospitals kept open pending a hearing. The military author­ ization bill, with the amendment requiring the PHS hospitals to remain open, will go to a conference between the Senate and the House. The SIU will be working to have the Senate bill adopted. Cargo Preference—OU The House Merchant Marine and Fisheries Committee is holding hearings on oil cargo preference legislation. The need to reserve a portion of oil import cargo for the U.S.-flag fleet is better understood by more people since last winter's fuel short­ ages and recent gasoline rationing. Under the label "American Committee for Flags of Necessity", several of the major oil companies (with ships of their own registered under foreign flags) and a few other runaway companies, have joined together in an all-out effort against the proposed legislation and they will be a formidable foe. SIU has pointed out that double dependency on foreign supply and foreign-flag ships causes national security problems. The proposed oil import legislation would be a stimulus to the economy, through addi­ tional jobs in shipyards and aboard American-flag ships. More than 200 congressmen have shown their interest by co-spon­ soring the oil cargo bills, and we are very hopeful that Congress will vote this session to reserve a portion of oil imports for the American merchant marine. Tnms-Alaska Pipeline Before the August recess, the House and Senate passed similar bills to grant right-of-way for the pipeline from the North Slope to Valdez and to permit construction to begin immediately. The bills are in the conference committee, where minor differences must be resolved before the final version can be sent to the President. Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. �Charles E. Wilson Christened; SlU Ore Carrier Fleet Grows The SlU-manned Charles E. Wilson completed her maiden voyage last month from Escanaba, Mich, to Tren­ ton, Mich, carrying a foil cargo of iron ore. The 680-foot Great Lakes vessel was christened Aug. 30 at the Bay Ship­ building Corp. yards in Sturgeon Bay, Wise. She is the largest ship ever buUt there. The $13 million ore carrier is named after the late Charles E. Wilson, former chairman of General Motors Corp. and Secretary of Defense during the Eisen­ hower administrations. The Charles E. Wilson is the second in a fleet of five sister ships built for SIU-contracted American Steamship Co. Her sister ship the Roger M. Kyes has been in service for several months, and a third ship, the H. Lee White, is in the final stages of construction and is expected to be launched this year. The other two ships, yet unnamed, are ex­ pected to be delivered in 1974. The Charles E. Wilson is a selfunloader with a 260-foot boom and a discharge rate of 6,600 tons per hour. She has a top speed of 15.3 mph. Her six cargo holds have a deadweight ton­ nage capacity of 29,700 tons of iron ore. Crewmembers are housed aft in air-conditioned single rooms. Her full crew will be 24 men. Another fleet of five ore carriers, owned by SlU-contracted Kinsman Marine Co., is also being constructed on the Great Lakes. First of five, the William R. Roesch is already in service, while her four sister ships will be de­ livered at intervals. These two fleets are a strong indica­ tion of the advent of a new era of ship­ ping and shipbuilding for the Great Lakes. Prior to 1970, more than half the ships plying the Great Lakes were more than 50 years old and the average age of the entire fleet was almost 44 years. Great Lakes shipbuilders were pre­ viously excluded from federal construc­ tion subsidy because the Lakes shore­ line was not officially designated a seacoast. This was changed with passage of the Merchant Marine Act of 1970 which opened the way for federal subsidies to inland shipbuilders. IBU A/hn Earn Licenses SIU Financial Committee Meets D. E. Polk, second left, became first IBU member to achieve a master's license at SlU-IBU Upgrading Center. Sammy Murphy, second from right, is second IBU member to achieve his mate's license. With them for gradua­ tion picture are Lundeberg President Hazel Brown, center. Bob Kalmus, direc­ tor of vocational education, left, and John Luykx, navigation instructor. Pension Bill Passed in Senate /. , /, y'.> 'J The SIU Quarterly Financial Committee elected at the September member­ ship meeting at headquarters prepares its upcoming report. Members of the Committee.are (clockwise, from left): J. Ayala, F. Gonzalez, A. Romero, J. Colder, W. Gustavson, E. Anderson, and W. Cassidy. A pension bill, which would reform unstable and inadequate private pen­ sion funds, was unanimously passed recently in the U.S. Senate. Various bills on the same subject are currently before Committees in the House of Representatives. The bill, labeled "Retirement Income Security for Employees Act", was intro- SILTs Falcon Princess Wins Navy's Praise The crew of the SlU-manned Falcon Princess was praised by the U.S. Navy for expertly carrying out an intricate refueling rendezvous with the USS Blue Ridge late in August. In a telegram sent to Falcon Tank­ ers, the Navy stated that the operation was "a complete success and the pro­ fessionalism shown by the Falcon Princess crew was outstanding." In only one hour and 10 minutes, the Falcon Princess pumped 158,046 gallons of oil to the USS Blue Ridge while at sea, just east of Singapore. The refueling was the first between a U.S. amphibious ship and a civilian charter tanker, according to the Navy. Similar words of praise were used earlier this year when Military Sealfift Commander Adm. John D. Chase com­ mended the Falcon Princess for her transfer of MSC cargoes at sea. The tanker had been serving as part of the Charger Log IV Program con­ ducted by the MSC to gauge the feasi­ bility of using civilian owned and manned vessels to support the opera­ tion of military vessels. In his communication sent to the Falcon Princess, Adm. Chase had noted: "Your two product transfer of in ex­ cess of 50,000 bbls from an MSCcontrolled tanker (Falcon Princess) to a U.S. Navy fleet oiler constitutes the transition point of the Charger Log IV Program from the testing stage to a fully operational support program. "The superlative performance of the officers and men of foe Falcon Princess have made this major transformation in the Charger Log IV Program an unqualified success." Labor's Role Neglected in Schools Participants in a three day national planning conference on Labor and the Schools — which included Lundeberg School officials Hazel Brown and Rich­ ard Shinkle — agreed that American schools have generally shunned the con­ tributions of the labor movement to the growth of the nation, but they saw hope­ ful signs that this may pass. John Sessions, assistant director of the AFL-CIO Department of Educa­ tion, said that a wealth of good supple­ mental teaching materials on labor's role in society has become available, but said that much more needs to be done by the schools before labor is given a "fair shake" particularly at the secondary level of education. AFL-CIO Research Director Nat Goldfinger and Albert Shanker, pres­ ident of foe New York local of the American Federation of Teachers, agreed that more needed to be done in this area. Shanker said he was upset at "the invisibility pf labor in textbooks and in the schools' curriculums." Goldfinger said that trade unions have a vital interest and a direct con­ cern with labor and education in the schools. The conference attracted more lhan 100 union officials, .educators and ob­ servers from across the nation to dis­ cuss the problem of anti-labor bias in the American educational system and to develop a program for implementing labor programs in the schools. duced because—unlike foe well man­ aged and well funded SIU pension plan —some private plans have been unable to pay workers foe sums they were ex­ pecting after foe required years of serv­ ice. In fact, some plans have completely reneged on paying any pension benefits. Designed to protect workers from such improperly funded pension plans, foe bill will nevertheless cover all private pension funds, even those like the fi­ nancially sound SIU plan. Some general highlights of the bill, which was passed 93-0 by the Senate, are the following: • Establishment of minimum re­ quirements for vesting of pensioners. • Establishment of funding require­ ments to insure that private pension plans are adequately financed. • Establishment of an insurance ar­ rangement to which all plans will con­ tribute. • Establishment of certain fiduciary (trustee) requirements to make sure that those who administer the pension plans are responsible to their jobs. Other provisions in the Senate bill in­ clude foe recognition of different types of pension plans, such as those that are funded by a single employer and those that are fonded by a multi-employer. The bill that finally comes to the floor of foe House is not expected to be radi­ cally different from the Senate legis­ lation. - The SIU has expressed foe opinion that in guaranteeing the rights of work­ ers in private pension plans, Congress also insure that financially sound and stable plans are not harmed. Seafarers Log �Sea-Land Market, Resource Next Sea-Land Finance Completes Maiden Voyage • The Sea-Land Finance, sixth of eight new SL-7 containerships to be crewed by tlie<w££yr^^somplcted her maiden voyage late last month. After docking Sept. 24 in Port New­ ark, N.J., after her voyage from Ger­ many, and Rotterdam, the Nether­ lands, she sailed through the Panama Canal to Seattle and Yokohama. The next two Sea-Land containerships to be manned by Seafarers this month and in March 1974 will be the Sea-Land Market and the Sea-Land Resource. This winter, the Sea-Land Finance's record-breaking sister ships, the SeaLand McLean and the Sea-Land Ex­ change will join the Sea-Land Gallo­ way, the Sea-Land Commerce and the Sea-Land Trade on the Far East run. The keel of the first of the eight con­ tainerships, the Sea-Land Galloway was laid in 1970. Sea-Land Finance Bosun Walter Nash, a recent graduate of the SlU's Bosuns Recertiflcatlon Program, heaves a monkey fist to the dock below as the huge vessel docks. Sailing on the Sea-Land Finance is Bosun Walter Nash, a July graduate of the SlU's Bosuns Recertification Program. Brother Nash was also quartermaster for the Sea-Land Commerce on her maiden voyage. He had high praise for the Sea-Land Finance's Chief Electrician and Edu­ cational Director Sadak Wala for his maintenance of the ship's over 200 reefer containers and his help in "tieing up the winches below." At 33 knots, the SL-7s have cut two days off the usual Seattle-Japan run making them the largest and fastest commercial containerships in service. Sea-Land still has 13 smaller con­ tainerships equal to the cargo capacity of four SL-7s. Ten of these sail to Europe and three sail in the Far East feeder service calling on ports the SL-7s bypass. QMED Tom Harris adjusts line to the ship's steam generator. Crew of the Sea-Land Finance prepared for her maiden voyage at the SlU's PIney Point upgrading center. Chief Cook Al Carpenter launches meal preparations in ship's galley. r —"'-L.Fi'- ^ i. •-.P;' •W- ^ ' - p..'. .• • .. Moving slowly into the harbor on Sept. 24, the new containership ends her maiden voyage from Europe. October 1973 Page 9 �Trans-Alaska Pipeline-Needed Nowl Construction of a trans-Alaska pipe­ line to transport oil from Alaskans North Slope to Valdez, Alaska from where it would be transshipped on American-flag tankers is close to be­ coming a reality. The SIU has been in the forefront of the battle supporting construction of the pipeline. One of the most vigorous sup­ porters of the pipeline in Congress is Senator Mike Gravel of Alaska. Because of the impact the pipeline would have on alleviating our nation*s present energy crisis and because of the effect it would have in providing new jobs for Seafarers, the following statement on the pipeline, written by Senator Gravel, is being reprinted in the LOG to keep Seafarers fully in­ formed on this most important issue. BY MIKE GRAVEL U.S. Senator from Alaska D uring the past year, the cause that has con­ sumed more of my time, thought, and energy than any other has been trying to get construction of the trans-Alaska Pipeline under­ way. The reason is simply that the pipeline could be the lifeline for Alaska and for the entire na­ tion. It could be the key to Alaska's economic vitality and to an easing of the nation's growing energy crisis. It would provide new fuel, new money, and new jobs at a time when they are needed most. The Energy Crisis This past winter was a particularly severe one in many parts of the country. Schools were closed because there was no fuel to heat them. Factories were closed or their shifts reduced for the same reason. The state of Minnesota appealed to the President for special federal assistance in meet­ ing its ener^ needs. There was talk of oil and gasoline rationing—and now there is concerted Congressional action in this area. An inevitable effect of the domestic fuel short­ age has been our growing dependence on foreign oil. Even as Texas oil fields operate at 100 per­ cent capacity (for the first time since World War II), we grow more and more dependent on for­ eign oil. In 1970, 22 percent of our oil was im­ ported; by 1980, it is expected to be as much as 50 percent. The implications of this dependence on foreign oil are far-reaching and exceedingly dangerous: • Our national security could be threatened as a minor conflict in the Middle East causes a sudden stop in the shipment of foreign oil to our shores; • Our balance of payments deficit—increased from $2 billion to $6.4 billion since 1971—could further increase as more American dollars flow out of the country so that urgently needed foreign fuels may flow in. This problem has produced two devaluations of the dollar in the past two years. All of these possibilities constitute a threat to the industry, health, and education of the Ameri­ can people. Alaska's Economy In 1970, the oil industry contributed some $50 million in payrolls to the Alaskan economy. It provided approximately 5,000 jobs. Beginning the pipeline this year would increase that sub­ stantially. The Interior Department estimates that by 1976, at the height of the pipeline construc­ tion period, the oil industry would generate some Page 10 $400 million in personal income and create about 30,000 jobs. Alaska needs these jobs for a pros­ perous and stable economy. Organized labor's support is reflected in a re­ cent statement issued by the Executive Council of the AFL-CIO that I ordered printed in the "Con­ gressional Record." For more than three years, the trans-Alaska Pipeline has been a matter for the courts. But in February, the U.S. Court of Appeals ruled it could do nothing further and put the issue in the lap of Congress. The court ruled—by a vote of 7-0—that the Secretary of Interior does not have the authority to issue a construction permit allowing a rightof-way wider than 54 feet. Its decision was based on the Mineral Leasing Act of 1920, which al­ _ Alaska's Sen. Gravel stands before stacked pipes lows a corridor of 25 feet on each side, plus the 'that await use in meeting nation's energy crisis. width of the pipe itself. have strongly backed authorization of a pipeline In addition, the court—by a vote of 4-3— that would cross Canada instead of Alaska. decided not to rule on the environmental issues But even if a trans-Canada pipeline is built to involved, preferring to wait until Congress re­ transport oil from the North Slope, it would still solves the right-of-way problem before ruling on have to cross Alaska to reach the Canadian the environmental aspects. border and it would still have to cross part of the The Congress is considering action to update Midwest to reach its ultimate destination: Chi­ the Mineral Leasing Act of 1920 to allow a cor­ cago. Therefore, the Mineral Leasing Act of 1920 ridor wide enough for pipeline construction. This would still have to be amended to accommodate will return the issue to the courts and delay con­ the Canadian line. struction of the line for at least two years. Second, a thorough Interior Department study Congress can do more to get the pipeline built says that the Alaska pipeline can move oil safely. sooner. I have introduced legislation that would Its conclusions are that little, if any, lasting have the Congress decide that the environmental damage will be done to the environment by the statement on the pipeline is sufficient. Congress pipeline. Moreover, it makes mandatory certain would, in approving my amendment, be substitut­ standards that contractors must follow. These ing its judgment for that of the courts that the standards guarantee environmental protection. statement meets the requirements of the law. Provision is made for pollution control in all Such action would clear all roadblocks to pipe­ forms. The pipeline constructor will have to pro­ line construction, permitting construction to be­ gin, hopefully this year. vide buffer strips one-half mile wide from wildlife areas, parks, historic sites, national landmarks, We can't afford to wait two years, since during or recreation areas. Fish and wildlife protection is that period, the energy crisis is sure to worsen— also covered in the contractual requirements, and as are the national balance of payments problem restoration of any disturbed areas is required. and the Alaskan financial and employment out­ look. The pipeline itself will be designed to with­ stand anything but the most severe earthquake. At the heart of the entire pipeline issue is the In areas of terrestrial instability, a network of environment issue. Environmentalists claim the ground-motion detectors will be installed to co­ pipeline would have a detrimental effect on a broad swath of The Great Land. As a result, they ordinate with a fast-moving shut-down system. PARTIAL STATEMENT BY THE EXECUTIVE COUNCIL OF THE AFL-CIO "It is tragic that while the United States is facing an energy crisis, including shortages of petroleum products, one of the largest reserves of petroleum—Alaska's North Slope—remains undeveloped. "At a time when the U.S. is forced to increasingly rely on oil imports—^with resultant loss in American jobs, damage to this country's balance of trade and potential threat of national security—development of Alaskan oil reserves is blocked by outdated right-of-way requirements and environmental concerns, some real and some imagined. "The fastest, most economically feasible and most secure method of transporting Alaskan oil to the burgeoning American markets is by pipeline to Valdez and by tanker to West Coast ports. "Jobs for American workers would be generated not only in building the pipeline and related plant construction, but also in maintaining it and in manning the transshipment facility at Valdez. Approximately 33 new U.S.-flag tankers would be needed to carry the oil, thus stimulating em­ ployment in U.S. shipyards and for U.S. shipboard workers. "However, the key to transshipment is construction of the Alaskan pipeline, and construction of the pipeline depends on Congressional action to give the Secretary of the Interior legal authority to grant the right-of-way. "Congressional action is also necessary to legalize many oil and gas pipelines in all regions of the country which, as a result of a recent court decision, are technically illegal. Unless legal remedy is provided, these pipelines could be enjoined and the jobs of many workers endangered... "We recognize that full development of Alaskan oil reserves will not solve America's larger energy crisis. The future stability of the country's economy requires immediate measures to insure America's self-sufficiency in all forms of energy . . . "If America does not solve its immediate and long-range energy needs, this country will be forced to depend largely on foreign sources with political, economic and national security hazards. "Without sufficient energy resources America will not be able to meet its economic and social goals, but if the Congress acts now it can assure Americans both a better environment and a better life for everyone." Seafarers Log �Working in the Seatrain Maine's galley is Third Cook John McRee helping to prepare a meal for the crew. Wiper John Pivarott looks on as the ship's oil is pumped at the Bayonne, N.J. Army Terminal. The SlU-manned Seatrain Maine (Hudson Waterways) returned from the Far East run last month, docking at the Bayonne, N.J. Army Terminal to unload cargo and pay off her crew. After unloading her cargo of military supplies, she sailed coastwise to New Orleans before undergoing repairs at a ship­ yard in the port of Norfolk. The 12,321-ton ex-tanker was built in 1944in Sausalito, Calif., being converted to a multipur­ pose cargo carrier in 1967 in Baltimore. She carries Roll-On and Roll-Off containers and is capable of carrying railroad One of the vessel's cranes at work. freight cars. Two overhead cranes with booms on her top deck for load­ ing and unloading cargo are a unique feature of her shipboard machinery. The ship's turbine engine generates 10,000 hp. The 559-foot long Seatrain Maine also has both radar and loran equipment on hoard. ! Oiler Arvid L. Johnson checks oil gauges with his flashlight. October 1973 Chief Cook George Elliott chops onions for a stateside meal after ship's run from the Far East. Page 11 �Great Lakes Off-Season Jobless Pay Bill Signed Seafarer Knowles is presently sailing aboard the containership Panama. A Real Fish Story Is Told If Herb Knowles Is About Fifteen years ago, Herb Knowles was fishing knee-deep in a creek in Florida. After several hours of not even get­ ting a nibble, Herb disgustedly packed his tackle box and headed home. While enroute, the Westwood, N.J.born Seafarer felt something flopping about in the left cuff of his pants. Hastily looking downward. Herb was amused to find that the movement was being caused by two brightly colored tropical fish. He took the ill-directed fish home, cared for them—and since then has developed such a keen interest in col­ lecting tropical fish, that now, when going on long voyages, he brings his hobby along. The 57-year old chief steward sets up all necessary apparatus, which in­ cludes a 12-gallon t^, air pumps and a sturdy bamboo stand, in a promi­ nent position in his foc'sle. He tightly fastens the stand, which he built himself with $7 worth of bam­ boo, to a smooth section of bulkhead and places the tank on top. "The stand is so secure," says Herb, "that the ship would almost have to capsize for the tank to fall off." Presently inhabiting this 12-gallon home are 10 strikingly beautiful tropi­ cal fish of four different species. They include silver gourami, pearl gourami, black lace tetras and one rather fat elwin catfish from the Amazon River. They cost approximately $1.25 each, but are worth a lot more to Brother Knowles. Although his favorite species is the multi-colored pearl gourami. Herb ad­ mits that the most interesting to watch is the elwin catfish, which acts much like a vacuum cleaner, sucking up tiny particles of food from all sides of the glass tank. The veteran Seafarer, a chief stew­ ard for over 30 years, serves quite an assortment of foods to his tiny crew. The menu includes chunks of freeze dried shrimp, fresh cooked spinach, live bloodworms, an occasional egg yoke, and brine shrimp eggs (the fish's favorite) which take up to 48 hours to prepare in a solution of warm salt water. Over the years Herb has owned 30 different species of tropical fish, pur­ chased mostly in Japan and Southeast Asia. The most expensive fish he has ever come across is the pompadour fish of South America, costing $12 each. Brother Knowles explains that the amount of time necessary to properly care for these delicate animals takes up a good deal of his free shipboard hours. He must often clean and change the tank water which takes about three hours—and water temperature must be strictly maintained at 80 degrees. Also, during rough weather, he must syphon out some of the water so the tani will not overflow. Herb highly recommends this hobby to hypertensive individuals. He ex­ plains that the slow, methodical move­ ments of the fish are very relaxing to watch. "They are an excellent sedative," he says. He does not plan to retire until the age of 65. By then he will have been sailing for 45 years. Herb now makes his home in San Francisco, Calif, with his wife, Wilma, and son, Paul Joseph. Ohio's Gov. John J'. Gilligan last month signed into law a bill which will give that state s Seafarers unem­ ployment pay for the first time. The bill, fought for by the SIU for nearly 20 years, was passed by the state Legislature Aug. 28. It was signed by the Governor on Sept. 17 in Col­ umbus. A major feature of the new law af­ fecting SIU members sailing on the Great Lakes for Ohio-based shipping companies removes the long standing provision that their work be considered seasonal. It was that stipulation which had previously stopped merchant sea­ men there from collecting jobless pay during the off-season. Under the old Ohio law. Great Lakes seamen were classified as seasonal workers who were ineligible for unem­ ployment compensation benefits during the "off-season" and whose total ben­ efit entitlement was proportionately reduced. In the past, only Ohio and Michigan excluded merchant seamen from col­ lecting these benefits available to unemployed workers, including long­ shoremen and tugmen. Michigan passed a jobless pay bill for seamen in 1937. The passage of the bill resulted from the efforts in the Ohio Legislature by the SIU and other Great Lakes mari­ time unions. They fought strong op­ position from the big steel companies to have the seasonal restriction re­ moved from the old unemployment compensation law. Under the old law. Seafarers sailing on the Great Lakes and 3,200 mari­ time workers employed on 80 ships operated by shipping companies based in Ohio, could only qualify for jobless pay benefits during the 40-week ship­ ping season which usually begins the last week in March. No eligibility credit was given for the 12-week "off­ season" period. Any benefits paid by the end of the 40-week season were suspended until the following season began. An example of how the old Ohio law discriminated against merchant seamen, is the case of two Great Lakes Seafarers residing in Toledo, one work­ ing for a Cleveland shipping com­ pany and the other for a Minnesota company. \\^en the Minnesota Seafarer was laid off, he drew jobless pay from that state. But the Cleveland Seafarer was out of luck. Under the new Ohio law, in addition to increasing benefits from 20 to 26 weeks, benefits were raised from $60 to $77 for a Seafarer with no depend­ ents. With a dependent, he'll get $94 instead of the $70 given in the past; for two dependents, $100 instead of $77. A Seafarer with three dependents now receives $107 instead of $83. With four dependents he'll get $114 instead of $91. The new schedule of benefits also includes a built-in method for cost-ofliving increases in effect Jan. 1, 1975. Finally, the new law eliminates the requirement that a Seafarer receiving unemployment pay report weekly to the unemployment office. Now he'll be able to report either biweekly or by mail. Sponsors of the new law in the Ohio Legislature were: Sen. Howard Cook (R-Toledo), Labor and Commerce Committee chairman; Sen. Marigene Valiqucttc (D-Toledo); Rep. Barney Quilter (D-Toledo), majority leader of the House of Representatives; Rep. Casey Jones (D-Toledo); Rep. Leonard Camera of Toledo, Labor and Commerce Committee chairman, and Rep. Arthur Wilkowski of Lorain, Judciary Committee chairman. UIW Convention Nominations The SIU-afQliated United Industrial Workers of North America is now accepting nominations for the position of convention delegate from those members wishing to serve at the UIW National Convention to be held on Nov. 28 in Washington, D.C. Sixteen delegate positions from the two UIW regions are open to members —14 from the Atlantic Coast Region, and two from the Gulf Coast Region. Any member in good standing may nominate himself for the position by writing to the Regional Director, United Industrial Workers of North America, 675 4 Ave., Brooklyn, N.Y. The nominations should be sent by registered or certified mail, and must contain the member's full name, ad­ dress, book number and social security number. They must be received by the Regional Director before noon, Oct. 23. A comprehensive six-page report, completely outlining all election dates and procedures was sent to the last known address of each UIW member. New Orleans Terminal Opens The new Milan Street Wharf com­ plex was recently dedicated in the port of New Orleans. The $6 million facil­ ity on the Mississippi River was designed and built specifically to ac­ commodate the new ultra-modern LASH vessels and their barges. The new cargo terminal was con­ structed on the site of the city's old Stuyvestant Docks, just downstream from the Napoleon Avenue Wharf. The Milan Street Wharf measures 1,265 feet, with its shed and railroad approaches. The modern nature of the new wharf allows it to handle 650,000 tons of cargo annually. It is only the second LASH termi­ nal of this type to. be built in the U.S. On hand for the formal dedication of the new complex were Louisiana Page 12 Governor Edwin W. Edwards, Secre­ tary of Labor Peter J. Brennan and Eads Poitevent, President of the Board of Commissioners of the Port of New Orleans. The SlU-contracted vessel Delta Mar (Delta Lines), returning from her maiden voyage to South America, was a featured attraction at the dedication ceremonies for the terminal. Delta Lines will be the principal user of the new facility. The recently-inaugurated port com­ plex indicates an expansion of Delfa Lire's reliance on LASH-type vessels. Seafarers in the port of New Orleans will note that the new terminal is closer to the SIU hall on Jackson Ave. than the previous wharf was, and that it is easily accessible by a direct bus route. Gov. John J. Gilligan of Ohio (center) with SIU Cleveland Port Agent Don A. Bensmeh (left) and AFL-CIO Ohio President Frank King aftet signing the bill. Seafarers Ug r �IBU Supports Rule Permitting Mixing of Inland Cargoes The SlU-afliliated Inland Boatmen's Union has expressed strong support for the so-called "Mixing Rule" bill — S. 2267—which would permit the mix­ ing of regulated and unregulated com­ modities. The union's position was submitted to the Senate Commerce Committee by O. William Moody, Jr., the union's Washington representative who also is administrator of the AFL-CIO Mari­ time Trades Department. S. 2267, which the committee now is considering, seeks to amend Section 303(b) of the Interstate Commerce Act by repealing the "No-Mixing Rule," which prohibits mixing of regulated and unregulated commodities in the same vessel or tow; and the "Three Commod­ ity Restriction," which does not permit more than three types of exempted com­ modities to be mixed in any one tow. In a letter to Commerce Committee Chairman, Sen. Warren G. Magnuson (D-Wash.), Moody declared that S. 2267 "will serve to maintain efficient and economic operations on the inland waterways of the United States to the benefit of shippers and consumers." He pointed out that since 1941, im­ plementation of Section 303(b) has been deferred by legislative and execu­ tive action because "it was evident then, as it is now, that unless its constraints were relaxed, transportation flexibility would be hindered; the inland water carriers would face operation difficulties and the resulting increase in costs would be passed on to the consumer." Noting that improved towboat tech­ nology has enabled barge operators to keep their costs down, with rates still at 1960 levels, the union spokesman asked for favorable action on S. 2267 as a means to "encourage the continuation of a healthy inland waterways transpor­ tation industry ... to fulfill its vital role in the transportation systems so neces­ sary to a healthy national economy." SlUNA Fishermen Win Strike The eight week strike by the SIUNAaffiliated New Bedford Fishermen's Union ended early last month with the signing of a new three year contract with fishing boatowners. The new contract, which is retroac­ tive to July 7, will extend to Aug. 30, 1976. Among its provisions is an in­ crease in pension and welfare benefits for union members. The strike, which began on July 11, was the longest fishing strike in New Bedford, Mass. since 1940 when fisher­ men struck for nine weeks. Negotiations for a new contract, ac­ cording to union Secretary-Treasurer Austin Skinner, had begun the middle of May. The contract was to have ex­ pired on June 30 but it was extended to July 7 when no final agreement had been reached. Meanwhile, it was announced in early July that the National Oceanic and Atmospheric Administration has earmarked $525,000 to rehabilitate the New England fishing industry. An agency of the NCAA, the Na­ tional Marine Fisheries Service, will provide the money in two parts—the first allotment will be for $400,000 and the second for $125,000. The New England fishing industry has suffered a sharp decline in recent years but unions, boatowners, seafood producers and legislators are trying to improve the industry through both na­ tional and international efforts. Bethflor Safety Award Seafarer Arthur Sankovidt (right) accepts Certificate of Honor from SlU Medical Director'Dr. Joseph B. Logue at headquarters clinic. Brother Sanko­ vidt was honored by SID for his service to the Union's Blood Bank. SlU Blood Donor Honored "If someone needs blood, I'm more than willing to give it," says Brother Sankovidt, explaining his philosophy. The three gallon donor has never had the occasion to need blood him­ self, but realizes that he is entitled to draw on the SIU's supply if a trans­ fusion is ever necessary. Brother Sankovidt, a resident of Pas­ saic, N. J. who ships out of the port of New York, urges all his SIU broth­ ers to give blood when they can: "It's painless and takes only a few minutes to donate blood. Then you and your dependents are eligible to draw on the SIU Blood Bank if you ever need life-saving plasma. "The most important reward, how­ ever, is not your eligibility to use SIU blood, but, rather, the satisfaction of giving . . . and the feeling of brother­ hood that comes with donating to fel­ low SIU members." The SIU Blood Bank has been in operation since January, 1959. Since then, over 9100 donors have given blood at the N.Y. clinic alone, so that the Blood Bank could maintain a con­ stant supply of life-saving blood for SIU members and their dependents. SIU member Arthur Sankovidt started giving blood at the clinic in the very first year the Blood Bank opened, and has continued to donate blood regularly. Recently, he became the record holding SIU blood donor—^with a total of three gallons donated over the years. Runner-up is Brother Alvin Carpenter —^who has donated a total of 17 pints. Brother Sankovidt, who sails as messman, was honored at the SIU clinic at headquarters for his achieve­ ment. He was awarded a certificate for his steady and unselfish contribu­ tions to our Blood Bank. SIU High School Program Available to Seafarers is interested in taking advantage of this opportunity should fill out the coupon below and mail it to the Harry Lunde­ berg School at the address printed on the coupon. Following are the requirements for eligibility for the Lundeberg High School Program: Sixteen Seafarers have achieved high school diplomas through the SIU-IBU academic upgrading program at the Lundeberg School in Piney Point—a 100 percent passing record. The program is open to all SIU and IBU members—regardless of age— who have the desire to achieve their high school diplomas. Of the 16 mem­ bers who have achieved diplomas so far, the youngest was 18 and the old­ est 42. The study period ranges from 6-8 weeks, and classes are small permitting teachers to give individualized instruc­ tion. Specialists in reading and study skills are available to help students learn more easily. Any member of the SIU or IBU who 1. One year's seatime or time aboard a towboat. 2. Initiation fees must be paid in full. 3. All outstanding monetary obliga­ tions such as dues and loans must be paid in full. 4. Getting a satisfactory score on the screening test which will be mailed to I I aih interested in furthering my educs,tio«.andIwo»ldlikemo«toton».to} I on the Lundeberg High School Program. I ! Namft ' As some crewmembers and company officials look on, Captain L. A. Piatt (far right) proudly displays the certificate awarded to the SlU-contracted Bethflor (Bethlehem Steel) for having the best safety record in the company's fleet In 1972. This was the third year in a row that the ship was given the award. It was presented at the company's docks in Sparrows Point, Md. October 1973 Page 13 �Young Seafarer Follows SIU White Cap Tradition ASHORE Paducab, Ky. Plans are now being formulated for construction of a coal transfer terminal on the Ohio River, eight miles west of here. The large terminal is scheduled to be built on a 900-acre tract of land just below Metropolis, III. The American Electric Power System is financing the project—at an ap­ proximate cost of $16 million. The terminal will be used in the transfer of low-sulphur coal from railcars to IBU barges for delivery to generating plants in the Ohio Valley. The operation is expected to handle 10 million tons of coal annually. Construction has begun on a new lock and dam near Smithland, Ky. The new facilities will be at the mouth of the Cumberland River, 15 miles east of Paducah. Buffalo, N.Y. A dinner dance sponsored by the Buffalo Port Council of the Maritime Trades Department was held here recently. OflScials and members of 26 local unions affiliated with the MTD attended the affair and SIU Port Agent Roy Boudreau described the event as a "great success.' Grain trade in the port of Buffalo is exclusively SIU now since SIUcontracted Kinsman Marine Co. operates all of the grain elevators in the Buffalo area—insuring more work for Seafarers in this Lake Erie port. Houston, Tex. The Western Gulf Port Council of the Maritime Trades Department, AFLCIO will hold its annual dinner dance on Oct. 20. In addition to SIU representatives. Congressman Bob Eckhardt (D-Tex.) —a member of the House Committee on Interstate and Foreign Commerce— and Texas Governor Dolph Briscoe are expected to attend. Lorain, Ohio Seafarer Chuck Probst was less than two years old when SIU founder Harry Lundeberg passed away in 195 7, but he is carrying on a tradition started by Lundeberg in the early days of our union—the wearing of the ffoppy white seaman's cap as a symbol of union brotherhood and solidarity. Seafarers still refer to the ffoppy white caps as "Lundeberg stetsons", as they reminisce about the role the hats played when SIU members hit the bricks for seaman's rights during the General Strike of 1946 or when the SIU came to the aid of the New York United Financial Employees Union during the 1947 Wall Street beef. The white caps were worn proudly in those struggles so that Seafarers could identify their union brothers on picket lines and also so that the ene­ mies of the SIU could see the kind of militant support the union could generate for its just causes. Chuck Probst became interested in the history of the SIU and the role the white cap played in that history during his entry rating training at the Harry Lundeberg School of Seaman­ ship at Piney Point, Md. The Oklahoma native was so im­ pressed with the sea of white caps illustrated in an SIU film on the Wall Street beef, that he purchased one him­ self in his home port of New Orleans upon graduating from the school in 1972. "The white cap not only demon­ strates the tradition of SIU brother­ hood and solidarity," the 18-year old wiper explains, "but it also has a prac­ tical function: it keeps my hair safely tucked away when I'm working on board ship." The 19-month veteran of the SIU feels that he is not imitating Harry Lundeberg by adopting his headgear; instead, young Probst feels that he is doing his part to remind his shipmates of the proud traditions of their union. Chuck Probst feels that another im­ portant factor in the SIU's history is the ongoing tradition of improvement and self-betterment for both individ­ ual members and the union in general. This is why he plans to return to the SIU's Lundeberg Upgrading Center for a high school diploma. Though the days of hitting the bricks seem to be long gone (the major strug­ gles the SIU faces now occur around the bargaining table or on the legisla­ tive front). Brother Probst knows that union solidarity is just as important today as it was in the early days of the SIU. He says: "Wearing the white Seafarer's cap is a constant reminder to my shipmates and myself of the struggles we seamen have undertaken and won in the past and the lesson that we learned from those struggles: that there is Security in Unity." Quartermasters Training Now under construction at American Shipbuilding Co.'s yard here is the Great Lakes carrier Paui Thayer, to be operated by SlU-contracted Kinsman Marine Transit Co. The vessel, sister ship of the recently-launched William R. Roesch, is being built under the subsidy provisions of the Merchant Marine Act of 1970— legislation for which the SIU vigorously fought. The Paul Thayer—scheduled for delivery next spring—will join the William R. Roesch in the transport of tacoiute ore on the Lakes. Philadelphia, Pa. Six Philadelphia IBU deckhands earned their mate's licenses through the IBU-SIU Upgrading Center at the Harry Lundeberg School of Seamanship at Piney Point, Md. The men who received their U.S. Coast Guard licenses are: John Wozank, Virgil Quillan, Jack Joyce, Eddie Hultz, Frank Auerswald and Phil Ayers. Jersey City, N. J. Regional Director Eddie Pulver of the SlU-affiliated Railway Marine Region reports that Congress has amended the Railway Labor Act regarding pensions for all railroad employees—the first time the law has been modified in 50 years. RMR members can now retire—with full pension benefits—at age 60 with 30 years of service. Prior to this change in the law, a member had to be 65 years old and have 35 years service for full retirement benefits—or else he had to take a cut in pension. Instructor Mark Durand works with Seafarers who are preparing for quarter­ master examinations. Radar plotting and rules of the road are some of the complicated problems which these men must master to qualify. The Lunde­ berg Sch'ool has experienced instructors to help Seafarers achieve higher ratings. From left are: Seafarers Carroll Heick from San Francisco; Jennings Long from Baltimore, and Tony Ferrara from New York .... Piney Point, Md. The Lundeberg Library at the SIU's Harry Lundeberg School of Seamanship offers a wide variety of educational and historical materials for academic study, vocational training, reading and musical enjoyment, reading improvement and intellectual enrichment. All Seafarers are welcome to use the Library's services. The Lundeberg Library features a large selection of maritime books and magazines, as well as reading matter on general subjects; audio-visual aids; recordings, and historical documents—including union minutes written by Andrew Furuseth, in his own handwriting, dating back to the nineteenth century. Bay City, Mich. A major reconversion job will be done here this winter on the Great Lakes freightship Nicolet owned by the Gartland Steamship Co., a subsidiary of the SlU-contracted American Steamship Co. of New York and Buffalo. The ves­ sel is expected at a shipyard here Nov. 15. The reconversion will include structural alterations and removal of steam engines, oilers, bunkers and related equipment. A new 2,875 hp diesel engine will also be installed in the ship. Page 14 . . . > and the hard work paid-off as the successful candidates proudly dis­ play their Quartermaster Certificates of Achievement. From left are Eugene McKenna, Jennings Long, Instructor Mark Durand, Thomas Spangler, Carroll Heick and Tony Ferrara. Seafarers Log iii �Seafarer Bortz Narrates Life on Sea-Land McLean •5?SgPSSPft5iS»^^ Seafarer Charles A. Boris is a more than 20-year veteran of the SIV and is currently sailing as an able-seaman aboard the SL-7 containership Sea-Land McLean. After his most recent voyage aboard this new vessel. Seafarer Boris decided to write to the LOG and tell others what life is like aboard these new vessels. When I woke up my first morning on the "McLean," I had a moment of panic. I thought that I was flaked out in a New Jersey motel room and had missed the ship. Nothing within view of my rumpled three-quarter bed bore any resemblance to a ship's foc'sle. A combination bureau-desk stretched 10 feet along one wall—beside me was a vinyl cov­ ered easy chair and somewhere beyond my toes—^beyond an end table and an upright lamp—^was a snugly closed closet door. The room was carpeted from wall to wall in mottled blue and as I sat up I almost banged my head against a square box which was ob­ viously some kind of radio speaker. Overhead there was no reassuring maze of pipes, only the fitted panel of an airconditioning unit and a couple of fluo­ rescent light domes. I was still shook, but at least I knew where I was. I toddled barefoot over the yielding carpet to my tiled bathroom —commode, wash basin, medicine cab­ inet and glass-enclosed shower—and threw some water on my face (potable water, the only kind that runs ^ough the McLean'^' faucets). With the sleep out of my eyes and some of the fog out of my head, I could just sense the ship's movement through the water. It was a strange motion though—^jerky and a little threatening —more like riding a jet plane than a respectable ocean frei^ter. Pushed along by her 120,000 hors^, the "McLean" purrs throu^ the water. She doesn't roll much nor does she dive; she simply overpowers the waves. In a moderate sea she will pitch and fishtail a little, but hardly enough to dbturb a coffee cup sitting on a polished table in the after house. The deck department lives on one deck of its own house forward with the mates, the skipper and the wheelhouse on top. There is a comfortable lounge with a TV set, a table, chairs and a sofa —^plus a built-in refrigerator and sink. Night lunch is brought up by the forward BR who cleans the crew's quar­ ters and makes the beds. One deck down is a spacious laundry room with a large capacity washer and dryer, not to mention an ironing board and a powerspray iron. Every department has its own lounge and laundry room. Cranked up to sea speed the "McLean" barrels along at 33 knots, making a gale force wind that could sweep even a lead bottomed AB clear off the foc'sle head. Even on the bridge the lookout has frequently to hold on to the dodger rail or take shelter behind the steel and glass shield that adjoins the wheelhouse. The wheelhouse is something else again—65 feet wide with mysterious blinking lights, humming dials and an instrument console that closes off the whole big after section. When you first step into it, you feel like stepping out again with a polite, "Sorry, wrong ship." However if you make it to the wheel, you find that she steers like a custom built Cadillac on a California freeway, half a spoke one way or the other in normal weather. •The most hamhanded quartermaster can keep her within a degree of the course for hours on end. The only inconvenience in living forward is the long trek aft for meals. Everyone eats in the huge messhall in the main house—indeed everyone eats in one comer of it. It is worth the threetimes-daily trip though, not only for the sumptuous food, but to catch a look at the members of the other depart­ ments. Of course if you have to call the bosun, you must also negotiate the 450 feet to the after house, take the elevator to floor "04" and make two sharp lefts. The bosun lives in solitary splendor be­ side the chief steward. The first time it is wise to take a guide since it is easy to get lost in those miles of silent, deserted passageways with their identical closed doors. The "McLean" sails every other Sat­ urday afternoon from the new SL-7 berth at Port Elizabeth. That Thursday night she pulls into Bremerhawen for something less than a 24-hour stay. Saturday morning she is in Rotterdam and if she is running on time, the crew is off for sightseeing and lustier pursuits until Sunday noon. The next Thursday night she is back in Port Elizabeth when everybody takes off again, this time for home. It works out to six days on the ship and a day ashore with a day to a day-and-a-half in the family castle every two weeks. A little different than those grain runs to India. In fact everything is different on these SL-7's—^the sounds, the sights, the work rhythms, even the smells. It is a new kind of sailing. But try it—^you might like it. SS Transoneida The crew of the Transoneida (Hudson Waterways) showed what "Brother­ hood of the Sea" means when they picked up two Coast Guardsmen who had to go home on an emergency leave. The two men were aboard the Coast Guard weather ship Rush and were transferred to the SIU ship at sea. In appreciation for the Transoneida's help, a plaque was presented to her captain by the Coast Guard. SS Mount Washington Seafarers' skill in putting out shipboard fires was proven aboard the Mount Washington (Victory Carriers) recently when a fire started in the starboard wing tank. In typical SIU fashion, the crew promptly responded and extinguished the fire quickly. Situations like this are why the union requires each Bosuns Recertification class and each "A" Seniority Upgrading class to attend the fire-fighting school in Bayonne, N. J. The SIU encourages all Seafarers to go to the fire-fighting school for the one day course to be better able to protect themselves and their ships from the spread of a fire. SS Overseas Evelyn The SlU-manned tanker Overseas Evelyn (Maritime Overseas) recently anchored in the port of New York for a coastwise payoff. She unloaded her gasoline cargo onto barges in the Verrazano Narrows before embarking on her next voyage to the Persian Gulf. Ordinary Seaman Mike Holl, a recent graduate of the Harry Lundeberg School of Seamanship at Piney Point, Md., met the vessel in Texas City, Tex. The coastwise run on the Overseas Evelyn was Seafarer HoU's second sea voyage. His first trip as an SIU member was to Northern Europe. Sixteen-year old Brother Holl, who ships out of the port of New Orleans, credits his family for telling him about the SIU's Lundeberg training facility. "My mother told me about Piney Point," the Lake Charles, La. native notes, "and am I glad she did!" Brother Holl had special praise for the fire-fighting instruction he received as part of his HLS training. "I hope I'll never have to use it," the new SIU member said, "but it's certainly good to know that you can act quickly and correctly in case of a fire emergency on board ship." Althou^ only a Seafarer for a few months. Brother Holl had words of advice for his SIU brothers—even the old-timers: "Every SIU member should take advantage of our fire-fighting program, especially members of the deck department," the youthful seaman recommended. SS St. Louis Seafarer Francis Caruthers, electrician aboard the containership St. Louis (Sea-Land), has rigged a "dead-man" safety switch in the ship's chain locker. When activated, the switch automatically cuts off power to the anchor wind­ lass. This is an important safety feature should the Seafarer manning the chain locker have trouble with the anchor. We commend Brother Caruthers for a job well-done. The St. Louis paid off in Yokohama Srpt. 5. SS La Salle The SlU-manned freightship La Salle (Waterman) recently docked in Port Newark, N.J. for her coastwise payoff. She had been carrying general cargo frmn Texas. Bosun Delphin Lovelace Parker praised the SIU crew, describing them as "a good gang—top to bottom." He had particular words of praise for the Lundeberg School graduates on board. Brother Parker said: "They really know their way around a ship, so you can bet they've had topnotch training in Piney Point." One of the HLS graduates on the La Salle is BR utilityman Larry Ritter. Brother Ritter, who completed his Piney Point training in April, said that he "learned a whole lot" at Ae SIU training facility. Seafarer Ritter made his first voyage on the La Salle for her Far East run, and has stayed with her ever since. He plans to stay aboard for her upcoming voyage to Ibdia and the Persian Gulf. SS Thomas Lynch y SlU-contracted Waterman Steamship Co. recently purchased the frei^tship Korea Bear. The vessel, now under the SIU banner, has been re-named the Thomas Lynch. She crewed up in late September, bound for New Orleans, La. Following her payoff there, she's scheduled to continue on to Europe or the Far East. SS Pittsburgh Sea-Land McLean gracefully glides through waters of Port Elizabeth as she completes another voyage serviced by her 120,000 horsepower plant. October 1973 Rudy DeBoissiere, chief steward aboard the containership Pittsburgh (SeaLand) has been named coordinator of Drug Abuse Research (DARE) centered in the Philippines' capital city of Manila. The drug center star ted by Father Bob Garon temporarily houses and clothes rehabilitated addicts who are still without funds or job prospects. Brother DeBoissiere asks that those wishing to contribute to this cause send their contributions to Father Garon, c/o Customs, Manila, Philippines. Page 15 �;t/^r t.% * .• J: ' " -^4, ,', f'f f > f .-0 * ' • I ' - '- , ^ . ^'' , , "r •>•-•< ^ Gangway watch Melvin McQuarrie welcomes ilplaoements aboard the Cossatot. Seafarers Gilbert Payton (left) and Earl Alderman are both recent 9^'®= f^hool and launched their seafaring careers aboard the Cossatot at the same time. _ Ordinary Seaman Francisco Jimenez handles topside ohorw as'the Cossatot pumps her JP-4 oil in Searsport. Me. .><1 ' lil' J1>rr| ^d IV-'- .. Oiler Tony Garcia (black shirt) checks steam gauge with his replacement Oiler John L. ||i| Hubber. Brother Hubber is looking forward to good voyage to Europe. f/W^\ 'M The Cossatot's ship's committee gathers topside aboard the Navy tanker after voyQIII rhiof n..m«rv,o» <IM!H izaw«i ^9®" ^aters, educatlonal director; S. Nicholson, ship's chairman; throuohtaKoTrnShrnsTrl^^^^ 'r' S'eie'jr''chi»^ W'<-y-y<4 The VSNS Cossatot is one anchor in the historical port of of thirteen Navy tankers now Searsport, Maine after complet­ manned by SIU members. ing a voyage to ports throughout She and her sister ships are the Mediterranean, a swift pas­ charged with the vital role of sage to Puerto Rico, and a coast­ ( supplying U.S. military bases wise trip north via the Atlantic. around the world—^from Ant­ The voyage of the USNS arctica to the Persian Gulf— with the fuels and oils they need. Cossatot was a fruitful nine Seafarers aboard these Navy month journey distinguished by tankers are also taking part in visits to some of the most im­ the refueling of other ships at portant military bases in the sea—an intricate maneuver re­ world. quiring the utmost in seaman­ The SIU tankermen aboard ship. the VSNS Cossatot are proud of On a brisk jday last month, their ship and maintain her in the USNS Cotsatot dropped the highest standards of sea­ Page 16 worthiness so that she will al­ ways meet her obligation to be in the right place at the right time. She can carry 135,000 bbls and her tanks must constantly be monitored by Seafarers in order to maintain the proper control conditions for the spe­ cific cargo carried. The deck, engine and steward departments aboard the USNS Cossatot are, in the words of her Chief Steward Homer Ringo, and her Bosun S. H. Nicholson, ''manned by tankermen who know their ships." ... p ...•m.J ••'I iily I• ' !.<I •» r ' «' After a nine-month voyage there was a good deal of union business to" be brought up to date on, and SIU Representative George McCartney (near blackboard), assisted by Bosun D^vid Dickenson, who is in current Bosuns Recertification class, hit the deck to answer crew's questions. Among topics discussed were SlU's legislative role and its fight to increase jobs for Seafarers. Seafarer Gilbert Payton completes nine month voyage by bringing mooring lines up to the bit. Brother Payton is a recent graduate of the Harry Lundeberg School and was on his first SIU ship. Page 17 �I ilSTORlC. PRESERVATION '• A- ' D 7- I• 1 If FV/t SIU Viable Inland Waterways li'; I'l' The future development of America's inland waterways system is a primary concern of the SIU and its affiliated In­ land Boatmen's Union. Our inland waterways system is an important and vital means of transport­ ing much needed goods within the coun­ try. The only way, however, that our in­ land waterways will remain viable is if cargoes can be shipped on them econom­ ically. That is why the SIU, the IBU and the AFL-CIO's Maritime Trades Department are strongly supporting the so-called "Mixing Rule" bill which is currently before the U. S. Senate's Com­ merce Committee. The "Mixing Rule" bill-^. 2267— would permit the mixing of regulated and unregulated commodities by amend­ ing Section 303(b) of the Interstate Commerce Act. This Act contains the economically injurious "No-Mixing Rule" and the "TTiree Commodity Re­ striction." The "No-Mixing Rule" prohibits mix­ ing of regulated and unregulated com­ modities in the same vessel or tow while the "Three Commodity Restriction" does not permit more than three types of ex­ empted commodities to be mixed in any one tow. The union's position on the "Mixing Rule" bill was made known to the Com­ merce Committee by the SIU's Washing­ ton representative, O. William Moody, Jr., who is also administrator of the MTD. In a letter to the Committee, Moody declared that S. 2267 "wiU serve to maintain efficient and economic oper­ ations on the inland waterways of the United States to the benefit of shippers and consumers." In fact, he noted, actual implementa­ tion of Section 303 (b) has been deferred by legislative and executive action ever since 1941 because "it was evident then, as it is now, that unless its constraints were relaxed, transportation flexibility would be hindered; the inland water car­ riers would face operation difficulties and the resulting increase in costs would be passed on to the consumer." Therefore, we strongly urge that the "Mixing Rule" bill be passed in order that America's inland waterways can continue to remain a viable and efficient way to transport our nation's goods. XI As a member of the first Bosuns Recertification class, I want to thank the union for what it shbw^ me and the^ interest it took and is taking in us older guys. I will pass on everything I have learned to the members on board the ships that I will sail. It is something that must be done to get the members inyply^ in I've been a union man ail my life and I've made a lot of mistakes, but the best thing that ever happened to me was for me to go through the course that I have just finished. I, really for the first time in my life, understand how my union works and what it means to me and all the membership. I wouid like to pass on my manks to all the uoioa employees at 275 20 St. and to the union officials for their time and attention all the time I was up there. I'll write to the ones I can and thank them. They are all great pepple. ^pmly. Bob La^ >. -.'' , '1Pnnto Rieo -• - ^ 1 want to thank the SIU for sending me a copy of all these years. It has been a pleasure to W Seniority Upgrading Among the many comprehensive pro­ grams offered at the SIU's Lundeberg Upgrading Center at Piney Point, Md. is one of special importance to every Seafarer—the "A" Seniority Upgrading Program. Reaching "A" book status is a major step forward in a Seafarer's career. It opens the door to better paying ship­ board jobs as well as to a wider choice of jobs. Also, under our shipping rules, "A" book men have preference in jobs over "B" book men and "C" card holders. The "A" Seniority Upgrading Program is a 30-day course. Two weeks are spent at the Lundeberg School, and two weeks at headquarters. The program also in­ cludes a fire-fighting course at the Army Page 18 Base in Bayonne, N. J. Since the program began in June, four classes of Seafarers have completed the course and received their full books. To be accepted to the course, an ap­ plicant must have one year or more seatime within 24 consecutive months. He must be a graduate of the Lundeberg School or the Andrew Furuseth School. He must also hold a lifeboat ticket and a rating in one of the shipboard depart­ ments. Initiation fees, dues and all loans must be paid up in full. Application forms are available at any SIU hiring hall. All Seafarers meeting the program re­ quirements are strongly urged to take advantage of this opportunity. '' to J ' •Piank D'ozak. Vice-fresiaent • Paul Orozak, Vle6-Pte$Ment l^bHshtd monthly by Sosfarm Ihtornationai Union. Atlantic, Gulf, Ukea and Inland Watm District. AFL CIO 675 Fourth Avanua, Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. Seafarers Log �Bosuns Recerfification Program: The Bosuns' Comments i I ^hree classes of SIU bosuns have now complgted the 60-day Bosuns Recertification Program at Piney Point and SIU headquarters. This important SIU program is designed to give every SIU hosun the tools necessary to keep abreast of recent technological changes in the maritime industry—LASH, LNG, and SL-7 ves­ sels—and the new equipment and techniques required to fulfill our contractual obligations aboard ultra-modern ships now being launched. In addition to providing SIU bosuns with a well-rounded pro­ gram on all aspects of shipboard operations, the Bosuns Recerti­ fication Program also equips them with a firm knowledge of basic Union Education. This knowledge is important for SIU bosuns because they also serve as our ships' chairmen at sea. The hosun, as a ship's chairman, is responsible for the proper enforcement of the SIU contract at sea. He must also preserve the rights guaranteed to all SIU brothers under our Constitution. The hosun must he well-informed about every phase of SIU activity, so that he can keep his shipmates posted on the latest developments in the maritime industry and in the programs and policies of the SIU. Finally, he must keep shipboard meetings running smoothly and correctly. The third class of SIU bosuns to complete the program offer their individual comments on the success of the Bosuns Recerti­ fication Program on this page. i i I I Sven Stockman* SIU Bosun Sven Stockmarr was born in Denmark. He first went to sea in 1938, and he's been with the SIU since 1943—shipping out of New York. "The Lundeberg School is a real asset to the SIU, and all our members should be grateful to those who had the fore­ sight to set up HLS ... and to those who keep improving it over the years. "I've been to sea for over 35 years, and I've seen most of the maritime train­ ing schools. Piney Point is the best! If an old-timer like me could learn new techniques for the modern vessels we'll be sailing, and even pick up some tips on seamanship, then you know they're doing a great job there. "The Bosuns Recertification Program is the greatest thing going. I wish that everyone had the opportunity to get this inside view of the SIU that we received ... and I also wish that all SIU members would participate in the fire-fighting program. "During the headquarters phase of the program, I was most interested in the shipping procedures and the way welfare claims are handled and re­ corded—but it was the entire program which gave me the insight and ability to perform my duties more effectively when I get back to sea." James W. Parker J Bosun James W. Parker joined the SIU in 1945, and now sails out of the port of Houston. He has sailed as bosun for over 15 years. "I came to Piney Point as a skeptic, having heard all kinds of shipboard scuttlebutt—but now I realize the im­ portance of all of the programs there. Our Union really has something to be proud of. As for the Bosuns Program, I learned a whole lot about the SL-7 ves­ sels, and the new line-splicing techniques. "At headquarters, I was most inter­ ested in the morning briefings, which explain the latest developments in the maritime industry and the SIU's role in that industry, and making the payoffs taught me a lot about handling ship­ board beefs." Speaking of the total impact of his participation in the Bosuns Recertifica­ tion Program, Brother Parker said: "A well informed SIU membership is important, and through this program I have learned more in two months than I did in my previous 27 years at sea. "I know that when I go back aboard ship that I'll be better equipped to do the job I'm paid to do—and I'll also be a better union member." October 1973 I I ^ r ^ James Pulliam S. J. Jandora Bosun James Pulliam has been with the SIU since 1946, and ships out of the port of San Francisco. No stranger to the Lundeberg Upgrading Center, Sea­ farer Pulliam helped to build the school back in 1967-68 and returned to attend an SIU Crew's Conference in 1970. "Each day of the Program I learned more and more about the SIU. While at Piney Point, we learned about heavy lift vessels, SL-7s, and LNG ships—and about the great things our Union is doing at our upgrading center. "The films, slides, lectures, and rap sessions were very educational,- and the instructors were knowledgeable and helpful." As for the headquarters aspect of the Bosuns Recertification Program, Brother Pulliam said: "Our month in New York has been very enlightening. We've seen just how and what makes the SIU the great union it is. "We accompany the patrolmen on payoffs, man the counter at headquart­ ers, attend the morning sessions, and get to see first-hand how welfare, pension, and vacation records are kept and proc­ essed. We also had our day with the people who put out our LOG each month. "I think that the Bosuns Recertifica­ tion Program will bring us all closer together. It will surely give us a better understanding of what the SIU is all about—and what it is doing for our membership." S. J. Jandora is a 29-year veteran of the SIU. A resident of Clifton, N. J., Bosun Jandora sails out of the port of New York. "The Piney Point phase of the Bosuns Recertification Program exposes us to all of the SIU's vocational prog-ams— from entry rating to advanced upgrad­ ing. This will allow us to brief the mem­ bership about our school when we re­ turn to our vessels, and to clear up any uncertainties some members may have about our school. "The Lundeberg School is a real asset to the SIU and all of our members, but only if the members take advantage of the opportunities offered there. I, for one, am going to encourage my ship­ mates to take an interest in our school. That's part of my job as an SIU bosun." Everything about the Union opera­ tions in New York impressed Brother Jandora. "Even though I ship out of New York myself, the Bosuns Recertification Pro­ gram was really my first opportunity to observe the way things are run at head­ quarters. "Seeing all the departments of the Union in action made me realize that it's not as easy to run a union as many peo­ ple think. It's a complex job, but the personnel on board at headquarters seems to have everything well under control. "Every bosun—in fact, every mem­ ber—in the SIU should go through this kind of union education program." Calvain A. James Calvain A. James joined the SIU in 1949. He ships out of New York. "After my first day at Piney Point, I was convinced that the Bosuns Recerti­ fication Program was a great project. The mingling of union education, con­ tracts, SL-7s, tankers, LNG, barges, roll-on, roll-off, heavy lifts, shipboard behavior, etc. were so well developed that I was thoroughly impressed. "The field trip to Washington, D.C. was an extraordinary mental expansion for me—we learned about the activities of the maritime industry, the AFL-CIO, and the Maritime Trades Department. Another field trip to the Bayonne, N. J. fire-fighting school further expanded my knowledge, and I urge all Seafarers to take advantage of this course. By doing so, it will create the skill and confidence needed to defeat a fire at sea." Brother James summed up his feel­ ings about the headquarters phase of the Bosuns Recertification Program: "The second phase of the program was well-coordinated: morning meet­ ings, counter, records, welfare claims, data center, and my first tour of the USPHS hospital on Staten Island. "This program will enable me to func­ tion in all aspects of shipboard life with greater ability and confidence. As a bosun, I feel that the past 60 days have been an experienced treasure which I will always remember." • z ^• David Dickenson Seafarer David Dickenson is a 28year veteran of the SIU who ships out of the port of New Orleans. He says: "As an old-timer myself, I want all the old-timers in the SIU to know that the programs at the Lundeberg School and the activities at headquarters are really important to us—and are just as beneficial to us old-timers as they are to the young men coming into the industry. "Even though I've been at sea all these years, I learned a lot about my job at Piney Point . . . and a lot about my union at headquarters!" Bosun Dickenson urged all members —young and old alike—to take the SIU's fire-fighting course. Then he added: "I came into the Bosuns Recertifica­ tion Program because I wanted to im­ prove myself, and over this two-month period I've done exactly that. The whole program has made me a better seaman . . . and a better SIU man. "You can teach an old sea dog new tricks!" Page 19 �SlU-A andG Deck Department Upgrading Quartermaster 1. Must hold an endorsement as Abie-Seaman—unlimited—any waters. Cook and Baker and Chief Cook Training Courses at the Lundeberg School or; C. 12 months seatime as Third Cook or Assistant Cook, 6 months seatime as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training programs. D. 12 months seatime as Third Cook or Assistant Cook, 12 months sea­ time as Cook and Baker and 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. IBU Upgrading Engine Upgrading FOWT—(who has only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and have normal color vision.) 2. Have 6 months seatime as wiper or be a graduate of HLS at Piney Point and have 3 months seatime as wiper. Tankerman FOWT—(who holds an engine rating such as Electrician) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30 and have nor­ mal color vision.) 2. All candidates must have a letter from the company for whom they have worked certifying their ability to handle the various types of fuels that they wish certification for. 1. No requirements. Master/Mate Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds only a wiper endorsement) (Uninspected vessels not over 3()0 gross tons upon oceans.) Master—Must have 4 years at sea on deck—one year as licensed mate. Mate—Must have 3 years at sea on deck. 1. Must be a U.S. Citizen. 2. Must have a letter from company stating experience, type of vessel, registered number, etc., to meet U.S. Coast Guard requirements. 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30 and have normal color vision.) 2. Have 6 months seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds an engine rating such as FOWT) 1. No requirements. QMED—^any rating 1. Must have or successfully passed examinations for FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boil­ ermaker, and Deck Engine Mechanic. 2. Must show evidence of seatime of at least 6 months in any one or a combina­ tion of the following ratings: FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, or Deck ^gine Mechanic. Welding 1. Must hold endorsement as QMED—any rating. Steward Upgrading 1. Assistant Cook Training Program Requirements: A, 12 months seatime, in any Steward Department Entry Rating. B, Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimum of 3 months seatime. 2. Cook and Baker Training Program Requirements: A. 12 months seatime as Third Cook or; B. 24 months seatime in Steward Department, 6 months of which must be as Third Cook and Assistant Cook or ; C. 6 months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. 3. Chief Cook's Training Program Requirements: A. 12 months seatime as Cook and Baker or; B. Three years seatime in Steward Department, 6 months of which must be as Third Cook or Assistant Cook and 6 months as Cook and Baker or; C. 6 months seatime as Third Cook or Assistant Cook and 6 months sea­ time as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook and Second Cook and Baker's Training Course or; D. 12 months seatime as Third Cook or Assistant Cook and 6 months seatime as Cook and Baker and are holders of a "Certificate" of com­ pletion from the Cook and Baker Training Program. 4. Chief Steward Training Program Requirements: A. 3 years seatime in ratings above that of Third Cook and hold an "A" seniority in the union or; B. 6 months seatime as Third Cook or Assistant Cook, 6 months as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second 1st Class Pilot on vessel not over 300 gross tons 1. Must be 21 years of age. : • 2. Must be a U.S. Citizen, v'3. Must have 3 years seatime^^ AB or equivalent with a minimum of 20 round trips over the route applied, for within the past 5 years. Towboat Operator Original License T7 Must be 21 years of age. 2. Must have 3 years seatime on deck of vessel over 26 feet. 3. Must have 1 year seatime of the three years on towing vessel including train­ ing or duty in wheel house. 4. Must have 90 days service in geographical area applied for. 2nd Class Operator 1. Must be 19 years of age. ' 2. Must have 18 months at sea on a towing vessel including duty or training in the wheel house. 3. Must have 90 days seatime in geographical area applied for. Original License/2nd Class O^iator 1. Must pass physical examination and eye examination of at least 20/100 in both eyes, corrected to a least 20/20 in one eye, and 20/40 in the other eye. 2. Must have normal color vision. 3. Must be a U.S. citizen. Radar Observer 1. All candidates must hold a valid deck license. SlU and IBU Upgrading Able-Seaman Able-Seaman—12 months—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 12 months seatime as an Ordinary Seaman or 4. Be a graduate of HLS at Piney Point and have 8 months seatime as Ordinary Seaman. Able Seaman—unlimited—^any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 36 months seatime as Ordinary Seaman or AB—12 months. Lifeboatman 1. Must have 90 days seatime in any department. �Celestial Navigation Upgrading Class Schedule Noyember 1 — Lifeboat, Able-Seaman, QMED, Welding, All Cooks Programs November 15 — Lifeboat, QMED, Fireman, FOWT and All Cooks Programs November 25 Radar Observer November 29 Lifeboat, Quartermaster, QMED, Welding December 13 Lifeboat, QMED, All Cooks Programs December 27 Lifeboat, QMED, Welding, Able-Seaman, and All Cooks Programs January 7 — Original Towboat Operator Cooks Graduate Plotting sun lines is one of the navigational techniques that must be learned by towboat operators who are working for their master's papers for unin­ spected towing vessels sailing more than 200 miles offshore. John Luykx, standing, watches as, from left, Sammy Murphy, Sammy Evans, D. E. Polk and Dexter Moore work out a problem. li ^ Jim Richards (center), Lundeberg School steward department instructor, con­ gratulated two of his recent graduates and presented them with achievement awards. Thomas Kirby (right), who completed the cook and baker upgrading programs received a certificate of achievement, and James Blair received a copy of the Steward Department Manual as the outstanding member of his class. Cbeck program for which you are applying; itName. I (Last) (First) j (City) (Stale) iI Book Number, i ^ Port and Date Issued Vi»<i Q n No O n Yes Dates Available For Training ; .iiafiiipiw Bosun Lends a Hand SIU-A&G • ' IBU • -Age- (Middle) (Bp) Seniority I HI « Seafarer Jeff Hambley, a 1972 graduate of the Lundeberg School's Third Cook Program, prepares a cake as part of his upgrading training to cook and baker. Looking on is Ron Ferris who is now in the Third Cook Program. Oppor­ tunities for advancement are available to Seafarers in all departments— regardless of age. I HARRY LUNDEl^ERG SCHOOL OF SEAMANSHIP UPGRADING APPLICATION (AiraCode) T ifoHnsj# Endorsement; PnrtnrBf»m(»nf' Lifeboat 1 Voc J"! Yes Q MA fl| No • | Welder mU-^^INLAND WATERWAYS TOWBOAT n River-Operator • Radar Observer " Inland Waterway-Operator Ocean-Operator (not more than 200 miles) • PUot , Jp .p-p • ; • Ocean-Operator (over 200 miles) • Tankerman ! \ V p- I I . I I, ^ j I RECORD OF SEATIME — RIVERTIME (Show only amount needed | to upgrade in rating checked above or attach letter of service, whichever is j I applicable.) j ! SHIP OR :m3m RATING HELD DATE OF SHIPMENT DATE OF j piSCHARGE^ : i I ^1 j II ]PORT "" • • . . \ ^' •> . ^, - ' DATE II j . . . •• ...v.^. . Gene Flowers, who was attending SlU Bosuns Recertification Program in Piney Point, made sure to stop in on the mathematics class and emphasize the importance of math in upgrading. Seafarer Flowers also holds an original third mate's license. October 1973 I 1 RETURN COMPLETE APPLICATION Tp LUNDEBERG UPGRADING CENTEI^ 20674 ] Page 21. �Iff; •• -• -• " |t"! SlU Patrolman Ted Babkowski (second from left) takes care of some union business at payoff in Linden, N.J. and assists crewmembers. vs.••• V • ,.' •li^s The discharge mechanism is hooked up and ready to unload cargo of oil from the ship's tanks. llie Oil-Grain Run Ij.r [i iReliiriiiiig with oil after li r grain to Russia, the SlU4 manned^ Cities Service Norfolk Spairrowg Poiiit ShijpjriBrd in Maryland, ahe h«a been in servlee since 1956. The 32,00p>-plus - ^ paid oil recently at the Cliies tnii iHtiker Imw «ti i>vff>faf • wngth f^ Service oil dock in the port of of 661 feet and is powered by linden,N.J. She has been on the ^ a 15,000 hp steam ti^bine Rmman grain-oilrun for several cn|MM. She carries 32, months. 1® Cities Service NorfMc is Buih at the Bethlehem Steel now^enroute to the USSR. Members of the CHies Service Norfolk's deck crew put their backs into the job as they take on stores for the upcoming voyage. Page 22 Seafarer Richard LaDuke, sailing as oiler, keeps a trained eye on engine room operations while awaiting payoff to take place topside. Seafarers Log �DISPATCHERS REPORT H AtkmHe, Gulf & iBland Wafm Dblrleff KnowYinrRlgirts SEPTEMBER 1-30,1973 Port Boston New York ... Philadelphia . Baltimore ... Norfolk Jacksonville.. Tampa Mobile New Orleans . Houston .... Wilmington .. San Francisco Seattle Totals DECK DEPARTMENT TOTAL REGISTERED TOTAL SHIPPED An Groups ClassA ClaasB AO Groups ClassA ClassB ClassC 6 74 12 19 17 27 1 20 60 64 17 46 26 389 3 13 8 16 3 11 0 6 20 12 12 10 15 129 11 78 7 20 19 24 1 18 40 31 9 36 29 323 3 9 1 5 12 8 1 3 11 8 6 0 5 72 Port REGISTERED ON BEACH All Groups ClassA ClassB 0 5 12 167 27 4 0 10 21 57 33 1 0 22 4 7 0 43 0 0 4 47 8 0 0 129 25 45 30 0 38 27 1 109 36 0 26 38 0 732 238 6 ENGINE DEPARTMENT Boston New York ... Philadelphia . Baltimore ... Norfolk Jacksonville . Tampa Mobile New Orleans . Houston .... Wilmington .. San Francisco Seattle Totals Port 5 68 9 26 14 19 3 28 51 44 11 39 25 342 4 46 5 15 6 14 2 11 19 30 10 22 13 197 5 71 7 23 16 9 0 19 39 40 5 33 22 289 2 38 3 4 7 8 0 4 8 17 1 8 9 109 1 5 5 8 117 52 0 9 9 1 53 13 1 15 9 1 20 8 0 7 2 0 33 18 2 119 45 5 52 61 0 13 24 0 82 49 0 26 19 551 19 314 STEWARD DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle Totals Totals All Depts 1 35 4 20 18 11 4 18 29 23 7 26 6 202 933 2 7 2 12 13 3 0 1 9 11 8 20 6 94 420 3 31 2 12 14 9 0 10 16 17 3 12 9 138 750 2 6 5 7 7 7 0 0 1 2 3 1 5 46 227 0 28 0 0 0 1 0 0 1 0 0 0 0 30 55 1 66 12 40 22 19 8 36 65 29 18 54 13 383 1,666 1 15 3 14 30 10 0 2 13 30 14 35 4 171 723 Upon looking at the above fignres, SIU members can see the strong job security that is theirs. These figures are concrete proof of tihe number of jobs available to the membership. During the period of Sept. 1-30, 1973, of the 1,032 jobs shipped, 750 were filled by Class Seniority fall book members. Therefore, fiiere were 282 permanent jobs available to Class Seniority full book members not taken by them. Michael Toth, Jr. Please contact your brother, James, as soon as possible at P.O. Box 264, East Pittsburg, Pa. 15112. Angel Valdes Please contact Mrs. Delia Valdes as soon as possible at 1408 E. Palifox St., Tampa, Fla. 33603. John Croker Please contact R. R. Goodwin at 814 Raleigh Ave., Norfolk, Va. 23507. Robert Mulrooney Please contact Mrs. Catherine C. Mulrooney as soon as possible at 658 Salem Ave., Elizabeth, N.J. 07208. James H. Colwell Please contact your brother, E. J. Colwell, 003737, as soon as possible at Box 221, Raiford, Fla. Gerald Schartel Please contact Mr. Eep Schartel as soon as possible at 1107 North 28 St., Camden, N.J. 08105. October 1973 r Bjame Jensen Please contact your brother, Mr. Krister Kristensen, at Dorrvagen 18, SI2244 Enskede, Sweden. Alfred Hirsch Please contact Mrs. Alfred Hirsch at 1902 81 St., Brooklyn, N.Y. 11214. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the mec^bership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. AH trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accord­ ance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If ]rou feel tliere has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak, Chainmn, Seafarers Appeals Board 275-20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent EDrrORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meeti^ in all constitutional ports. The responsibility for Lug policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplyiAg a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its as all other details, then the member so affected should imme­ diately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against be­ cause of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic inter­ ests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment op­ portunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All con­ tributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitu­ tional right of access to Union records or information, he should immediately notify SIU President Paul HaU at head­ quarters by certified mail, return rcce^^ requested. Page 23 �Liberty Ships Face Scuttling in Gulf America built a vast fleet of mer­ chant ships during World War II. From start to finish it took approximaf£j5L30 days to complete one. The hastily put together fleet drew the most treacherous missions, carrying arms and supplies to our forces overseas through shipping lanes heavily pa­ trolled by German U-Boats. PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio These ships were the once famous Liberty Fleet. Now, a new mission awaits a dozen of America's old Liberty ships—a mis­ sion far below the hard earned dignity of these proud vessels—scuttling 30 miles off the Texas Gulf Coast for use as artificial reefs. The Texas State Department of Parks and Wildlife recently received federal permission to acquire 12 mothballed Liberty ships now at anchor in the Neches Biver near Beaumont, Tex. The Department plans to sink the ships, stripped-down, in clusters of three at four different locations off the coast. Supporters of the project say the man-made reefs will lure game fish favored by sportsiiien. Where once it took only a few sec­ onds, along with several strategically aimed TNT packed torpedoes to end the life of a Liberty ship, this project will take no less than 18 months to complete. The Department of Parks and Wild­ life must fcst pinpoint reef sites. Then they must make a detailed survey of the Gulf bottom, which must be soft enough to let the ships settle one or two feet and hold firm against currents, but not so soft that it will cover them with sand. Hearings must also be held on the EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak Scores of these merchantmen never reached their destinations—and hundreds of Seafarers lost their lives. site locations by the U.S. Corps of En­ gineers, and the Maritime Administra­ tion must publish an environmental impact statement on the project. A salvage yard has to be contracted to tear down ships' masts and super­ structures, drain the tanks of oil, and remove all doors and hatches to elimi­ nate dangers to divers. The cost could go as high as $30,000 per ship. Scuttling the ships also presents a problem because project planners want the hulls to settle evenly. If either end is higher than the other it could pre­ sent hazards to regular Gulf shipping. It has been suggested that the Navy sink the ships as target practice, but this almost assures that they would go down by their bow or stern. Also, after the ships are sunk, buoys must be purchased to adequately mark the sites. Buoys can cost anywhere from $3,500 to $12,000, plus yearly maintenance charges. Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid Aug. 23 — Sept. 26,1973 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily (® $1.00 In Hospital Daily @ $3.00 Hospit^ & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums Number MONTH TO DATE TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Welfare, Pension & Vacation YEAR TO DATE 97,058.11 2,245.95 19,640.50 4,955.50 126.50 3,882.81 — 833,935.66 17,037.52 164,964.63 55,689.89 2,581.25 38,063.23 144.00 1,710 80 1,364 1,253 158 725 10 30 2,259 3 15,083 45,000.00 21,181.98 4,387.03 1,186.00 1,737.36 — 459.95 — 450.00 12,220.80 240,000.00 251,159.29 43,718.02 23,415.41 13,317,22 639.00 4,777.66 22,590.00 1,050.00 93,656.20 10 81 4,906.50 29,630.67 .. 11,966 .. 2,120 .. 1,183 , 15,269 115,188 20,603 12,141 147,932 177 82 521 85 172 4 199 15 126 46 — 2 — $ YEAR TO DATE 4,434 626 1,347 224 48 1,795 1 ... 935 173 8 4 7,545 166 5,532 3,081 170 46 73,685 18 2,288 681 MONTH TO DATE • 442,797.46 5,532.00 9,243.00 30,469.90 2,885.00 589,536.00 4,618.61 50,140.37 11,775.00 PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Exp. ... Surgical Optical Blood Transfusions Special Equipment Meal Books Dental Supplemental Medicare Premiums , SCHOLARSHIP PROGRAM Amount 61,000.00 $ 935.00 519.00 295.45 191.00 60,360.00 — 4,759.08 1,767.20 DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical Special Equipment Page 24 SIU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 SIU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, ill.. .9383 S. Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio.. 1420 W. 25 St. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287 415 Main St 49635 (616) EL 7-2441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla..2608 Pearl St. 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE S.-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HB 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 701SD (504) 529-7546 NORFOLK, Va. 115 3 St 23510 (804) 622-1892 PADUCAH, Ky 225 8. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St. 19148 (215) DE 6-3818 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1321 Mission St. 94103 (415) 626-6793 SANTURCE, F.R.. 1313 Fernandez, Juncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla 312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, CaUf. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Pffhon Ohdoii Naka-Ku 231-91 201-7935 Ext 281 2,983,366.99 349,265.72 509,592.00 4,942,491.51 6,232,010.79 547,416.95 $1,406,274.67 $14,157,869.29 Seafarers Log �WM. ''WM UM liiia; . '' ?ipi Si^ gazing out upon, deep dark horizons. Reaching out towards, injSnities trail of stars^ Feeling, ever feeling; exuberant as the night. set adrift, upon waves of emotion. Knowing the beauty, of a day gone by. Yes, Oh yes! that is Erinlaration. o* bury me in the sea prairia, There the lions may howl Over the graves of my pal. 1 shall sleep, and not awake. Until the time of my own Day break. Let me rest, as of the blest. As my moon arizes, and sets ".Inthe'-west. ftp -p' -ft. . : .w, Roiand Bddfloi' I blazed a trail, paved my way, I now shall see the just • Judgement day. My tents are torn, love is gone. My day is spent, the harvest Is shown. The viol is filled, with my good, Though I am as the forgotten, Tomb which stood. As autumn leaves, dam, and son. .SdSfi Both prince, and tramp, fall One by one. My evening star is all aglow. It is His token to us, which ; Loved man so. Memory vessels are in fault, ; All pride is lame, sick, And halt. Arize, arize dress me anew, Hear me o'Chieftain, lest I depart from you. Roy Lee Hiitson miM iillili: '' ' ' Jftfti^ftftjft , -• •1 ;• ft IPilK :-S-:ftft.ft;..'ftft-ftft..-.: ft.ft.vftftftft..-' ftip>:i-'-''ft':'ft i • ppn tne snow-v.ai»i thou art sleeping... Ill think of thee, as other times 'TiU springtime comes, and I may walk along the shore And place one rose up waves . Andwatchit-outward bound " in memory -- As I wait the hours, JIP determining if my journey has reaUy begun. Now, I wait the Sun, devouring the moon; when I see my treasures buried in your eyes. I. ' Outward Bound Pliiil 'I ''.ft • .'ft;. . • • ft,"..ftft'ft.. Through the ages I sip the time; now, I realize it's only... just another step along the way. • , in fondest memory of my brother,James F. mMne, eldef »Unmrd^^^ long Ber of .fce SJ^ «»•< Deborah (Seagarden), Feb, 6,1959o In a tog oerore muw darkness, starlight; can I find my way? Darkness, starlight; Can I really find my way? • • • 'ft..;....'.'ftft''-. ft'Sft : ft''. Darkness, Starlight; can I find my way? Darkness, starlight; . can I really find my way? I think it's just another step alongtheway. iiii Lord/ This can't be my Uttle boy who wandered off to sea? What is this monstrosity .1^ hnrtif to ! 'V.o Two bits for a ..Pp Cake, and pic.... ft \ A life's sentence as ' Fay for one rhyme tms one nw* """ •*- **" "• and weighs a h^ a ton. v His skin is like old barnacles his blood-shot eyes are wild wttd Uat-v this thine soawm Take back thing spawned of the sea Ldsendmebacktnychild. llfsSpi'S'ift•:.;ft. °i V 5 .. - , Though glory day ^ Is a short story, Glory is sought By all men. P 'k&M , ; Y^ — . x FortontorroWscontmand, V. Price • , ; HeiirtPei«Hi<.w Bn«idy«,N.Y. f N • What price is that Old glory? Tell leu me, luc, and I will Tell it to all men. Slililff gift Boy Lee Htason ^ , Sssi;''Y.iXsY..X;Sc4::!vY:• Xx .-x. 'ftp . ,1 ftsftsftftft; •-5 ftp.. October 1973 p -p ^ ' iiSIft Page 25 �Joining Pension Roster New SlU Pensioners Alfred Aava, 65, is a native of Estonia who makes his home in Houston, Tex. Brother Aava joined the SIU in 1943 in the port of Nor­ folk. He sailed in the engine depart­ ment. Charlie Stewart, 65. joined the In­ land Boatmen's Union in 1963 in the port of Port Arthur. He is a resident of that city. Brother Stewart sailed with Sabine Towing Co. from 1944 until his retirement as a tugboat mate. Manuel L. Mayor, 66. joined the SIU in 1955 in the port of Baltimore. Born in the Philippines. Seafarer .Mayor lives in Baltimore. Md. He sailed in the steward department as chief cook. Adolf W. Tboring, 66, is a native of Kristiansund. Norway who now makes his home in Havertown, Pa. He joined the IBU in 1959 in the port of Phila­ delphia. Brother Thoring sailed as mate for Interstate Oil Co. for over 25 years. Adam S. Schultz, 62. joined the SIUalfiliated Inland Boatmen's Union in 1956 in the port of Baltimore. A life­ long resident of Maryland, Brother Schultz makes his home in Baltimore. Brother Schultz, who had been sail­ ing since he was 14, was a bargeman for most of his IBU career. SlU pensioner Robert McCarthy (left) accepts his first pension check from union representative Pat Marinelli (right) at San Francisco monthly member­ ship meeting. Roque Asencio, 66, is a native of Puerto Rico who joined the SIU in 1961 in the port of Jacksonville. Brother Asencio sailed in the deck department as able-seaman. Stanley Paul, 66, joined the SIUaffiliated Great Lakes Tug «fe Dredge Region in 1961 in Cleveland, Ohio. A life-long resident of Ohio, Brother Paul resides in Fairview Park, Ohio. He sailed as oiler during his GLTD career. John E. Moore, 62, was born in Oklahoma, but now lives in San Fran­ cisco, Calif. He joined the SIU in 1944 in the port of Mobile. Brother Moore sailed as electrician during his seafaring career. Ebor Duxberry, 64, is a native of England who now resides in Galves­ ton, Tex. He joined the union in 1943 in the port of New York. Brother Duxberry sailed in the deck depart­ ment. Pensioner Jack VIer (right) who sailed on the Great Lakes receives his first monthly SlU pension check from union welfare representative Dick Hollingsworth recently In Algonac, Mich. p Pott Date New York Nov. 5 Philadelphia Nov. 6 Baltimore Nov. 7 Detroit Nov. 9 Houston Nov. 12 New Orleans .... Nov. 13 Mobile Nov. 14 San Francisco ...Nov. 15 Deep Sea 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m. 2:30 p.m .'2:30 p.m 2:30 p.m 2:30 p.m IBU — 5:00 p.m 5:00 p.m 7:30 p.m 5:00 p.m 5:00 p.m 5:00 p.m — Great Lakes Tug and Dredge Section tSault Ste. Marie Nov. 15—7:30 p.m. Chicago Nov. 13-7:30 p.m. Buffalo Nov. 14—7:30 p.m. Duluth .Nov. 16—7:30p.m. Cleveland Nov. 16—7:30 p.m. Toledo Nov. 16—7:30 p.m. Detroit Nov. 12—7:.30p.m. Milwaukee Nov. 12—7:30 p.m. Philadelphia Baltimore •Norfolk Jersey City Railway Marine Region Nov. 13—10 a.m. & 8 p.m. .Nov. 14-10 a.m. & 8 p.m. .Nov. 15-10 a.m. & 8 p.m. Nov. 12-10 a.m. & 8 p.m. t Meeting held in Labor Temple. Saiilt Ste. Marie. Mich. • Meeting held in Labor Temple. Newport News. Page 26 LIW 7:00 p.m 7:00 p.m ..7:00 p.m, — 7:00 p.m. 7:00 p.m, 7:00 p.m. — Bennie E. Pamell, 64, joined the I^U in 1956 in the port of Mobile, Born in Sunflower, Ala., he now makes his home in Leakesvilie, Miss. Brother Parnell sailed as deckhand during his IBU career. Leonard J. DeRosia, 64, is a life­ long resident of Alpena, Mich. He joined the SIU in 1952 in his home­ town. An Army veteran of World War II, Brother DeRosia sailed the Great Lakes in the deck department. WUllam R. Williams, 62, joined the IBU in 1962 in the port of Norfolk. He lives in Wilmington, N.C. Brother Williams was a tugboat captain for Stone Towing Co. for much of his IBU career. Ralpb V. Twiddy, 57, hails from Buffalo, N.C. and now makes his home in Frisco, N.C. He joined the Inland Boatmen's Union in 1961 in the port of Norfolk. During his towboat career. Brother Twiddy served as tankerman for Gulf Atlantic Towing Co. He is an Army veteran of World War II. Walter E. Peters, 67. joined the SIU in 1953 in the Great Lakes port of Elberta, Mich. He is a native of Man­ istee County, Mich., who now resides in Elberta. The Great Lakes Seafarer worked in the engine room as firemanoiler during his sailing days. Brother Peters is an Army veteran of World War II. Robert Kleman, 50, was born in Manitowoc, Wise., but now makes his home in Bay City, Mich. He joined the former SIU Great Lakes District in 1960 in the port of Detroit. Brother Kleman sailed as fireman-oiler-watertcnder during his career on the Great Lakes. Jack E. Vier, 64, joined the SIU in 1960 in the port of Detroit. Born in Carrolton, Mich., Brother Vier lives in St. Clair, Mich. He sailed in the deck department as a wheelsman dur­ ing his Great Lakes career. Milford W. Valentine, 63, is a resi­ dent of Lamarque, Tex. who was born in Illinois. He joined the SIU in 1944 in the port of New Orleans, but ship­ ped out of Houston in recent years. Brother Valentine sailed in the en­ gine department as fireman-oiler-watertender. Irving B. Tucker, 69, joined the In­ land Boatmen's Union in 1962 in the port of Baltimore. A life-long resident of Virginia, he resides in Gloucester, Va. Brother Tucker sailed as mate for N.B.C. Lines for over 13 years. Joseph P. WojciecbowskI, 63, is a life-long resident of Baltimore, Md. He joined the SlU-afflliated IBU in 1957 in that port city. Brother Wojciechowski sailed as tugboat captain for Charles H. Harper Co. for 37 years. Vito DIGiovanni, 61, is a life-long resident of New Orleans, La. He joined the IBU in 1956 in that port city. Brother DiGiovanni sailed as a deck­ hand for Crescent Towing & Salvage Co. Allen M. Sberrill, 64, joined the In­ land Boatmen's Union in 1964. A life­ long resident of Orange City, Tex., he joined the union in the port of Port Arthur, Tex. Brother Sherrill sailed as engineer for Slade Inc. during his IBU career. William J. Sims, 68, was bom in Kingsville, Tex., and now resides in Port Aransas, Tex. He joined the IBU in 1957 in the port of Houston. Brother Sims sailed as chief engineer for G & H Towing Co. for over 44 years, except for his Army Transport service during World War II. Ralpb E. Ruff, 58, is a native of Ohio, who now lives in Baltimore, Md. He joined the SIU in 1938 in the port of Baltimore. A charter member of the SIU, Brother Ruff sailed as bosun dur­ ing his long seafaring career. Milton Joseph Rodriguez, 46, joined the IBU in the port of New Orleans in 1956. A life-long resident of New Orleans, Brother Rodriguez sailed for Crescent Towing Co. for 18 years. Brother Rodriguez is an Army veteran of both World War 11 and the Korean conflict. Seafarers Log I �«r rec4^fly IpiEiid off &k Linden, N.J. &%e "i, arrival of SIU patrolman; QMED Charies Prange (center), standing watch in engine room, and Third Cook Victor Cruz (lower right>ia rec^tgraduate, preparing potatoes in riiip's gaDey. ) October 1973 Page 27 �Digest of SlU FITTSBURGi! (Sea-Land), August 12—Chairman Stanley F. Sokol; Secre­ tary R. De Boissiere; Educational Direc­ tor Andrew Lutey; Deck Delegate John O'Dea; Engine Delegate Wilfred P. Roux; Steward Delegate Frank Daniels. No beefs. Vote of thanks to steward R. De Boissiere for a job well done. Ob­ served one minute of silence in memory of our departed brothers. Next port Okinawa. BROOKLYN (Sea-Land), August 5 —Chairman A. Atkinson; Secretary J. Mojica; Educational Director R. Ulatowsk. No disputed OT. Vote of thanks to the steward department for a job well done. Observed one minute of si­ lence in memory of our departed brothers. Next port in New Jersey. MARYMAR (Calmar Steamship), August 20—Chairman T. Karatzas; Secretary S. Garner; Educational Di­ rector B. Wilhelmsen. No disputed OT. Everything running smoothly. LOS ANGELES (Sea-Land), Au­ gust 19—Chairman Earl J. Brannan; Secretary P. P. Lopez; Deck Delegate James W. Faltz; Engine Delegate Linto L. Reynolds; Steward Delegate E. M. Cullerton. Some disputed OT in deck department. Vote of thanks to those on watch at night for keeping the crew pantry and messhall clean and to the steward department for a job well done. Next port Port Elizabeth. KEVA IDEAL (Ideal Cement Co.), August 19—Chairman Raymundo Go­ mez; Secretary S. Gutierez; Educational Director Charles C. Pickren. $12.47 in ship's fund. Some disputed OT in stew­ ard department. Everything running smoothly. Next port Tampa, Fla. WILLIAM T. STEELE (Texas City Tankers Corp.), August 12—Chairman Norman F. Beavers; Secretary J. G. Lakv^^k; Educationsd Director Walter L. Pritchett. $10 in ship's fund. No dis­ puted OT. To Install non-skid tile in galley and pantry. Everything junning smoothly. LA SALLE (Waterman), August 19 —Chairman D, L. Parker, Secretary R. W. Elliott; Educational Director Ray­ mond F. Holder. No beefs. Everything running smoothly. CHARLESTON (Sea-Land), August 12—Chairman John McCollom; Secre­ tary A. Ramos; Educational Director J. Roberts. No beefs. A suggestion was made to hold an arrival pool in order to build up the ship's fund. Vote of thanks to the steward department for a job well done. PORTMAR (Calmar Steamship), August 12—Chairman Edward Ruley; Secretary J, Marshall; Educational Di­ rector E. Nordstorm; Deck Delegate Chester Allen; Engine Delegate Willis Addison; Steward Delegate George Manning. No disputed OT. Vote of thanks to the steward department for a job well done. Next port Long Beach. SEATTLE (Sea-Land), August 5— Chairman John Gianniotis; Secretary F. Carmichael; Educational Director A. Tselentis. No beefs. Everything run­ ning smoothly. TRANSCOLUMBIA (Hudson Wa­ terways), August 5—Chairman T. E. Kelly; Secretary Kaznowsky; Educa­ tion^ Director Holland; Deck Delegate A. Otremea; Engine Delegate Carl C. Madson; Steward Delegate Camila Rojas. Some disputed OT in deck and en­ gine departments. Vote of thanks to the steward department for a job well done. Next port Oakland. Page 28 Ships' Meetings Ultramar Committee Prior to embarking on maiden voyage around the world, the ship^s com* mittee on the Ultramar (Westchester Marine) gathers on deck of the giant freightship in Victoria, British Columbia. From left are: E. B. Hardcastle, deck delegate; George Frazza, steward delegate; Joe Pitetta, secretaryreporter; Rohhin Myers, engine delegate; Ward Hart, educational director, and Bert Hanback, chairman. SACRAMENTO (Odgen Marine), TRANSOREGON (Hudson Water­ August 5—Chairman Roy M. Carver; ways), August 19—Chairman F. RodSecretary Algernon W. Hutcherson; rigez; Secretary J. R. DeLise; Educa­ Educational Director C. R. Ballesteros. tional Director D. Able; Steward Dele­ $13.64 in ship's fund. No disputed OT. gate A. Romero. $1.89 in ship's fund. Everything running smoothly. Observed Some disputed OT in deck department. one minute of silence in memory of our Vote of thanks to the steward depart­ departed brothers. ment for the chow and mainly to the steward for his special help to the new SEATRAIN LOUISIANA (Seatrain assistant cook from the Harry LundeLines), August 5-Chairman G. Coker; berg School in teaching him his duties Secretary F. Fletcher; Steward Delegate aboard ship. Next port Puerto Rico. George Bronson; Engine Delegate D. Loughlin. $37 in ship's fund. No dis­ OVERSEAS ULLA (Maritime Over­ puted OT. Vote of thanks to the stew­ seas), August 19—Chairman Henry L. ard department for a job well done. Perkinson; Secretary James A. Hollen; Next port Guam. Educational Director Howard Milstead; Steward Delegate. Richard G. Smith. DEL SOL (Delta Lines), August 5— $28.10 in ship's fund. A request was Chairman R. Chiasson; Secretary A. made for donations to the ship's fund. Rudnicki; Educational Director H. Some disputed OT in engine depart­ Sanders Jr.; Engine Delegate Donald ment. Observed one minute of silence E. Morgan, $20 m movie fund. $9.50 in memory of our departed brothers. in ship's fund. No disputed OT. Every­ thing running smoothly. Observed one ELIZABETHPORT (Sea-Land), minute of silence in memory of our de­ August 5—Chairman Chester laimoli; parted brothers. Secretary George W. Gibbons; Educa­ tional Director John P. Ryan; Deck MILLICOMA (Hudson Waterways), Delegate Emilio Sierro; Steward Dele­ August 5—Chairman W. D. Crawford; gate Franklin C. Snow. No beefs. Secretary Virgil L. Swanson; Educa­ Everything running smoothly. tional Director G. Beryer; Steward Del­ egate M. E. Morgan. No disputed OT. PENN LEADER (Penn Shipping), Vote of thanks to the steward depart­ August 12-Chairman C. E. Hill; Sec­ ment for a job well done. Observed one retary John C. Ratliff; Educational Di­ minute of silence in memory of our rector James L. McLamore. No dis­ departed brothers. Next port Jackson­ puted OT. Everything running smooth­ ville. ly. Next port Casablanca. San Juan Committee During intercoastal payoff of the San Juan (Sea-Land) in Porf Elizabeth, N.J., the ship^s committee meets in the reading room. From left are: A. Dechamp, steward delegate; R. Hyer, deck delegate; C. Mize, chairman; J. Petino, engine delegate, and H. Fielder, secretary-reporter. NOTRE DAME VICTORY (Eco logical Shipping Corp.), August 5Chairman S. Bergeria; Secretary J. Guilles; Steward Delegate Lawrence Tefft. No disputed OT. Vote of thanks to the steward department for a job well done. Everything running smoothly. Next port Westville, N.J. THETIS (Admanthos Shipping Agency, Inc.), August 5-Chairman Hendrey J. Rucki; Secretary M. Deloatch; Educational Director D. Kosicki; Engine Delegate Robert Wheat; Steward Delegate John A. Waith. $9.25 in ship's fund. No disputed OT. Every­ thing running smoothly. Next port Houston. WARRIOR (Sea-Land), August 19 —Chairman J. Gomez; Secretary E. B. Tart; Educational Director J. Pantoja. No disputed OT. Everything running smoothly. TAMARA GUILDEN (Transport Comm. Corp.), August 5—Chairman H. O. Leake; Secretary S. Hawkins. $22 in ship's fund. The steward department thanked crew for keeping the pantry and messroom area clean. Vote of thanks to the steward department for a job well done. Next port Haifa. BETHTEX (Bethlehem Steel), Au­ gust 5—Chairman W. T. Baker; Secre­ tary T. A. Jackson. Some disputed OT in engine department. Everything run­ ning smoothly. Next port Baltimore. NEW YORKER (Sea-Land), August 5—Chairman E. D. Winslow; Secretary J. E. Long; Deck Delegate William S. Rudd. No disputed OT. Everything running smoothly. Next port Ports­ mouth, Va. MAYAGUEZ (Gulf Puerto Rico Lines), August 5—Chairman E. Freimanis; Secretary Joseph E. Hannon; Steward Delegate R. Moore. $32 in ship's fund. No disputed OT. Vote of thanks to the steward department for a job well done. DEL ORO (Delta Steamship), Au­ gust 4—Chairman G. A. Burch; Secre­ tary C. L. Shirah; Educational Director P. Thomas; Deck Delegate J. Thrasher; Engine Delegate H. Bishop; Steward Delegate R. D. Bozeman. $233 in movie fund. No disputed OT. Vote of thanks was extended to all delegates. Next port Houston. DELTA BRASIL (Delta Lines), August 19—Chairman Paul R. Turner; Secretary Thomas Lilies Jr.; Deck Dele­ gate William Pittaman; Engine Dele­ gate John Brolenok; Steward Delegate Lxjuis Gracia. No disputed OT. Ob­ served one minute of silence in memory of our departed brothers. Next port New Orleans, La. EAGLE TRAVELER (United Mari­ time), August 5—Chairman Frank Cottongin; Secretary J. B. Harris; Educa­ tional Director M. R. Williams; Stew­ ard Delegate Santos Reyes. No disputed OT. Vote of thanks to the steward de­ partment for a job well done. SEA-LAND MC LEAN (Sea-Land), August 8—Chairman John Hunter; Sec­ retary A. Goncalves. Some disputed OT in deck department. Vote of thanks to the steward department for a job well done. Steward gave thanks to two boys who shipped in the summer for all their help. Everything running smoothly. LYMAN HALL (Waterman Steam­ ship), August 5—Chairman Hans S. Lee; Secretary James B. Morton. Some disputed OT in deck department. Ob­ served one minute of silence in mem­ ory of our departed brothers. i �' i 1 CONNECTICUT (Odgen Marine), August 5—Chairman Carl Lineberry; Secretary Jimmie Bartlett; Educational Director Charles T. Gaskin. $15 in ship's fund. Suggestion made for each member to contribute a dollar to build up ship s fund. No disputed OT. Vote of thanks to the steward department for a job well done. Observed one minute of silence in memory ot our departed brothers. Next port Istanbul. ANCHORAGE (Sea-Land), August 12—Chairman M. E. Sanchez; Secretary O. Smith; Educational Director Henry Duhadaway. Request to have water fountain on deck replaced. No beefs. Everything running smoothly. TRANSONEIDA (Hudson Water­ ways), August 19-Chairman J. Boland; Secretary T. Ulisse; Deck Delegate W. Stone; Engine Delegate K. Harder; Steward Delegate H. Long. Some dis­ puted OT in deck department. Vote of thanks to the steward department for a , job well done. The crew has enjoyed Italian night, China night and Soul Food night with menus, music and candle light to fit the appropriate oc­ casions. SEATRAIN PUERTO RICO (Hud­ son Waterways), August 12—Chairman Leo Koza; Secretary Frank Allen; Ed­ ucational Director William Schneider; Engine Delegate Earl Rogers. No beefs. Posted letter from headquarters on USPHS. Everything running smoothly. Next port Okinawa. SEATRAIN WASHINGTON (Hud­ son Waterways), August 12—Chairman W. Smith; Secretary D. B. Militar; Ed­ ucational Director F. C. Quebedeaux; Deck Delegate Tom Labur; Engine Delegate Robert Caldwell; Steward Delegate Richard Smith. No beefs. Everything running smoothly. SAN JUAN (Sea-Land), August 5— Chairman Cyril Mize; Secretary H. Fielder. No disputed OT. Everything running smoothly. Observed one min­ ute of silence in memory of our de­ parted brothers. MISSOURI (Odgen Marine), August 19—Chairman Tadeuse Chilinski; Sec­ retary George W. Luke; Educational Director John Griffith; Engine Delegate R. L. Sullivan; Steward Delegate Albert B. Brown. No disputed OT. Everything running smoothly. Observed one minute of silence in memory of our departed brothers. SEATRAIN GEORGIA (Seatrain), August 12—Chairman T. Richards; Secretary G. M. Wright; Educational Director J. S. Metcafe. $300 in movie fund. No disputed OT. Vote of thanks to the steward department for a job well done. Next port Oakland. SEA-LAND COMMERCE (SeaLand), August 12—Chairman Gene Dakin; Secretary W. Moore; Educa tional Director William Heater; Deck Delegate H. Pacheco; Engine Delegate C. E. Prevatt; Steward Delegate C. Zubovich. $26 in ship's fund. No dis­ puted OT. Everything running smooth­ ly. Next port Seattle. SEA-LAND EXCHANGE (SeaLand), August 30-Chairman Frank Teti; Secretary T. R. Goodman; Edu­ cational Director W. J. Dunnigan. $10 in ship's fund. Some disputed OT in deck and engine departments. Vote of thanks to the steward department for a job well done. Everything running smoothly. OVERSEAS ARCTIC (Maritime Overseas), August 19—Chairman Rich­ ard K. Wardlaw; Secretary B. Fletcher; Educational Director D. Gore. Some disputed OT in deck department. Everything running smoothly. OGDEN WABASH (Ogden Ma­ rine), August 27—Chairman Macon Walsh; Secretary J. Oquendo. No dis­ puted OT. Everything running smooth­ ly. Observed one minute of silence in memory of our darted brothers. October 1973 La Salle Committee The ship^s committee on board the La Salle (Waterman) gets together during payoff in Port Newark, N.J. The vessel carried general cargo on a coastwise run from Texas. From left are: F. Liro, deck delegate; E. Grajales, steward delegate; R. Elliott, secretary-reporter; J. Effinger, engine delegate; R. Holder, educational director, and D. Parker, chairman. Mankato Victory Commiffee pmanmm at The ship's committee of the Mankato Victory (Victory Carriers), returned from a four-month round-the-world voyage, awaits payoff in Bayonne, N.J. Clockwise, from left, are: D. C. Gay, chairman; J. I. McAvoy, educa­ tional director; J. Gillian, steward delegate; M. Silva, deck delegate, and A. Hirsch, secretary-reporter. American Explorer Chip's committee gathers on deck of the Navy tanker American Explorer (Hudson Waterways) during recent payoff at Cities Service Docks in Linden, N.J. From left are: J. Dehos, acting secretary-reporter; C. McMillin, steward delegate; W. Kuchta, chairman; S. Simpson, educational director; J. R. Miller, engine delegate, and A. Villanova, deck' delegate. The vessel jvpt returned from dw IHirgin islands and the Bahamas. DE SOTO (Waterman), August 5— Chairman F. Foster, Secretary F. F. Fraone. No disputed OT. Everything running smoothly. Vote of thanks to the steward department for a job well done. BETHFLOR (Bethlehem Steel), Au­ gust 5-Chairman J. Michael; Secretary R. Gkrke; Educationai 'Director Rt Gowan; Deck Delegate Roy Kelly; En­ gine Delegate C. Sharp; Steward Dele­ gate P. Baker. $32.00 in ship's fund. Everything running smoothly. Observed one minute of silence in memory of our departed brothers. Next port Houston, Tex. COLUMBIA (Odgen Marine), Au­ gust 5—Chairman Donald Pool; Secre­ tary J. Moody; Deck Delegate Orlano Goesalves; Engine Delegate Howard Welch; Steward Delegate Joseph Acy. Some disputed OT in deck, engine and steward departments. Everything run­ ning smoothly. PENN CHAMPION (Penn Ship­ ping), August 26—Chairman R. Birm­ ingham; Secretary L. Nicholas; Educa­ tional Director L. Peppett; Deck Dele­ gate A. A. Hauke; Engine Delegate A. Bullard; Steward Delegate J. B. Juzang. Received and posted fact sheet No. 4. $20 in ship's fund. Donated $20 to the Merchant Marine Library. The variety ^ foods aboard this ship is fantastic and all members give a vote of thanks to the steward department for a job ex­ ceptionally well done. TRANSINDIANA (Seatrain), Au­ gust 5-Chairman A. Hanstvedt; Secre­ tary Caudill; Steward Delegate Henry W. Martin. No disputed OT. Every­ thing running smoothly. Observed one minute of silence in memory of our de­ parted brothers. OAKLAND (Sea-Land), August 12 —Chairman Fred Domey; Secretary C. N. Johnson; Educational Director S. Smitko. No disputed OT. All commu­ nications posted. Everything running smoothly. ROSE CITY (Sea-Land), August 5Chairman S. Bojko; Secretary F. R. Kaziukewicz. To pick up new movies in Oakland. $296 in movie fund. Some disputed OT in deck department. Vote of thanks to deck department for up­ keep of messroom and pantry at night and to the steward department for a job well done. The fishing was very poor on the first trip. SEA-LAND TRADE (Sea-Land), August 26—Chairman Pete Drewes; Secretary R. L. Alford; Educational Director George Renole. $120 in movie fund. Some disputed OT in engine de­ partment. Vote of thanks to the steward department for a job well done. Ob­ served one minute of silence in mem­ ory of our departed brothers. DELTA ARGENTINA (Delta Lines), August 5—Chairman Ewing A. Rihn; Secretary Dario P. Martinez; Ed­ ucational Director Tom Tobias; Deck Delegate Gordon L. Davis; Engine Del­ egate Oscar R. Bird; Steward Delegate Jose F. Santiago. Discussion held on MDL and SPAD and the need for both. Information distributed on why mem­ bers should go to Piney Point to up­ grade themselves, regardless of age. No disputed OT. Observed one minute of silence in memory of our departed brothers. Next port Santos, Brazil. MOBILE (Sea-Land), August 5Chairman A. Ahin; Secretary W. Sink; Educational Director R. Nickalaskey. $39 in ship's fund. No disputed OT. Latest news from headquarters posted. Everything running smoothly. Next port Seattle. JOHN B. WATERMAN (Waterman Steamship), August 5—Chairman C. Stenmett; Secretary F. DiGiovanni; Ed­ ucational Director Dickens. No dis­ puted OT. Everything running smooth­ ly. Observed one minute of silence in memory of our departed brothers. Page 29 �Jfinal departures; >'W. Hie foUoming Seafarers have had their clainis held h^ lack of informadoii cm their chiikn foims. Thc^ dbdoid conta^ *1^ SS# Francis Kelly Quinn, G. James Roberts Jc»ieph Stanton Carmelo Bonafont JEdward Cannon A. J. Rosenthal Edward Puckett Hilorio Miranda 267-26-7297 436-58-2847 207-36-6204 172-38-2127 , 580-62-5949 309-56-9886 460-10-1201 287-32-1759 462-40-8555 371-03-2996 065-05-9500 190-42-5166 449-44-5517 457-86-4285 237-70-8092 299-16-2866 198-10-2953 CiaiiB No. Divisiua 7722 7840 7900 7970 7981 7988 8023 8046 A&G UIW UIW A&G IBU IBU UIW 8109 8356 8467 8522 8530 Mta. Schultz Louis Louviena Larry Fhiilips Robert Towns Harold Arlingbaus Calixto Oxinio James Smith . 541-32-0450 William Lanier , 430-10-97IS 8555 8690 8696 40M;p« ^JUK»fc, ^ 8821 ,, A&G ,- . ^ •' - .••-v; ^ GLTD A&G (Pensioner) UIW A&G Ipi IBU (Pensioner) IBU A&G (Pensioner) A&G IBU ^ Jfinal departures; Robert L. Perras, 55, passed away from pneumonia in the PHS hospital, San Francisco on June 14. Born in Washington, he was a resident of Stockton, Calif at the time of his death. Brother Perras joined the union in the port of San Francisco in 1965 and sailed in the steward department. He was a wartime veteran of the Air Force. Interment was in San Jaoquin Cemetery, Stockton. Surviving is his mother, Martha. Edward M. Barbuchuk, 43, expired from a heart attack July 16 in South Chicago Community Hospital, Chicago, 111. Born in Pensylvania, he was a resi­ dent of Chicago at the time of his death. Brother Barbuchuk joined the SlU-affiliated GLTD in the port of Chi­ cago in 1965 and sailed in the engine department. He was an Army veteran. Interment was in Holy Cross Cemetery, Calumet City, 111. Surviving are his mother, Mary, and a son, Richard. SIU pensioner Louis M. O'Lea^, 61, died of a heart attack in West Side General Hospital, Marrero, La. on June 20. Born in New Orleans, he was a resident of Westwego, La. when he died. Brother O'Leary joined the SIU in 1938 in the port of New Orleans and sailed in the deck department. He was buried in Louisiana. Surviving are his widow, Cecile; his mother, Stella, and a daughter, Barbara. SIU pensioner William J. Collins, 64, died of a brain tumor in Pt. Pleas­ ant, N.J. on July 23. Born in New York City, he was a resident of Pt. Pleasant when he passed away. Brother Collins joined the SlU-affiliated RMR in the port of New York in 1960 and had sailed in the deck department for the Penn Central Railroad since 1927. Burial was in St. Peters Cemetery, Staten Island, N.Y. Surviving are two sons, William and Charles of Staten Island. Joseph H. Frudhomme, Sr., 50, died in St. Tammany Parish Hospital, Cov­ ington, La. on June 9. Born in Califor­ nia, he was a resident of Covington. Brother Prudhomme joined the SIU in 1942 in the port of New Orleans and sailed in the engine department. Burial was in Louisiana. Surviving are his wid­ ow, Charlene, and two sons, Michael and Joseph. Page 30 Frederick B. Neely, 56, died of a heart attack aboard the Western Hunter on April 14. Born in South Dakota, he resided in Houston Tex. at the time of his death. He joined the SIU in 1947 in the port of Mobile and sailed in the steward department. Burial was in Houston. Brother Neely is survived by a daughter, Mrs. Beverly Isbell of Mo­ bile, Ala. John J. Thatcher, 48, passed away from a heart condition in Mills Hospi­ tal, San Mateo, Calif, on May 2. Born in Oregon, he was a resident of Burlingame, Calif, at the time of his death. Brother Thatcher joined the union in the port of San Francisco in 1971 and sailed in the engine department. He was a wartime Navy veteran. Interment was in Holy Cross Cemetery, Burlingame. Surviving is his mother, Evelyn. SIU pensioner Manuel R. Traha, 77, died of a heart attack in Coruna, Spain on Sept. 23, 1972. Born in Spain, he was a resident there at the time of his death. Brother Traba joined the SIU in 1945 in the port of New Orleans and sailed in the deck department. Burial was in Parroquial Cemetery, Coruna. Surviving are two sisters, Amable and Maria Ester Traba Ballon, and a nephew, Pedro Iniguez, all of Coruna. SIU pensioner James E. Wehh, 79, died of arteriosclerosis in Baltimore on June 14. Born in Virginia, he was a resident of Baltimore at the time of his death. Brother Webb joined the SlUaffiliated IBU in the port of Baltimore in 1957 and sailed in the deck depart­ ment. Burial was in Glen Haven Cem­ etery, Glen Burnie, Md. Surviving is a daughter, Mrs. Ada L. Neuman of Maryland. John J. Clementi, 54, died of injuries in Lutheran Medical Center, Brooklyn, N.Y. on May 31. Born in Weehawken, N.J., he was a resident of Long Branch, N.J. Brother Clementi joined the SIUaffiliated Railway Marine Region divi­ sion in the port of New York in 1960 and had sailed in the deck department for the Penn Central Railroad since 1942. Interment was in Mt. Carmel Cemetery, West Long Branch, N.J. Survivors include his widow, Madeline; four sons, Walter, Francis^ Victor and John, and three daughters, Madeline, Patricia and Kathleen Ann. Artice L. Walker, 21, was lost at sea from the Baltimore (Cities Service) near Morgan's Point, Tex. on Sept. 12, 1972. Born in Florida, he was a resident of Jacksonville, Fla. Brother Walker joined the union in the port of New York in 1970 and sailed in the steward department. He was a 1971 graduate of the Harry Lundcberg School of Sea­ manship. Interment was in Evergreen Cemetery, Jacksonville. Surviving arc his parents, Mr. and Mrs. Arthur Walker, Sr.; a brother, Arthur, Jr.; a sister, Mrs. Barbara J. W. Gilbert, and two other brothers and a sister, all of Jacksonville. Antonio P. Trinidad, 64, passed away on July 17. Bom in the Philip­ pines, he was a resident of Seattle, Wash, when he died. Brother Trinidad joined the SIU there in 1960 and sailed in the steward department. He was a veteran of the Coast Guard. Surviving are his widow, Irene, and a brother, Gregorio of Honolulu. SIU pensioner George J. Vesagas, 80, died of pneumonia on July 24. Bom in the Philippines, he was a resident of San Francisco at the time of his death. Brother Vesagas joined the union in 1946 in the port of New York and sailed in the steward department. Burial was in Holy Cross Cemetery, San Francisco. Surviving are a granddaugh­ ter, Ramona Sanipor of San Francisco, and a cousin, Christeta Vesagas of Manila, the Philippines. SIU pensioner John R. Wehh, 79, died of pneumonia in Church Home Hospital, Baltimore on June 14. Born in Illinois, he was a resident of Balti­ more at the time of his death. Brother Webb joined the SIU in 1940 in the port of New Orleans and sailed in the steward department. Interment was in Glen Haven Cemetery, Glen Bumie, Md. Surviving is a son, Richard of Van Nuys, Calif. George M. Williams, 52, passed away on the Arizpa (Sea-Land) in San Juan, P.R. on April 20. Born in North Carolina, he was a resident of Balti­ more, Md. when he died. Brother Wil­ liams joined the union in 1946 in the port of Norfolk and sailed in the stew­ ard department. He was an Army vet­ eran. Burial was in Meadowridgc Me­ morial Park, Baltimore. Surviving arc his widow, Maggie, and a son, David. Thomas L. Weinert, 34, died on the Hood (Verity Marine) in Vayama, Thailand on April 20. Bom in San Diego, Calif., he was a resident of Benicia, Calif, when he passed away. Brother Weinert joined the SIU in the port of San Francisco in 1970 and sailed in the deck department. He was an Air Force veteran. Burial was at sea off Oakland, Calif. Surviving are his widow, Juanita; two sons, Thomas and Gerald, and two daughters, Maria and Deborah. SIU pensioner Edward J. McLaugh­ lin, Sr., 61, passed away at home on April 23. Born in Brooklyn, N.Y., he was a resident there. Brother Mc­ Laughlin joined the SlU-afliliated RMR in the port of New York in 1960 and had sailed in the deck department for the Brooklyn Eastern District Terminal Railroad Co. since 1938. Interment was in St. John's Cemetery, Brooklyn, N.Y, Surviving are his widow, Mary, and two sons, Edward and Thomas. SIU pensioner Atma J. Hughes, 75, died on May 14. He was a Texas native and a resident of Houston at the time of his death. Brother Hughes joined the SlU-affiliated IBU in the port of Houston in 1957 and sailed as a chief engineer. His survivors are his widow, Linda, and a son, G. H. Hughes. Cleveland R. Wolfe, 52, died of heart failure in Howell Memorial Hos­ pital, Biloxi, Miss, on June 18. Born in Mobile, Ala., he was a resident there. Brother Wolfe joined the union in the port of Baltimore in I960 and sailed in the steward department. Sur­ viving is his widow. Marguerite. Saleh A. S. Yahari, 30, died of in­ juries July 23 in Pacific Communities Hospital, Newport, Ore. after being struck by a car. Born in Aden, he was a resident of San Francisco when he passed away. Brother Yahari joined the SIU in 1969 in the port of San Francisco and sailed in the engine department. Interment was in Eureka Cemetery, Newport. Surviving are his widow, Kamar; a son, Saleh; a daughter, Nabil; a brother, Kassim, all of Aden; and a cousin, Ali Saleh Muglii of California. Joseph C. Zitoll, 55, passed away after a long illness in the PHS hospital, Staten Island, N.Y. on July 9. Born in New York City, he was a resident of Hoboken, N.J. at the time of his death. Brother Zitoli joined the union in 1957 in the port of New York and sailed in the steward department. He was a Ma­ rine Corps veteran of World War II. Surviving is his mother, Louise, of Yonkers, N.Y. William H. Rehherg, 64, died of arteriosclerosis on Dec. 10, 1972. Born in Georgia, he was a resident of Gal­ veston, Tex. at the time of his death. Brother Rehberg joined the SlU-affiliated IBU in the port of Houston in 1957, and sailed in the engine depart­ ment with G & H Towing Co. Burial was in Centennial Cemetery, Cairo, Ga. Surviving are his sister, Mrs. Helen R. Andermann of Harlingen, Tex., and a brother, T. E. Rehberg of Georgia. John C. Theriot, 54, died on June 5. Born in Lockport, La., Brother Theriot joined the SlU-alfiliated IBU in 1957 in the port of New Orleans and sailed as a captain having started with Dixie Carriers in 1943. Surviving is his widow, Margerie. John S. Williams, 62, died of heart failure on May 30. Bom in North Carolina, he was a resident of Norfolk, Va. when he died. Brother Williams joined the SlU-affiliated IBU in 1961 in the port of Norfolk and sailed in the steward department with N.B.C. Lines. He was an Army veteran. Interment was in North Carolina. Surviving is his sister, Mrs. Lillian Fox of North Caro­ lina. SIU pensioner William H. Woodington, 65, died in Norfolk, Va. General Hospital on July 25. Born in Virginia, he was a resident of Norfolk when he passed away. Brother Woodington joined the SlU-affiliated IBU in the port of Norfolk in 1963 and had sailed in the engine department with Curtis Bay Towing Co. since 1957. Surviving are his widow, Lillian, and two sons, Ronald and Carlton. SIU pensioner Jose P. Hermo, 72, died in Coruna, Spain on June 29. He was born in Spain and was a resident there at the time of his death. Brother Hermo joined the union in the port of Baltimore in 1944 and sailed in the deck department. He was buried in Spain. Among his -survivors are two sisters, Candelaria Garcia and Manuela Hermo. Harold A. Bourgeois, Sr., 60, passed away on July 24 in New Orleans. Born in Louisiana, he was a resident of New Orleans at the time of his death. He joined the SlU-affiliated IBU in the port of New Orleans in 1972 and sailed in the deck department. He is survived by his widow, Pauline, and three sons, Kenneth, Harold and Dennis. Seafarers Log �hi Mental Illnessby Dr. Joseph B. Logoe SIU Medical Director M 1 || >f ental illness; schizophrenia; manic depres­ sion; mental retardation; mongoloidism. All these terms, and many others, are used to denote those who have a sickness of the mind rather than a sickness of the body. When someone contracts a physical illness, those close to him will usually see that he gets immediate help. Sorrowfully, though, the same understanding and quick response is not always accorded to someone with a mental illness. Even in our sophisticated society of today, there are still some people who are embarrassed and fearful of sicknesses of the mind. Why? Is the sentiment a carry-over from the days when the insane were locked up in chains and con­ sidered outcasts by society? Or is it that too many people do not understand that the mentally ill person—^just like the physically ill one—does not cause his own sickness. He does not want to be ill! Because of complicated reasons—largely still unknown to doctors—a man or woman becomes mentally ill. Perhaps the improper functioning of certain genes or a chemical imbalance is the cause. But whatever the reason, the person is not responsible for the illness. Understanding and professional advice are absolutely necessary in combating mental illness. Many diseases of the mind are not totally and finally curable but at least the ill person can be help^ in leading a more comfortable, happier and more socially acceptable life. This is a great improvement, not only for the mentally ill per­ son, but also for his family and his friends. Mental illness should never be ridiculed nor feared; neither should we be ashamed of it. Most of all, however, mental disease must be recog­ nized and acknowledged—^both by the person who is ill and those who are closely involved with him. It does no one any good to hide, coverup, or ignore mental illness. In fact, to not recog­ nize and admit to mental sickness can serve to severely worsen an already bad situation. Phobias and fears can develop in the mentally in person whose family refuses to recognize his disease because they are ashamed of it and him, and somehow feel that the sickness is a bad re­ flection on them. Once the illness is acknowledged, the proper help and treatment can be sought and found. To­ day, fortunately, there are many ways to treat mental illness, and research is being conducted into causes and better cures for mental disease— This print of an oid time insane asylum shows a patient chained hy his anides and neck. current treatments are a big step over some of the methods used in the past. In the eighteenth and nineteenth centuries, care for the mentally ill was largely a custodial matter. Places were established where persons with diseases of the mind were sent to be super­ vised. The trouble was that most of these asylums were filthy, dangerous places where the mentally ill were chained, beaten and terribly abused. Of course, such treatment only worsened their sicknesses. However, in the early nineteenth century, the French physician Philip Pinel showed that a more humane treatment of the mentally ill might be more effective. In his article in the Hospital Tribune of Aug. 13, 1973 Jack Zusman, M.D. writes: "Pinel and others working aroimd this time repeatedly demonstrated that mentally ill persons who supposedly were like wild animals became docile and cooperative when their chains were removed. Later "workers were able to go way beyond Pinel to demonstrate that a mental hos­ pital could be operated without use of any physi­ cal force at all (and, of course, without any medications, since none were available)." Sadly, though, at the beginning of this cen­ tury care for the mentally ill took a turn for the worse and once again patients were being treated harshly and, consequently, unsuccessfully. Changes started to come about again in the 1930s but it was not until the mid 1940s that the manner of treating patients was considerably altered. Doctors and personnel at hospitals for the mentally ill began to realize that "when social barriers between patients and staff were reduced and when it was clear that patients were expected to act in socially appropriate ways, deterioration became rare or non-existent," notes Zusman. Today there are several ways of treating the mentally ill. Among them are: tranquilizers; electric shock treatment; physiotherapy; psycho­ therapy, and class orientation. Where a patient's history indicates there is no threat of toxicity, tranquilizers are quite helpful in soothing and relaxing the mentally ill patient. Tranquilizers, by the way, are relatively new drugs that were introduced in the mid 19SOs and since then have been used extensively in the treat­ ment of certain types of mental sickness. There are also a number of other drugs that have proven helpful to the mentally ill. Electric shock treatment—or Electric Convul­ sive Therapy (EOT)—is usually administered by passing an alternating current of 70 to 130 volts between the patient's temples for 0.1 to 0.5 sec­ onds. Because of the number of drugs that have been introduced recently, ECT is not being used as frequently as it" was in the past. Physio (or physical) Therapy—helps the men­ tally ill person who also has a bodily defect. For instance, if his coordination is impaired then physical therapy can better help him function properly and thereby make his life easier. Psychologic Therapy—tries to help the pa­ tient's mind by examining his problems to see if anything can be done to ease his condition. Psychologic therapy is closely connected with social therapy, whereby some answers to a pa­ tient's mentd problems are sought in his living conditions. It might be discovered, for example, that it would be better for a patient not to live with his family, since they may be part of the cause of his problems. Psychologic and social therapy can also help the mentally ill person adjust to his community as well as help him take on certain expanded responsibilities, such as a job. Class orientation—helps the mentally sick per­ son get along with his fellow human beings. He is shown how to handle many of the everyday situations that other people take for granted and he is helped in better conununicating with those around him. Environment sometimes has a strong effect on the soundness of a person's mental state. In to­ day's high pressured and fast moving society,' mental problems may be sharpened and high­ lighted more than they were in the past, when life was less complicated. As I said earlier, unfortunately, the causes of most mental illnesses are still largely a mystery. But the fight goes on each day to discover the "why's" and "how's" of diseases of the mind and doctors constantly look for new and better ways to treat their mentally ill patients. In the meanwhile, the treatments and profes­ sional help that are available can greatly alleviate the burden of mental illness on both the victim and those close to him. Therefore, it must be remembered that mental illness should not be covered-up nor neglected. Understanding and proper treatment are what are needed—^just as much as they are needed dur­ ing any physical illness. A "suspension" treatment was one of the ways doc­ tors tried to cure mental illness in the past. Page 31 �SEAFARERS LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION* ATLANTIC,GULF, LAKES AND INLAND WATERS DISTRICT•AFL-CIO 1938 r|nliis month marks the 35th an-I- niversary of our Union. On Oct. 14,1938, the Ameri­ can Federation of Labor at its Houston, Tex. convention granted a charter creating the Seafarers International Union of North America. At that time, those seafaring men who formed our Union set down certain objectives and prin­ ciples designed to guide their young Union in its future growth. The SIUNA has never wavered from these basic principles and goals and has set them down per­ manently in the Preamble to its Constitution. One of the main concerns of our Union's founders was ''that all American seamen are entitled to receive their employment without interference from crimps, ship­ owners, fink halls or any shipping bureaus maintained by the Gov­ ernment." Aware of the tragicly low pay and long hours to which seamen were subjected, they also stated: "We affirm that every worker has the right to receive fair and just remuneration for his labor, and to gain sufficient leisure for mental cultivation and physical recrea­ tion." Being seamen themselves, they knew the terrible conditions in which they were often forced to work. They therefore stated: "We proclaim the right of aU seamen to receive healthful and sufficient food, and proper forecastles in which to rest." They also declared that: "We defend die right of all seamen to be treated in a decent and respect­ ful manner by those in command, and "We hold that the above rights belong to all workers alike, irre­ spective of nationality or rrecd." Thirty-five years after these principles and rights were set forth by the founders of our Union, it is clear that the SIUNA has upheld them, fought for them, and stood by them—^and always will. We have good reason to be proud and to celebrate this 35th anniversary — we have come a long way. 1973 FEDEfiATION OF UBOR DOTH GRANT THIS Certificate of Affiliation c. .'0' . • /D ' I.' Fif J /T iPJawi C. and to their successors legally qualified, io constitute the Union herein named and known under the title of ^eaiwcres Inl^i-nattiinal Union of Jfortlj Aniprira for the purpose of a thorough organization of the trade, and a more perfect Federation of all TiMkOfS and LABOR UNIONS. And the Union being duly formed, is empowered and authorized to initiate into its member­ ship any person or persons in accordance with its own laws. And to conduct the business affairs of said Union in compliance with the best interests of the trade and labor in general. The autonomy of the Union is hereby ordained and secured. ptobfDeO, Thftl the said Union do conform to the Constitution, Laws, Rules and Regulations of the AMSRICAN HtMEKMION OF LABOR, and in default thereof, or any part, this Certificate of Affiliation may be suspended or revoked according to the laws of this FtDtRATION. And should the said Stafamtmt Snlarnnlionaf of flortk mAmtrita be dissolved. Suspended Or forfeit this Certificate of Affiliation, then the persons to whom this Certificate of Affiliation is granted, or their successors, hind themselves to surrender the same with such other property as shall properly belong to this norjMnON. And further, in consideration of the due performance of the above, the AMERICAN FEDERATION OF LABOR does hereby bind itself to support the said Seafarers Snternationaf tdntan Tlorth. .^4m»fica in the exercise of all its rights, privileges and autonomy as an affiliated Union. Wc have subscribed our Names and affixed the UAL of the Americdrt Federation of Labor this—feerltrnlk—day of Odnker , A. D. One Thousand Nine Hundred and Slirtjf-eigkl. t � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource October 1973 Description An account of the resource Headlines: VOTING CONTINUES ON DUES, INITIATION FEE INCREASES IBU CONVENTION NOMINATIONS HOUSE BEGINS OIL HEARINGS CARGO PREFERENCE BILL 'FULL SPEED AHEAD' - BOSUNS RECERTIFICATION PROGRAM BOSUNS CLASS EXPANDED TO 12 100TH QMED - ANY RATING THE SIU-MANNED NAVY TANKERS SUGAR ISLANDER COMPLETES MAIDEN HAWAIIAN VOYAGE SEA-LAND ACQUIRES TWO SHIPS U.S. IDLE SHIPPING LEADS THE WORLD BOYHOOD SAILING FEVER BECOMES 'GREAT' LAKES CAREER LOG'S MAILING IS SPEEDED BY NEW COMPUTER SYSTEM CONGRESS RENEWS FIGHT TO PREVENT PHS CLOSURES FOREIGN FLEET OVERFISHING THREATENS U.S. FISHERMEN CHARLES E. WILSON CHRISTENED; SIU ORE CARRIER FLEET GROWS SIU'S FALCON PRINCESS WINS NAVY'S PRAISE PENSION BILL PASSED IN SENATE LABOR'S ROLE NEGLECTED IN SCHOOLS SEA-LAND FINANCE COMPLETES MAIDEN VOYAGE TRANS-ALASKA PIPELINE - NEEDED NOW! SEATRAIN MAINE GREAT LAKES OFF-SEASON JOBLESS PAY BILL SIGNED A REAL FISH STORY IS TOLD IF HERB KNOWLES IS ABOUT UIW CONVENTION NOMINATIONS NEW ORLEANS TERMINAL OPENS IBU SUPPORTS RULE PERMITTING MIXING OF INLAND CARGOES SIUNA FISHERMEN WIN STRIKE SIU BLOOD DONOR HONORED SIU HIGH SCHOOL PROGRAM AVAILABLE TO SEAFARERS YOUNG SEAFARER FOLLOWS SIU WHITE CAP TRADITION SEAFARER BORTZ NARRATES LIFE ON SEA-LAND MCLEAN USNS COSSATOT NINE MONTH VOYAGE VIABLE INLAND WATERWAYS 'A' SENIORITY UPGRADING THE BOSUN'S COMMENTS THE OIL-GRAIN RUN LIBERTY SHIPS FACE SCUTTLING IN GULF JOINING PENSION ROSTER USNS AMERICAN EXPLORER MENTAL ILLNESS - UNDERSTANDING THE PROBLEMS BROTHERHOOD OF THE SEA 1938 Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 10/1/1973 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXV, No. 10 1973 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/0a00f5b5a5b53c3ed898136a79fba09b.PDF f73303a426405accca19b7b21af2e0e7 PDF Text Text �In Nationwide Message: Nixon Sees Pipeline, Superporfs Easing Energy Bite I i i i: •! 1 4 lu a special radio message to the nation on Sept. 9, President Nixon urged immediate Congressional action on sev­ eral bills he termed "of the highest urgency", designed to ease America's energy crisis. The wide-ranging 12-minute state­ ment was delivered after a two-hour Wliite House meeting, attended by John A. Love, presently director of the Administration's Energy Policy Office, and 14 other senior Administration officials. Among the items of legislation cited, it is of particular importance to Sea­ farers that the President put especially strong emphasis on immeffiate construc­ tion of the trans-Alaska pipeline, and authorization to build offshore, deepwater tanker ports. The implementation of these two projects would be significant steps for­ ward in the future development of our own oU resources, while at the same time reducing our dependency on for­ eign oil imports. The President also reluctantly urged cities and states to relax environmental pollution rules this winter to avert what he said could be "a very serious" short­ age of heating oil. The President pointed out that development of our own oil resources and construction of the trans-Alaska pipeline and deepwater superports would eliminate sinffiar emergency situ­ ations in years to come. He also stated "the United States must be in a position so that no nation in the world has us in the position where they can cut off our oil supply." The SIU has long held this conviction. nCrUliTI Paul Hall / ' He also predicted that the U.S. could be almost totally self-sufficient in three to five years, but even then some im­ ports would still be necessary. • Development foi wSSRiJSr^i'e '?)f the Navy's oil reserves (one billion barrels) at the Elk Hill Naval Reserve in California. Among other measures urged by President Nixon to ease the energy crisis are: • The accelerated effort in the con­ struction of nuclear power plants and the use of nuclear energy. - • Renewed efforts in research on ecologically clean techniques for use of coal. • Removal of government control on the price of natural gas at the point of production. • Regulation of strip mining. AcceptConstitution Committee Report The report submitted by the mem­ bership-elected SIU Constitutional Committee dealing with the proposed increase in dues and initiation fees was unanimously approved by the member­ ship at the regular Sept. 4 membership meeting at headquarters. SIU Representative Red Campbell read the text of the Committee's report and, in a voice vote, the headquarters' membership unanimously accepted and concurred with the report. As the LOG went to press, the report had also been accepted in the Ports of Philadelphia and Baltimore, and other SIU constitu­ tional ports were stUl in the process of voting on the report. The Committee's report noted "that the expenses of operating and admin­ istering the Union, in order to adequately and better serve our mem­ bership, have significantly increased over the past years." It was therefore recommended that, effective Jan. 1, 1974, the calendar quarterly dues for all SIU members be increased to $50 and that the initiation fee for all new full book members be raised to $600. The Constitutional Committee's find­ ings concurred with a resolution ptdviously submitted by the Quarterly Financial Committee, which was ap­ proved by the membership in all SIU Ports at the regular August member­ ship meetings. That original resolution called for the election of a Constitutional Com­ mittee to study and report on the best way to implement a referendum vote on the proposed increases. A six man Committee (two full book men from each department) was therefore elected at a special headquarters membership meeting on Aug. 28. The members who served on the duly-elected Constitutional Committee were: Eddie Anderson and Walter Gustavson of the deck department; Jesus Ayala and Marius Del Prado of the engine department; and Warren Cassidy and Jim Colder of the steward department. Before submitting their report, the Constitutional Committee consulted with the Union's General Counsel re­ garding legal aspects of the proposed constitutional amendment, and with the. Secretary-Treasurer regarding statisti­ cal matters. In addition, they also met with other SIU officers and members. The Constitutional Committee rec­ ommended that the dues increase and the initation fee increase be considered as separate propositions on the ballots. The report also calls for a thirtyday period of balloting by mail refer­ endum from Oct. 2 through Oct. 31. No ballot received after Noon on Nov. 6 will be counted. The secret ballots will be counted by a duly-authorized Tallying Committee of six full book members, who will be elected at a special headquarters membership meet­ ing on Nov. 1. Only full book members in good standing are eligible to vote on the measures, as prescribed by the SIU Constitution. Seafarers may obtain their ballots by presenting their union books at any SIU Union Hall, or, they can request absentee ballots under cer­ tain circumstances. (See the full text of the Constitutional Committee's re­ port on pages 10 and 11 ). In addition to appearing in this issue of the LOG, copies of the full text of the Constitutional Committee's report have been mailed to all dnes-paying SIU members at their last known home ad­ dresses, been posted prominently at all Union halls, and been sent to all SIUcontracted ships at sea in care of the Ship's Chairman—in order to familiar­ ize the membership with the details of the Committee's report and the balloting procedures to be followed. Alaska Pipeline-Final Approval When Congress resumes its sessions this month, one of the first orders of bus­ iness should be the final wrap-up of leg­ islation, already passed by both houses, to enable construction of the transAlaska pipeline. The need for the flow of oil from Alaska's North Slope be­ comes more urgent every day. All that remains to be done before the measure goes to the White House for final approval is the ironing out of minor differences in the separate versions of the bill. A Congressional conference committee will deal with that task. Winning this legislation has been a tough, slow job. It has taken just about five years, due to the opposition of en­ vironmental groups. The measure now under final consideration, however, pro­ vides the proper safeguards to the ecol­ ogy—safeguards which are designed to protect the environment and thus pre­ vent further construction delays. The SIU has been deeply concerned with the legislation and is strongly in support of the measure now awaiting final action. Tl^ only regret is that this enabling legislation wasn't passed years ago so that the nation could now be drawing on the additional supplies of oil that are so badly needed in this coun­ try. This does not mean that this nation's energy crisis will be over the day the trans-Alaska pipeline goes into opera­ tion. We are going to need more and more petroleum and petroleum products in the future. The energy crisis will continue as a number one concern. The pipeline, which will tap the vast resources of the North Slope, will help to relieve these problems. But imports will continue to increase. Another problem we as Seafarers face and which confronts the entire nation is the need for port facilities that will ac­ commodate the large tank ships that are being built to bring oil into this country. As matters stand right now, there are no East or Gulf Coast ports that can handle a tanker larger than 80,000 dead­ weight tons. And we should bear in mind that the size of American ports is not going to deter the construction of supertankers. These vessels are already being built and they will need the proper kinds of ports where they can discharge cargo. Congress is aware that this problem exists and has been holding hearings into the matter. The SIU has testified that we need the deepwater terminals to accommodate the large vessels that will be utilized to carry oil imports. But we also emphasize that we must also de­ velop a U.S.-flag tanker capability so that we are not dependent on the for­ eign-flag ships for transportation. As a union of seafaring men con­ cerned with job opportunities and secur­ ity for our people, we must keep abreast of the rapidly changing technology in world maritime. At the same time we vrill maintain our fight to assure that American-flag ships will play a part in our nation's ocean transportation re­ quirements. This is an important part of the battle to protect the welfare of Seafarers and their families. Change of address cards on Form 3579 should be sent to Seafarers international Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO,675 Fourth Avenue, Brooklyn, New York 11232. Published monthly. Second Class postage paid at Brooklyn, N. Y. Vol. XXXV, No. 9. September 1973. Page 2 Seafarers Log .-i �^^ecerti/fcadoi^p^o^ bosuns Grac/c/a/es nn-o1,?«-'dtd,n30yearafnthe S--'» STdding Program. •'f••A^'SeSitrSr ^Mionty Up. "a^" "o.unTa^S ^'• "nanimousiy byX ^ T^°ay Passed p™.ed o„4e leading to bej, a union study ieensed and unlicen,ST'' « this period ofautomn f ®^"^embers ^ng technology. and changday aouS ^'ahej Uieir 60Hatry Lundeberg Schml ^>'P at Pinaj, of SeamanGorman and Walter'James ,f '"o port faan Latapie of the oort ieans; Denis ManniJ^ . SeatUe and Malcolm I port of San Francisco. ^ecer- "ow r th4 we wa. Vr"!" ='« aSd ••Kolut/of TOs sHr'^'^''''' ™=««n« a of New Yoricr tiScation program ttat the Sm launchTim^° '"posted for cooperation and CI^R ^tween the licensed V^^^^fonship personnel aboard ship "'^'censed ""d Or- «s aboard ship," he added "" """• dcation Pnam "" Recerti aged others to "iicna. attend. ™oour— „^*l" l^runT"?a^^^^ tri-ctfeh--'"Se ' at headquaneTforVecS^^ eveiyone die union and"its^ 5^ ^Submitted at ^ Durinv thic P''ogram so •nXfe coumes ^Selb'"'™nlum stitution, the cnntw ^ fo® SIU conto^, and political action ,^d its effect on the mar,>? ^^P^^^tion 4f,/pTj ^ ''te.teh AVlOt^U, ont^Kt'S'l rtr^^""*' "^^ona presdon Committ e ^ ®«"as Sele^ ®%, M in thl^ fogln ?iTpha1e? . ^tnuers of the f--ived ^ay course at headm? F 30are Piney ^^re, George Vukmir YF' ^oorge and John Wolfe of tS ^ J^ambach ®^«t; Blake HaynL t^Part•Jnez, Davirf c. ' Gharles Rodri »Valier of the en^"e'd ""vin Honimeriei^rfTdnment, and «dof the steward depiSS"'™™Th« u — "'apartment. 'uG- hrhcit.*^ _ -Pf dders were inplanded aem JheTrn'^^'^P ""o a" credentials. ''®>' received thek ^oods Sked mem"^®^'"^' ^osun P^^anity to tel?eve^^^^°r the op? foamed more here fht "J limi, ^^^adquarters) m femfter J973 fl// aU contracted chd'ghly mechanized vL""a aommg off the ways fS are Graduating °^^ydandle jobs on aff ="'0 to as the SL.7S FJ such i^S' ®°''-oWoH 'dadars, 'l'^^containership-b^e''dddala and Bosuns graduat/f^ carriers. ^rtiction on nL Ss fo' types of lines and^iL ^amts, new dnd freightship jumb^Sf«ad„res fdodon with the »«d f« and nnlicl^ P"«at amnerous ~ m "" P* of Ito power's Sensed a^2&^y«^'^«offl=eat®Jt^L dnann^'attenn® one-JJ^* rr ^a.»int^^. Welf"°'™ '"^ains" Jdese vessels^ '"^s ; Po"anen. j. Lata^Je; TGorm^n!' ®^®°fotives at membem at the tifc aa™ce SIU Staten Island, N. y. hospital on rers / t........ "daerve Srjsr'A2s.i,ipayoffs and help ^h ^ 'or tKS^fi^^^dnd that tbi, the who complete the """"•ally submitted. James Gorman ^I^tapie Walter Nash G-774 t-271 N-86 dnauns ^n additional beneflte r«rt|ie Bosuns Recertifi? t of ^^""'J^'PPing Program <^rtified bosuns and thev ^ to increased vacation h entitled ®"Jt of their nS° as a regram. P^«'Cipation in the pr^ 'a?"SSS Paorp 9 �li SIU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers PRESIDENT Paul HaU SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass. 215 Essex St 02111 (617) 482-4716 BUFFALO, N.Y.... .290 Franklin St. 14202 SIU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO. DL. .9383 S. Ewing Ave. 60617 SIU (312) SA 1-0733 Seafarer Turpin is removed from the Canberra by a team from the USPHS hospital on Staten Island, IBU (312) ES 5-9570 CLEVELAND, Ohio. .1420 W. 25 St 44113 (216) MA 1-5450 Using Make-Shift Heart Machine: DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3 St 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287 A group of scientists and students re­ N. v., organized a group of the passen­ minators from a pocket calculator. 415 Main St 49635 turning home from a research voyage ger-scientists to try and help the strick­ Taking turns for the next two days, (616) EL 7-2441 en Seafarer. aboard a British ship following July's several of the passengers unselfishly HOUSTON, Tex 5804 Canal St 77011 solar eclipse, combined their technical Bloch learned from one of the sur­ stood by Brother Turpin's bedside (713) WA 8-3207 skills and knowledge of electronics to geons that an electrocardiogram—a de­ constantly keeping an eye on his prog­ JACKSONVILLE, Fla..2608 Pearl St. 32233 (904) EL 3-0987 help save the life of a critically ill Sea­ vice for measuring heart performance ress. JERSEY CFTY, NJ. farer. —was aboard. The Canberra docked in New York 99 Montgomery St. 07302 Thursday evening July 5, Brother An oscilloscope was rigged to enable on Sunday afternoon, July 8, where a (201) HE 5-9424 William Turpin, sailing as a fireman, prolonged monitoring of heart func­ USPHS ambulance picked up Seafarer MOBILE, Ala.. I.. .i S. Lawrence St. 36602 was stricken by a series of heart attacks tions. It was first tested on a student Turpin and rushed him to the maritime (205) HE 2-1754 while on duty aboard the Overseas and then put into operation on Seafarer hospital on Staten Island. NEW ORLEANS, La. Progress (Maritime Overseas), 5 to 6 Turpin. After a day of intensive care at the 630 Jackson Ave. 70130 days out of port in the mid-Atlantic. Also needed in this case was a defri(504) 529-7546 PHS hospital, Turpin was reported in Brother Turpin was rushed to the brillator—an instrument designed to NORFOLK, Va. 115 3 St 23510 satisfactory condition and rapidly im­ (004) 622-1892 ship's hospital, but his condition administer an electric shock restoring a proving. PADUCAH, Ky 225 S. 7 St 42001 seemed so serious it was feared by his ihythmic pulse when a failing heart Lop^g back on his ordeal days (502) 443-2493 flutters instead of beating normally— fellow crewmembers diat-he might die later, Brother Tuipin said he was "glad PmLADELPHIA, fa.. .2604 S. 4 St 19148 but no such device was aboard. before reaching port to be alive." (215) DE 6-3818 > The volunteer group set to binlding A radio was ipmpdiately sent He expressed bis gratitude to his. '^'^^rORT ARTHUR, .. .534 9 Ave. 77648 ^rer the dh^'s emergencyjEfOfmency ex.ahipmaites aboard^ Prog^ • <788) 98346791 phiinmg iik/t drcumttan^^ caH la jiiiH! 11 ivisii^ the deftibriiator, tiie rriTi'litotc wondefftdnpeoi^wiio used '4MNT«ANC18CO',4Mir.' . was intercqited by die Bttgiyit {Mssen- ^pedlB .ufifeed capacitJUcus from the to help him so.lu^ on the i3U Ml II I St 94103 (415)626-6793 ger ship Canberra, carryiag l,»00 sci­ ship's, antenna systems to produce an CMb^i^a, and to the staff of USPHS SANTVRCE, PJL.1313 Fernandez, Jancos, electric shock—^plates from a television entists and eclipse watchers, 150 miles hospital. Stop 20 00908 camera tripod to conduct electricity— away. "Everyone was wonderful," he con­ (809) 724-0267 Realizing that the high speed and screwdrivers, diodes and power detercluded. SEATTLE, Wash 2505 1 Ave. 98121 superior hospital facilities of the (206) MA 3-4334 Canberra could assist in this emergency ST. LOUIS, Mo.. .4577 Gravois Ave. 63116 her Master, Captain Eric Snowden ra­ (314) 752-6500 dioed the Overseas Progress and ar­ TAMPA, Fia 312 Harrison St. 33602 ranged a mid-ocean rendezvous. (813) 229-2788 The Canberra, enroute from the East TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 Coast of Africa to New York, altered WILMINGTON, CaHf. her course slightly north and steaming 510 N. Broad St 90744 at 27 knots intercepted the SlU-con(213) 549-4000 tracted freightship early the next morn­ YOK<»AMA, Japan P.O. Box 429 ing. Yolrnhaaia Port WJO. Wrapped in blankets and secured in 5-6 Nihoa Ohdori a stretcher, the 63-year old Seafarer Naka-Kn 231-91 2014971 Ext 281 was transferred between ships by launch. Once on board the English passenger ship. Seafarer Turpin was taken to the ship's medical center and examined by the Canberra's chief surgeon. Dr. An­ thony Kneath. His illness was diagnosed as a seri­ ous myocardial infarction caused by a congested blood supply. Brother Tur­ pin Ayas in severe pain a^ his condition I Scientists Save Stricken Seafarer's Life r- ecurity aNgih^^ at Natural Sciences Institute in Albany, Page 4 - agaia, oil his progress. Seafarers Log •' i'-' �New SlU'Manned Vessels Set Sail: i •3 A 5 » i1 Ultramar, Sugar Islander I Off on Maiden Voyages The largest freightship ever built on the West Coast, the 80,500 ton, SIUcontracted oil, ore bulk carrier Ultra­ mar (Westchester Marine) is now sail­ ing around the globe on her maiden voyage. The 892-foot ship, built by the Na­ tional Steel and Shipbuilding Co. of San Diego, was delivered to her owners on Aug. 1. She was constructed under the Mer­ chant Marine Act of 1970. Meanwhile, more jobs were provided Seafarers late last month when another new SlU-crewed, Seattle-buUt 28,000 ton freightship, the Sugar Islander (Pyr­ amid) dropp^ anchor Aug. 26 in Port­ land, Ore. before sailing f(V Hawaii on the grain-sugar run. On the same date, the giant Ultramar sailed from Vancouver, Canada, where she took on coal for bunkering in the SIU port of Yokohama, Japan. She left San Diego Aug. 8. The $30-million bulk carrier later headed for the Persian Gulf to take on crude oil for Europe. She will anchor off Libya for more crude oil for Quebec, Canada. Finally, she will sail for the SIU port of Norfolk for another load of coal for Japan. The 16.5 knot vessel is of the maxi­ mum size capable of transiting the Pan­ ama Canal. Economic studies by the U.S. Mari­ time Administration pinpoint bulk car­ riers as the type of vessel which can recapture U.S. bulk trade now carried in. foreign bottoms. The ship's cargo flexibility allows for efficient use of the vessel at the lowest possible transportation cost. The U/rrumur successfully completed her sea trials in July. She achieved an average speed of 17.6 knots, considered exceptional for a ship so big when fully loaded. She also performed well on her en­ durance runs off Mexico. Aboard the SlU-contracted Sugar Islander on her maiden voyage, all crew quarters have private baths or share toilet and shower with one other room. Each private room has its own lavatory and desk plus wall-to-wall carpeting and upholstered chairs. One of the crew, William King, says, "This ship is so big and conditions so right that I might stake out a home­ stead." Cook John W. Nuss never had it so good in a ship's galley. It's aU electric, stainless steel and iile. No one has to peel spuds. It's done by an automatic peeler. Seafarers on board the air condi­ tioned ship have a lounge, laundry room, handicraft hobby room, library and an exercise compartment. Other crewmembers are Bosun Wil­ liam Parker, ABs Percy Kennedy, Ray­ mond Reid, Chadboume Gait, Ray Tood and Frank Russo, QMEDs Ralph Amat and Byron Ginter, Wiper Donald Crawford, Steward Ray Cassanova and Utilitymen Nathan Benenate and Charles Cassard. The 641-foot, 38,000 ton Sugar Is­ lander is carrying rawsugar for the Cali­ fornia & Hawaiian Sugar Co. of San Francisco from Honolulu to New Or­ leans at 15-16 knots. C & H refinery workers are affiliated with the SIU's Sugar Workers Union No. 1. The vessel can also carry many other cargoes in her six holds which pack 1.2 million cubic feet. She was built by the Lockheed Ship­ building & Construction Co. and under­ went her sea trials in late July and early August. She was launched Aug. 26, 1972. Aboard the Tanker Tallulah I I Vice President's Report I S I by Frank NEW CONSTRUCTION On the Great Lakes new vessels are being laimched and built such as the Roger M. Kyes (American Steamship Co.) which hit the waters on July 28. Her sister-ship, the Charles E. Wilson, was christened Aug. 30 and a third vessel, the H. Lee White, will be completed in June 1974. Kinsman Marine Transit Co. crewed the new, diesel powered, self-unloader, the MV William R. Roesch, on June 22 and the company is building three additional vessels. New deep sea vessels include the Robert E. Lee (Waterman) which will be delivered on Sept. 29 while the company's Stonewall Jackson and Sam Hous­ ton are tentatively scheduled for delivery in the spring of 1974. These three ships are LASH-type vessels. Meanwhile, Falcon Carriers, Inc. reports that construction on four 35,000ton diesel engine tankers will begin in October and they are expected to be delivered by late 1975. Ecological Shipping Corp. is in the process of building one i20,(X)0-ton tanker while Cities Service Tankers are applying for construction subsidy for one 265,000-ton ship. Maritime Overseas Corp. is building four new vessels and Interstate Oil Transport plans to build three 265,000-ton vessels. Sea-Land Service, Inc. expects to crew the Sea-Land Finance on Sept. 15; the Sea-Land Market on Sept. 30 and the Sea-Land Resource sometime in December. Seatrain Lines, Inc. christened the TT Brooklyn on June 30 and her second vessel, the Williamsburg, should be launched in March of 1974. NEW COMPANIES AND NEW VESSELS On Aug. 8 we signed contracts with Westchester Marine Shipping, owner of the Ultramar. Pyramid Sugar Transport, Inc. signed contracts with us on Aug. 24. The company owns the Sugar Islander. BOSUNS RECERTIFICATION PROGRAM We are happy to report that one of the most memorable milestones in the history of our union occurred last month with the graduation of the first six bosuns from the SIU Bosuns Recertification Program. I can say without hesi­ tating that your union and its officials know that we can aU take great pride in the accomplishment of these six bosuns. This month another six bosuns success­ fully completed the Program and received their recertification credentials at the September membership meeting at headquarters. Clearly, our Bosuns Recertification Program is now moving ahead at full speed with the third class studying here at headquarters and the fourth class training at Piney Point, Md. The Program is obviously making a tremendous contribution to our union while at the same time assisting in benefiting the individual sailing careers of our bosuns. "A" SENIORITY UPGRADING Our "A" Seniority Upgrading Program, operated at the SIU's. Lundeberg Upgrading Center at Piney Point, Md., continues at full speed ahead as one of your union's most important upgrading programs. These programs continue to turn out better qualified full book members in this union to assist us in our obligation to man the vessels we have under contract. UPGRADING PROGRAMS Our entire roster of upgrading opportunities and programs for all three shipboard departments is progressing well at the Harry Lundeberg School of Seamanship. These programs, available to every eligible Seafarer, can make every professional Seafarer's career a better one by providing the opportunity to reach out for better paying jobs aboard our ships. Seafarers attending the Bosuns Recertlfication Program go aboard the SIUmanned USNS Tallulah as the tanker arrives at the Steuart Petroleum Co. dock in Piney Point, Md. From left are Piney Point port agent Gerry Brown; P. G. Winfield, the Tallulali's bosun; Joe Pavlovich who graduated from the Lundeberg School in August and was making his first trip as ordinary seaman, and Sven Stockmarr who was attending the Bosuns Recertification Program. September 1973 T-S NAVY TANKERS Finally, I want to tell you that five T-5 Navy tankers now manned by the SIU for the Military Sealift Command, have been placed on organizational status by the union. The performance records of the vessels, the American Explorer, the Maumee, the Shenandoah, the Shoshone and the Yukon, continue to be closely observed by the Military Sealift Command, the U.S. Navy and other federal agencies. Therefore, it continues to be necessary for us to maintain these ves­ sels on strict organizational status which requires direct crewing of the vessels with the assistance of headquarters. As you know, the 13 original tankers, belonging to the U.S. Navy, oper­ ated by the Military Sealift Command, and manned by the SIU, have provided us with in excess of 500 jobs. As you can readily see, the continued satisfac­ tory operation of these vessels is of primary concern to the SIU and your union officials will continue to make every effort to secure the job opportuni­ ties these vessels are now providing. Pages n �(r; The third of the revolutionary LASH/container vessels built for the SlU-contracted Delta Lines was launched last month in New Orleans, La. Christened the Delta Sud, the 893foot vessel joins her two identical sister-ships, the Delta Mar and the Delta Norte which were launchearlier this year. Among the speakers at the launch­ ing were SlU Vice President Frank Drozak. Calling the christening a "milestone occasion" he said, "I know that I speak for all members of our union when I say that we are proud to be a part of the great step forward that the launching of the Delta Sud represents." Like her sister-ships, the Delta-Sud will travd between the Gulf of Meuco and the oast coast of South America via Caribbean ports. The Delta Mar has already taken on her SIU crew and is delivering her first cargo. II i i ii lit i- ' • Built at Avondale Shipyard's main Division in New Orleans, La., the Delta Sud was side launched into the Missis­ sippi River. The sleek, modem ship has a molded breadth of 100 feet and a de­ sign draft of 28 feet. At that draft she can carry approximately 15,000 tons of cargo. She has a propulsion capa­ bility of 32,000 horsepower. The Delta Sud and her sister-ships are the first vessels contracted for under the Merchant Marine Act of 1970, which subsidized the construc­ tion of 300 ships over a 10-year period. Besides SIU Vice President Drozak, the others present at the launching in­ cluded Edwin Hartzman, president of Avondale Shipyards, Inc., Captain J. W. Clark, president of Delta Lines, and the Brazilian ambassador,. His Excellency Joao Augusto de Araujo Castro, who was the keynote speaker. The ambassador's daughter, Senholita Silvia Saint-Brisson de Araujo Castro, christened the vessel. .i; The ultra-modern Delta Sud hits the waters of the Mississippi for the first time as she is launched from Avondale Shipyards, Inc., Main Yard Division in New Orleans, La. The Delta Sud and her sister-ships are capable of carrying up to 74 barges, each loaded with 370 tons of cargo plus 288 standard 20-foot con­ tainers or up to 1,740 containers by proportionately reducing the number of barges carried. The floating barges are hoisted aboard, or lowered into the water, over the vessel's stem by the ship's 500-ton shipboard crane. The Delta Sud and her sister-ships are also equipped with 30-ton capacity cranes for handling containers. SIU High School Program Available to Seafarers Sixteen Seafarers have achieved high school diplomas through the SIU-IBU academic upgrading program at the Lundeberg School in Piney Point—a 100 percent passing record. The program is open to all SIU and IBU members—^regardless of age— who have die desire to achieve dieir high school diplomas. Of the 16 mem­ bers who have achieved diplomas so far, the youngest was 18 and the old­ est 42. The study period ranges from 6-8 weeks, and classes are small permittiag teachers to give individualized instruc­ tion. Specialists in reading and study skills are available to help students leam more easily. I 1 am inter^ted in mv I on the Lundeberg High School Program. 1 Name Any member of the SIU or IBU who is interested in taking advantage of this opportunity should filj out the coupon below and mail it to the Harry Lunde­ berg School at the address printed on the coupon. Following are the requirements for eligibility for the Lundeberg High School Program: Merchant Marine Act Provides New Great Lakes Ore Carrier The SlU-manned Great Lakes vessel William R. Roesch (Kinsman Marine) recently made her maiden voyage on L^e Superior. She is the first Lakes vessel built imder provisions of the Merchant Marine Act of 1970—^legis­ lation vigorously fought for by the SIU. The 630-foot self-unloader is a imiquely well designed vessel. She is the first Lakes vessel with a wheelhouse mounted aft. The Roesch also features a "crow's nest" at her bow used for a lookout. First of five new carriers being con­ structed by American Shipbuilding v/ith subsidy aid provided through the 1970 Merchant Marine Act, the Roesch will I ^ r-; , .-v r.-'yrS i-., -V- - 1. One year's seatime or time aboard a towboat 2. Initiation fees most be paid in foD. '' " 3. All outstandii^ monetary obliga­ tions such as dues and loans most be paid in fnO. .m/r I r would like and - V 'i ^ . •:?V ! -'W I transport taconite ore from the Lakes to the Cleveland works of Jones & Laughlin Steel Co. on the Qiyalrogafj,-^ River. She has a capacity of 19,50# tons and her self-unloading equipment can handle 5,000 tons per hour. The maiden voyage of the Roesch also marked another first in Great Lakes shipping. She was the first Americanflag lake freighter to make her maiden voyage on Lake Superior since 1960. Implementation of the Merchant Ma­ rine Act of 1970 is a milestone achieve­ ment for American-flag shipping on the Lakes. The vessels to follow the Roesch off the ways will be another step towards a revitaUzation of our Great Lakes fleet. Ml,MM III lim 111*1 MM,,, ^ ....V",:".-- r ' • • V Y' y;- • Y-'" yt: 1 I Last grade cnmpfefftrt 1 Complete this form, and mail to: I f. Page 6 Mi^aiWNalen Director of Academic Educatioh Hatty Lundeberg School The William R. Roesch makes her maiden voyage to Lake Superior. The 630foot self-unloader features an aft-mounted wheelhouse and a bow-mounted "crow's nest". Seafarers Log �>1$ Congress Resumes Work: Important Legislation Awaits Further Action As Congress goes back into session this month after an August recess, it must decide on several important pieces of legislation that affect SIU members and the U.S. maritime in­ dustry. The SIU is vigorously working to pass legislation dealing with the U.S. Public Health Service hospitals; oil im­ ports, and the trans-Alaska pipeline. The bill that would keep the eight USPHS hospitals open — the Emer­ gency Health Services Bill—was ve­ toed by President Nixon after being passed by both the Senate and the House of Representatives. Just before the August recess, the Senate overrode the President's veto. The House of Representatives must now override the veto. However, past records show that the House generally has not overridden Presidential action on most issues and the battle to secure enough votes to override will be a tough one. However, the SIU, and the entire AFL-CIO will continue to fight to keep the Department of Health, Edu­ cation and Welfare from closing the badly needed hospitals. While the legislative battle on the issue continues, the SIU has also brought the hospital issue before the courts. Before the President vetoed the bill, the SIU was successful in obtain­ ing a preliminary federal court injunc­ tion preventing HEW from closing the hospitals. The court granted a preliminary in­ junction and none of the hospitals can now be closed until there is a full court hearing on the SIU's request for a per­ manent injunction. Through various (oil) cargo prefer­ ence bills which are now in committee, the SIU is fighting for passage of a law requiring that a portion of all oil im­ ported to the U.S. be carried on Amer­ ican-flap ships. At this point there are 165 members of the House of Representatives who have sponsored bills calling for such a requirement. The struggle for such leg­ islation, however, is a rough one be­ cause of the tough opposition pre­ sented by the major oil companies who are aided by foreign shipping interests and their governments. Successful passage of legislation au­ thorizing the building of the transAlaska pipeline is almost complete. Both the Senate and the House of Representatives passed bills which would allow the pipeline to be con­ structed. Only some minor differences in the two pieces of legislation must now be worked out in a conference committee before an immediate start on the pipeline can begin. The bill must then be signed by President Nixon. Construction of the pipeline will mean that American ships will be used to carry Alaskan oil from the ice-free port of Valdez to harbors on the west coast of the continenial U.S. Rep. Addabbo Hails SIU's Piney Point Achievement In a speech delivered at graduation ceremonies at the SIU's Lundeberg Upgrading Center, Congressman Jo­ seph P. Addabbo (D-N.Y.) praised the Piney Point, Md., facility and the SIU for their contributions to the national interest. Representative Addabbo told ' the graduating trainees and upgraders that: "By making a better life for you, the Seafarers Union is making a greater nation for us all." Speaking of the SIU's active par­ ticipation in the legislative processes of government, the New York legislator said: "Through the Union's efforts in working through the Congress, we were able to pass the 1970 maritime law which forced this nation to look at its own shipping. "So in 1970, we said this nation must look to its youth, must look to rebuild­ ing its merchant fleet and so today we have more ships going down the ways sailing under the American flag—which means good jobs and a promising and secure future." Representative Addabbo, a cosponsor of the oil cargo preference bill, pledged his support on the oil bUl, the Alaska pipeline issue, and the emer­ gency health legislation—which deals with the continuance of the U.S. Public Health Service hospital system. "We have the best seamen, we have the best ships, and they must be for you to sail in. This is what we are working for," he told the audience. The Congressman, a member of the September 1973 House of Representative's Subcom­ mittee on Government Procurement and International Trade, said that al­ though there is an energy crisis in oil, gas, and other fuels, this problem can be dealt with through legislation. Departing from the text of his speech. Representative Addabbo told an amus­ ing anecdote about a shoreside laborer who was afraid of nothing, except tak­ ing down a bee's nest. The reason? "Those bees are organized," the laborer replied. Congressman Addabbo drew a les­ son from this little story—a lesson im­ portant to the SIU, to government, and to the U.S. itself: "As long as you're organized, stay organized, work together, we will al­ ways have a strong SIU, a strong mer­ chant fleet, and a strong nation." By B. Rocker During the month of August while Congress was in recess, most mem­ bers had an opportunity to go back to their home states or districts to meet with their constituents. As a part of the democratic process, voters can and should express their views to elected representatives oti matters of concern to them. Problems in The System Political observers say many voters are apathetic, and that they know little about the voting records of their senators and congressmen on bills which have been introduced. They may not even know the names of these public servants. Surveys show that matters of greatest interest to the average voter (refer­ red to by one political scientist as "a plumber's wife in Dayton, Ohio") are things like crime in the streets or cost of living. These issues can be much more personally understood and related to than a military research and development program, for example. What seems to be apathy may be partially caused by the size and complexity of "big government." It is difficult to understand. Congress not only has two houses—the House of Representatives and the Senate (some­ times referred to by its members as "the upper house")—but each body has committees and subcommittees. The House has 21 standing committees; the Senate, 17. In these 38 committees there are more than 250 subcom­ mittees, whose members are appointed from both parties, the Chairman being the senior member of the majority. Because the Senate is a smaller body—ICQ members compared to 435 in the House—each senator must serve on more committees and he and his staff must deal with a greater number of specialties. What Congress acts on is the Federal Budget, prepared by the Adminis­ tration. Government agencies send budget requests to the Office of Manage­ ment and Budget, which sorts, pares and consolidates the requests to meet the needs of the President's programs. A bill may die anywhere along the route from introduction to presiden­ tial veto. In one session of Congress, more than 1,000 bills will be intro­ duced in the House and one-fourth that many in the Senate. For each program, there must be a bill to authorize and one to provide authority to spend money. They are referred to as the authorization and the appropriation. Each house acts separately on its version of the authorization and appropriation; any differences are resolved in a conference committee. When the bill reaches the President, he has ten working days to sign or veto. Congress can override a direct veto with a two-thrids vote of both houses. In practice, an override is seldom successful. Legislative Initiative As government has grown, legislative initiative by the President has grown, and the planning and coordinating function of the Office of Manage­ ment and Budget gives the President an overview almost impossible for Congress to achieve in its present form, with dispersion of authority to committees. In order to regain the legislative initiative Congress feels it has lost, a House/Senate study committee has come up with a reform plan to give authority to a single committee in each house to set and enforce appropria­ tions and to allocate priorities within the whole Federal Budget. After the Recess As the LOG goes to press. Congress is just back in session. Three bills which have been discussed in some detail in previous columns are scheduled for early action. The Trans-Alaska Pipeline bill should shortly be out of the conference committee, and is expected to be signed by by the President. A House vote is expected on whether to override the President's veto on the Emergency Health Services Bill with the Public Health Service Hospital amendment. And several (oil) cargo preference bills are in committee. Seafarers May Man Atomic Powered Ships Seafarers may be manning nuclear powered merchant ships sometime in the near future. Senators Warren G. Magnuson (D-Wash.); Russell B. Long, (D-La.) and U.S. Rep. Frank M. Clark (D-Pa.) have introduced legislation to facilitate construction and ownership of atomic-powered mer­ chant ships. In introducing the bill Senator Mag­ nuson said: "American industry today has the technical skill and capacity to build nuclear ships that can be oper­ ated efficiently, safely and economic­ ally." Seafarers are urged to contribute to SFAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. Page ^ �DISPATCHERS REPORT • GiiM ft taland Wolan Dblriet Know YIDW Rights li I f' |! DECK DEPARTMENT AUGUST 1-31,1973 Port »' • II V •!f Boston New York Philadelphia .... Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle Totals TOTAL REGISTERED TOTAL SHIPPED All Groups Class A Class B All Groups Class A Class B Class C 14 36 15 33 23 59 74 18 54 43 6 12 9 15 5 . 12 1 4 10 25 26 19 35 179 2 58 11 28 11 24 3 15 35 54 9 45 22 317 2 8 5 12 13 10 0 2 6 10 10 7 24 109 Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle Totals Totals All Depts. ... All Groups Class A Class B - 17 154 21 82 30 41 5 48 110 40 34 120 43 745 5 26 9 30 7 3 0 8 21 39 27 33 19 227 ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco .... Seattle Totals Port 1 1 0 1 0 0 0 1 0 7 0 0 0 11 REGISTERED ON BEACH 4 69 8 37 4 21 49 61 16 54 28 1 35 16 19 17 16 0 22 28 44 13 28 1,109 1 28 10 17 10 16 1 5 26 33 12 23 35 217 3 55 • 2 20 8 13 5 16 33 42 13 45 17 272 3 26 2 12 10 16 1 6 18 18 4 12 21 149 7 3 0 130 45 3 16 0 12 26 1 64 16 12 2 16 12 1 7 1 1 35 12 1 47 111 1 28 31 10 13 16 0 86 47 0 28 0 21 20 557 285 STEWARD DEPARTMENT 3 6 2 7 23 12 0 1 7 10 7 14 17 109 505 0 33 5 18 10 ' 10 1 9 15 19 4 20 9 153 742 0 12 1 6 5 3 0 0 2 5 10 5 13 62 320 0 1 0 2 3 1 0 0 0 0 0 0 1 8 39 2 64 20 41 26 22 5 50 69 27 15 53 22 416 1,718 2 14 7 9 36 11 0 3 12 32 12 24 6 168 680 Upon looking at the above figures, SIU members can see the strong job secur­ ity that is theirs. These figures are concrete proof of the number of jobs available to the membership. During the period of Aug. 1-31,1973, of the 1,101 jobs ship­ ped, 742 were filled by Class "A" Seniority full book members. Therefore, there were 359 permanent jobs available to Class "A" Seniority full book members not taken by them. James William Dolan, Jr. Ted Adair asks that you contact him as soon as possible at Vererans Cab Co., 704 Vance Ave., Memphis, Tenn. 38126. Harold Hess Your brother, Franklin Hess, asks that you contact him immediately at 301-355-5780. Also, Franklin Hess asks that anyone knowing the where­ abouts of Harold Hess call him at the same number and reverse the charges. • i;d-. t Christos Zanucci Please contact A. Wadja at 314 Main St., Lewiston, Idaho. Pages Edward J. Reynolds Abraham Weisberg of the law firm of Standard, Weisberg, Heckerling & Rosow, asks that you contact him at 38 Park Row, New York, N.Y. 10038, telephone RE 2-9855. Albert L. Kennedy E. Evans, at Century Metalcraft Corp., requests that you contact him as soon as possible at 2265 Westwood Blvd., Los Angeles, Calif. 90064, tele­ phone GR 5-3581. David Gilmore Please contact Mrs. Dora L. Gilmore at Rt. #4, Box 604, Dunn, N. C. 28334. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accord­ ance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275-20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplyifig a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should imme­ diately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against be­ cause of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic inter­ ests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment op­ portunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All con­ tributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied bis constitu­ tional right of access to Union records or information, he should immediately notify SIU President Paul Hall at head­ quarters by certiiied mail, return receipt requested. Seafarers Log �y'tTi A Labor Day Promise to the People AFL-CIO Vows to Defend The Rights of Labor AFL-CIO president George Meany in a Labor Day address to the nation warned that without the First Amend­ ment Bill of Rights of . . freedom of speech, freedom of assembly, the right of privacy ... there can be no free trade union movement." He emphasized that "having rights on paper and exercising them in fact are not necessarily the same thing...." "Because workers know what it is like to have their rights trampled on and because they have seen what hap­ pens to workers and their unions in countries which have no freedoms, they are justifiably concerned when these rights are endangered. Recent events have strengthened our resolve to protect these rights," Meany vowed. Meany said that from its earliest days, the American labor movement has been a movement of dissent. Work­ ers dissenting against economic exploi­ tation. Workers dissenting against sweatshops and other substandard working conditions. Workers dissenting against employers' control of their lives, their homes, their schools, their oppor­ tunity to improve their lot and, most especially, that of their children. new weapons were tried—^the weapons of thought control and fear. Workers have been hooked up to so-called "lie detector" machines, monitored by tele­ vision cameras and interrogated about intensely personal matters, about their private lives and their past, present and future actions. He added that workers have repeat­ edly seen their rights as free Americans violated—by public as well as private oflScials. Therefore it is no accident that workers are zealous of preserving the rights and liberties of themselves and all Americans—in preserving de­ mocracy. "Only in a democracy can workers control their individual destiny—eco­ nomic and political. To be free, workers must live in a system where people are more important than wealth. And, in the final analysis, that is just what a democracy is all about," Meany said. The AFL-CIO president pointed out that "we know that workers cannot have freedom and democracy just for themselves. The genius of democracy is that it clothes every citizen with equal rights, giving no person special treat­ ment over another." "The tools of those who would in­ vade an individual's right of privacy are the tools of repression, thoughtcontrol and tyranny. Wiretaps, hidden microphones, closed circuit television monitoring people innocently pursuing their daily lives, lie detectors, tape re­ corders, personnel questionnaires, com­ puter data banks, peepholes, cameras, spy glasses, private detectives—all have been and are being used to intrude upon the privacy of individuals. The claim is that this is 'necessary.' Employers say they spy on workers to catch the ma­ lingerers and the thieves." He continued: '" .ions have never been very popular with the establish­ ment—for dissent is never popular with those who have much and intend to keep it all. By its very nature, dissent is a questioning of authority. And a host of weapons—literally and figuratively —have been used by those in authority either to deny workers their rights or to coerce or subvert them into not exer­ cising their rights." "Not so many years ago it was not imcommon for workers to be spied upon at work and in their homes. Phones have been tapped. Workers have been on the wrong ends of billy clubs, guns, fists, attack dogs and tear gas. Private and public armies have tried to intimidate workers and their imions. "Courts have enjoined workers from exercising their rights, and police have enforced these injunctions with violence and, sometimes, with death. But work­ ers were not deterred," he said. The labor leader went on to say that Meany then noted that Labor Day is the day America ^ts aside to honor the free workers who built this nation and their unions which enable them to bet­ ter share in the fruits of their labors. He said it is a day for looking back on the accomplishments of the labor movement—^free collective bargaining victories such as decent wages and On the Air ... , / yv- On radio's "Labor News Conference" AFL-CIO Maritime Trades Department administrator 0. William Moody (second from left) and AFL-CIO Social Secu­ rity director Bert Seidman (second from right) answer questions posed by Newsweek magazine's Tom Joyce (left) and Jerome Brazda (right) of the Washington Report on Medicine and Health. The AFL-CIO public affairs pro­ gram heard on Tuesdays over the Mutual Broadcasting System focused on the U.iS. House of Representatives action on President Nixon's veto of the Emergency Medical Services Bill which had been already approved by Con­ gress and would have insured the future operation of the USPHS hospitals. September. 1973 working conditions to legislative vic­ tories such as Social Security, Medicare -and federat-ftki to-education. "It is a time for looking ahead, to set our sights higher and higher so that all Americans will benefit from eco­ nomic justice and human dignity. "But it is time, too, to remember—to remember that the trade union move­ ment could never have accomplished all that it has for its members and for society, if we did not live in a land of freedom. "So, on this Labor Day, it is proper that we consider how the rights and liberties enjoyed by all Americans af­ fect us as workers and as citizens." He stressed that "freedom and indi­ vidual rights are the basic ingredients of democracy. Freedom of speech, free­ dom of assembly, the right of privacy— these are not just nice conveniences; they are the fundamental elements of a free trade union movement." "Without freedom, there can be no free trade union movement. And since unions are the indispensable instrument for free workers to improve their stand­ ard of living, democracy is clearly the worker's staff of life. "What makes the American labor movement unique in the history of free people is that we exercise our rights, daily, diligently and with determination. "Historically, it was workers exercis­ ing their First Amendment rights of free speech and assembly who formed the first American unions. On the foun­ dation of their individual rights, workers built a collective movement—a move­ ment dedicated to bringing workers a measure of economic freedom that would permit them to enjoy their other freedoms." Strikes are an inconvenience. But the public's right not to be inconvenienced certainly is not paramoimt to the indi­ vidual's right to be free, Meany said. President Eisenhower, Meany said, summed it up this way: "There are worse things than strikes—and one of them is the loss of freedom." He said Ben Franklin wrote it earlier. "Those," he said, "who would give up essential liberty to purchase a little temporary safety, deserve neither lib­ erty nor safety." "That's why the framers of Uie Con­ stitution drafted the Bill of Rights. The rich and the powerful don't need it but the poor, the weak, the downtrodden do. "Organized labor does not just brood about invasions of individual liberty. We attempt, with all the vigor at our command, to blunt the efforts of any who would pervert freedom, deny lib­ erty, intrude upon privacy, undermine democracy." Meany concluded, "we insist that working men and women—indeed all Americans—be treated in a manner commensurate with their inherent hu­ man dignity. And that can only be achieved in a nation dedicated to lib­ erty, by a government of the people, by the people and for the people." SIU President Paul Hall also deliv­ ered a nationwide radio address on Labor Day. Speaking on oil imports on foreignflag ships and our balance-of-payments deficit, he told his audience that: "A major contributing factor to this deficit is our lack of U.S.-flag tankers. In 1972, the balance-of-payments def­ icit caused by the use of foreign-flag tankers to carry U.S. oil imports amounted to more than $500 million. In 1973 we look for this foreigntanker-caused deficit to exceed $600 million. By 1980, using Department of Interior oil import projections, and given no improvement in our own tanker capability, we look for the foreign-tanker-caused deficit to jump to more than $2.5 billion." He said the only way the balance-ofpayments deficit can be reduced is through the use of our own ships to carry the oil. "The AFL-CIO has called on Con­ gress to correct this situation by requir­ ing that a portion of this vital energy be carried on American-flag, Ameri­ can-built and American-manned ships. Legislation to accomplish this crucial objective is now pending in both houses of Congress—and merits the support of all Americans." The full text of Hall's speech is con­ tained in the special supplement in this issue of the LOG. British Sea Volunteers Save 100,000 Maritime Lives Because they live on an island, the British have relied heavily upon the seas to get material necessities and to establish and maintain communications with the rest of the world. They have also come to know the sea very well— her beauty and her terror. That is probably one reason why, in 1824, the all-volunteer Royal National Lifeboat Institution was organized on the suggestion of Sir William Hillary, a boat fancier on the Isle of Man lo­ cated between the rugged British and Irish coasts. Since that time, R.N.L.I. has saved the lives of about 100,000 men, women, and children—many of whom were professional seafarers. The organiza­ tion's motto is "Eleven lives saved every week for over a century." It is no wonder that the group's vol­ unteers are highly respected in England. Rough estimates show that in 1972 alone, more than 3,000 calls were answered from the 247 lifeboat sta­ tions. Since the organization has resisted government subsidy, its money must come from voluntary contributions. Al­ though about $5 million is collected annually, it is still not enough to cover the high costs of maintaining the sys­ tem. One new lifeboat alone costs $160,000. Manning a lifeboat off the rough seas of England can be hazardous and sev­ eral years ago when a lifeboat from the island of Hoy rolled over in heavy seas, the eight men on board were kill^. But even in the face of this danger there is no lack of volunteers. As one British business executive and yachtsman said about these men, "They do not have to risk their lives. They could stay at home safely in bed. But they don't." He also pointed out that, "They cer­ tainly do not do it for the money. Not for the $3.60 which is the standard allowance per man for the first two hours nor for the 90 cents an hour after that." Page 9 .'1. '5 I �{fr Si! M• S' r 'uu^i^hd Initiation Fees; " 4 ' '' '• :r Report Of Constitutional Committee We, the undersigned Constitutional Committee, were elected at a special meeting at HeadquartersPort of New York on August 28, 1973, in accord­ ance with Article XXV, Section 2 of our Union Con­ stitution. We have had referred to us and studied the constitutional amendment resolution submitted by Secretary-Treasurer Joe DiGiorgio on behalf of Brothers Raymond J. Sadowski, S-176, Melvin W. Bass, B-128, Jose Aguiar, A-67, William C. Reid, R-584, Mikoloi Strawinski, S-1038, Raymond C, Perez, P-5I3, and Walter Gustavson, G-36, all con­ stituting a Quarterly Financial Committee. The amendment resolution was adopted by a majority vote of the membership at Headquarters arid all Ports and was printed in fuU in the Seafarers Log. In discharge of our duties we have consulted with the office of the Union's General Counsel as to legal aspects; with our Secretary-Treasurer as to records and statistical matters and with other officers and members. It is apparent to us and as the records so clearly show, and in concurrence with the resolution of our above Brothers constituting the Quarterly Financial Committee, that the expenses of operating and ad­ ministering the Union, in order to adequately and better serve our membership, have significantly in­ creased over the past years. For these reasons, we report and recommend the following resolutions for membership vote: "ARTICLE Xra, SECTION 3 BALLOTING PROCEDURES Ic) The ballots so prepared at the direction of the Secretary-Treasurer shall he the only official ballots. No others may be used. Each ballot shall be numbered as indi­ cated in the preceding paragraphs and shall be numbered consecutively, commencing with number 1. A sufficient amount shall be printed and distributed to each Port. A record of the ballots, both by serial numbers and amount, sent thereto, shall be maintained by the Secre­ tary-Treasurer, who shall also send each Port Agent a verification list indicating the amount and serial numbers of the ballots sent. The Sec­ retary-Treasurer shall also send to each Port Agent a sufficient amount of blank opaque envdopes containing the word, "BalloP* on the face of the envelope, as well as a sufficient amount of opaque mailing envelopes, first class postage prepaid and printed on the face thereon as the addressee shall be the name and address of the dq[H»ritoiy for the receipt of such ballots as designated by the President in the maimer provided by Artide X, Section 1, of this Constitntioii. In the iqipmr left-band comer oi sudi mailing mvdrqie, ffiere shall be printed thereon, as a top line, provirion for the voter's signatnie and on amriber line immediately thereunder, provirion for the printing ci ffie voter's name and book number. In addition, the SecretaryTreasnrer sfaaB also send a suffident amount of mailing envdopes identical with the mailing mivdrqpes mentioned above, exc^t ffiat they shaD be of different color, and shaD contain on the face of sudi envelope in bold lettm, the word, "Chanenge." The Secretary-Treasurer shall further furnish a suffidoit amount of "Roster Sheets" which shaD have printed thereon, at the top thereof, the year of the electimi, and immediately diereunder, five (5) ver^ tical columns designated, date, bfiDot number, signature full book member's name, book num­ ber, and comments, and such roster sheets shall contain horizontal lines inunediately under the captions of each of the above five columns. The Secretary-Treasurer shall also send a suffident amount of envelopes with the printed name and address of the depository on the face thereof, and in the upper left-hand comer, the name of the port and address, and on the face of such envelope, should be printed the words, "Roster Sheets and Ballot Stubs." Each Port Agent shall maintain separate records of the ballots sent him and shall inspect and count the ballots when received, to insure that the amount sent, as weD as the numbers thereon, conform to the amount and numbers listed by the Secretary-Treasurer as having been sent to that Port. The Port Agent Page 10 1. RESOLVED; Effective January JL974, the initiation fee for all new full botrfc members shall be $600.00, whb quarterly payments to­ wards the initiation fee to be $150.00, and that our Constitution's Article V, Section 2, be so amended. That this change be applicable as well to all applicants who have not completed full payment of the present initiation fee by Decem­ ber 31, 1973. 2. RESOLVED: Effective Janimry 1, 1974, the calendar quarterly dues for' all members shall be $50.00. Your Committee further recommends and reports that in connection with the ballot to be used by the membership in the vote on your Committee's recom­ mendations, that there be two separate propositions to be voted YES or NO, the first constituting the above Resolution No. 1 and the other above Resolu­ tion No. 2. If this Constitutibttal Committee's report and rec­ ommendation is concurred in by the membership at the next regular membership meetings in September, 1973, it is recommended that: (a) The ballot on the above two resolution proposi­ tions be held by mail referendum vote over a thirtyday period by secret ballot, and that the voting sh^ commence at all Ports on October 2, 1973 and end on October 31, 1973, between the hours of 9 A.M. and 12 Noon, Monday through Saturday, excepting therefrom legal holidays; and that on November 1, 1973 at 10 A.M. at Headquarters, a special meeting of the membership be held for the purpose of elect­ ing a Tallying Committee consisting of six full book members who, upon their election, shall take posses­ sion of the ballots, tally the same, make its report and notify the Secretary-Treasurer as to the results of the referendum as soon as possible thereafter. No ballot received after Noon on November 6,1973 shall be counted. (b) Your Constitutional Committee notes that the original resolution requires voting to commence no earlier than thirty days after membership approval of this Report. However, we see no need to delay the voting for thirty days; and under Article XXV, Sec­ tion 2 of our Constitution, since we are empowered to propose changes or substitutions or recommenda­ tions regarding the resolution, we recommend that the above voting schedule will give the membership of oiir Union an adequate opportunity to vote and to receive reasonable notice of the vote herein. (c) The Secretary-Treasurer shall designate a bank depository for the ballots. (d) The balloting procedure for the mail referen­ dum shall be as provided in our Constitution's Article XIII, Section 3(c), (d) and (e) which read as follows: The membership-elected Constitutional Committee includes (left to right): Seated—J. Colder, W. Cassidy, and W. Gustavson; Standing—M. Del Prado, J. Ayala, and E. Anderson. SlU members vote to select members of the Constitutional Com­ mittee at special headquarters meeting. shall immediately execute and retum to the Sec­ retary-Treasurer a receipt acknowledging the correctness of the amount and the numbers the ballots sent, or shall notify the SecretaryTreasurer of any discrepancy. Discrepandes shall be corrected as soon as possible prior to the voting period. In any event, receipts shaU be forwarded for all the aforementioned election material actually received. The Secretary-Treas­ urer shall prepare a file in which shall be kept memoranda and correspondence dealing with the election. This file shall at all times be avail­ able to any member asking for inspection of the same at the office of the Secretary-Treasurer and shall be turned over to the Union Tallying Committee. "(d) Balloting shall be secret. Only full book members in good standing may vote. Eacb full book member may secure his ballot at Port offices, from the Port Agent or his duly desig­ nated representative at such port. Each Port Agent shafl designate an area at the Port office over which should be posted the legend "Votfaig Ballots Secured Here." When a full book mem­ ber appears to vote, be shall present his book to tbe Port Agent or his aforementioned duly desig­ nated representative. The Port Agent or his duly designated representative shall insert on tbe roster sheet under the appropriate column the date, the number of the ballot given to sncb member and his full book number, and the mem­ ber shall dien sign his mune on such roster sheet under die appropriate column. Such member sball bave his book stamped with the word, "Voted" and the date, and shall he given a bal­ lot, and simultaneously the perforation on the ttqi of the ballot sball be removed. At the same time the member shall be given the envelope marked "Ballot" together with the prepaid post­ age mailing envelope addressed to the deposi­ tory. The member shaU take such ballot and envelopes and in secret thereafter, maik his bal­ lot, fold the same, insert it in the blank envelope marked "Ballot," seal the same, then insert such "Ballot" envelope into the mailing envelope, seal such mailing envelope, sign his name on the upper left-hand comer on the first line of such mailing envelope and on the second line in the upper left-hand comer print his name and book number, after which he shall mail or cause the same to be maUed. In the event a full book mem­ ber appears to vote and is not in good standing, or does not have his memhership hook with him or it appears for other valid reasons he is not eligible to vote, the same procedure as provided ahove shall apply to him, except that on the Continued on Page 11 Seafarers Log I a /I �The Constitutional Committee is shown working on report which was accepted by the September membership meeting at headquarters. Report Of Constitutional Committee Continued from Page 10 roster sheet under the column "Comments,** no­ tation should he made that the member voted a challenged ballot and the reason for his chal­ lenge. Such member's membership book shall be stamped "Voted Challenge,** and the date, and such member instead of the above-mentioned mailing envelope, shall be g^ven the mailing envelope of a different color maiked on the face thereof with the word, "Challenge.** At the end of each day, the Port Agent or his duly desig­ nated representative shall enclose in the en­ velope addressed to the depository and marired "Roster Sheets and Bailot Stubs," the roster sheet or sheets executed by the members that day, together with the numbered perforated slips removed from the ballots which had been ^ven to the members, and then mail the same to such depository. To insure that an adequate supply of all balloting material is maintained in all ports at all times, the Port Agent or his duly des^nated representative, simuhaneoasly with mailii% die roster sheets and baliot stubs to the depository at the eud of each day, shall also make a copy of the roster sheet for tl^t day and mail the same to the Secretaiy-IVeasiirer at Headquart^ The Port Agent shall be respon­ sible for the proper safeguarding of all election material and shaH not release any of it until duly called for and shati insiire tint no one tampers with the material placed in his custody.** NOTE: Section (e) provisimis shall apply with the exertions noted: "(e) Full hook members may request and vote an absentee ballot under the following circum­ stances: while such member is employed on a Union contracted vessel and which vessel's schedule does not provide for it to be at a port in which a ballot can be secured"...during the period of this mail referendum uofe—Octo­ ber 2 to October 31, 1973 . . . "or is in a September 1973 USPHS Hospital anytime during the first ten days oF* . . . voting, October 2 to and in­ cluding October 11,1973. "The member shall make a request for an absentee ballot by registered or certified mail or the equivalent mailing device at the location from which such request is made, il such be the case. Such re­ quest shall contain a designation as to the ad­ dress to which such member wishes his abseutee ballot returned. The request shall be postmaiked no later than"...October 11,1973..., "and must be directed to the Secretary-Treas­ urer at Headquarters. The Secretary-Treasurer shaU determine whether such member is eligible to vote such absentee ballot. The SecretaryTreasurer, if he determines that such member is so eligible, he shall by" ... the 16th of October, 1973 . . . "send by registered mail, return receipt requested, to the address so desig­ nated by such member, a "Ballot," after remov­ ing the perforated numbered stub, together with the hereinbefore mentioned "Ballot" envelope, and mailing envehqw addressed to the deposi­ tory, except that |»ii|ied on the face of such mai^ envelope skuO be the words "Absentee Ballot" and appnqniate votittg instructions shiril accompany such mailing .to the member. H the Sceretary-'TreasurerdMetinines that such mem­ ber is ineligible to r^rldve such absentee ballot, ho shall nevertheiess\smid such member the aforanentioned ballot wto accompanying mate­ rial except that the mailing envelope addressed ' to- the depository shgB have fwinted on the face' theimff the words "Chidlenged Absentee Bal­ lot." The Secretary-IVeasurer shall ke^records of all the foregoing, including the reasons for detennining such member's ineligibility, which recmrds shall he open for inspection by full book members, and upon the convening of the Union Tallying Committee, presented to them. The Secretary-Treasurer shall send to ail Ports, the names and hook numhers of the members to whom absentee ballots were sent." .1 • r to a mail referendum vote in the manner recom­ mended by your Committee. i '•'4 ^1 ^ ^ ^ WarrenCassidy,€-724 I ^ Page 11 �ASHORE Paducah, Ky. IBU lead deck hand Floyd Raye on the MV Pat Breen (American Barge Lines) is now at the Harry Lundeberg School of Seamanship at Piney Point, Md., assisting Towboat Instructor Bill Dean. * * * A project to place the first labor book section in the Paducah Public Library is in the works. Port Agent Frank (Scottie) Aubusson is co-chairman of the Labor Library Committee. The SlU will donate a corner section to the library on the history of the labor movement. Houston, Tex. At the August membership meeting in Houston, Tex. it was announced that SlU Vice President Paul Drozak has been re-elected to the Executive Board of the Texas AFL-CIO. Brother Drozak, who has served on the Board for the past six years, was re­ elected to another two-year term. S- Haifa, Israel A seamen's strike hit Israel early in August and affected the country's 100 ships. Immediately, work was halted on 11 ships that were in port and Ae seamen's union wired their men aboard ships at sea to cease work when their vessels docked. The union went on strike when the ship owners would not sign a new contract. Baltimore Convalescing in the U.S. Public Health Service hospital here last month were Brothers Harry A. Hansen, Elmer Harper Jr. of the IBU, Ronald W. Navik, Ralph Nay and Paul E. Sabo. They would like to hear from shipmates and friends, and they would like to see visitors. "J- • 'i New York,N.Y. Seafarer Peter E. Dolan stopped by SlU headquarters recently and proudly picked up his SlU Blood Bank Gallon Club pin before continuing on to San Francisco. In acceptmg his well earned pin. Brother Dolan asked the LOG to remind Seafarers that the SlU blood bank needs their donations in order to continue to serve Seafarers and their dependents in times of emergency or illness. "I know that my shipmates will do everything they can to see to it that we will always have a strong blood bank," said Brother Dolan. Norfolk Seafarer William B. Kight, 42, of Chesapeake, Va. who lost a limb Dep. 26 in a tragic accident aboard the SlU-contracted freightship Vantage Endeavor (Vancor Steamship) in mid-Pacific has been released from the U.S. Public Health Service hospital here to return home. SlU members Clarence Brady and William Brogan have also left the hospital. Brother Pat Moser still remains in the hospital. Duluth Record tonnage of import-export cargoes moving throtigh this port last month may eclipse previous marks, says the Seaway Port Authority here. Grain was the most important cargo handled. More than a million tons were exported during June. For the year through June 30, 2.4 million tons of grain were shipped, a 93.3 percent increase over the 1.2 million tons of grain handled through the first part of last year. A total of 2.6 million tons of cargo were handled here through June 30, an increase of 74.4 percent over the 1.4 million tons handled here in the first six months of 1972. Last year a port tonnage record of 5.2 million tons for 12 months was set. In 1967,1968 and 1969,2.8 million tons of cargo were shipped during the first six months of the year. Through this June 30th export of miscellaneous bulk commodities came to 80,167 tons, a 40.1 percent jump over the 57,223 tons exported during the same period in 1972. Multi-colored balloons soar aloft after christening rites. The Great Lakes vessel, with a height of 42 feet, towers over the dignitaries. SiU-Manned Roger M. Kyes Launched on Great Lakes The first of a series of five Great Lakes carriers built for the SlU-con­ tracted American Steamship Co. was launched recently in Toledo, Ohio. Christened the Motor Vessel Roger M. Kyes, the 680-foot long self-unloader will carry coal and taconite (steel pellets) on the Great Lakes. The con­ struction of this vessel—and her sister ships to follow—is an indication of the revitalization of shipping on the Great Lakes. The Roger M. Kyes features twin diesel engines of 3,600 horsepower each, giving her a total propulsion plant of 7,200 horsepower. This power plant drives an 18-foot diameter propeller through a single gearbox. In addition, a 1,000 hp bow thruster provides greater maneuverability for the ship. The unloading mechanism consists of an "all belt" system through the cargo hold, which discharges on to an incline conveyor, then on to the 260-foot boom. She can unload at the rate of 6,000 long tons per hour. Therefore, the vessel can self-unload her full capacity of 26,200 tons in less than four-and-a-half hours. The Roger M. Kyes has many inno­ vative features which will interest Great Lakes Seafarers. All crew personnel are located aft in air-conditioned single rooms and a separate crew recreation room is also provided. A very unique feature of the vessel is her aft-mounted wheelhouse. Seafarers who sail the Great Lakes are fast becoming aware of the latest advances in shipbuilding technology as vessels like the M/V Roger M. Kyes come off the ways. SlU members who sail on the Lakes can certainly meet the challenge of these ultra-modem ships, in their continuing tradition of being prepared for the future. A Maritime Celebration Panama Canal The two-week job action begun in mid-August by Panama Canal pilots has been cdled off. The action had caused a slowdown in world shipping trade— and affected several SlU-contracted vessels. The Panama Canal Company agreed to drop court action against the Panama Canal Pilots' Association and its officers, and to resume recognition of the association as the sole bargaining agent for the Canal pilots. Only about five ships per day passed through the canal during the slowdown. The pilots can now get to work to clear up the backlog of 118 ships waiting to navigate the waterway. New Orleans SlU New Orleans Port Agent Buck Stephens appeared on a TV interview program here to explain why more American-flag ships must be constructed. In the interview over WDSU-TV, Stephens told the station's Vice President of Programming Jerry Romig that U.S. built ships will provide badly needed jobs, both in ship construction and in the manning of the vessels. An editorial by Romig later noted that, "Since ours is a major port city, American owned ships are vital because they mean more jobs for our seamen." Page 12 Helen Delich Bentley, chairman of the Federal Maritime Commission, unveils plans for the maritime industry's contribution to the nation's 1976 Bicentennial Celebration at a recent news conference in Washington, D.C. The plan calls for floating pavilions and a fleet of retired ships and historic vessels to be floated to various parts of the nation. Seafarers Log �I AT SEA S S James The Ja/fies (Ogden Marine) recently paid off in Bayonne, N,J, after a voyage from the West Coast, She left Seattle, Wash, and made her way to the Port of New York via the Panama Canal, Bosun Francis D. Finch, who has been aboard the /a/nes for over three years, said that the "exceptionally fine crew" handled the general cargo speedily and efficiently. The vessel will now return to the West Coast, stopping at ports along the East Coast; Puerto Rico; Guantanamo Naval Base, Cuba, and Panama. Congressman Robert Giaimo from Connecticut, a member of tbe House Appropria­ tions Committee addressed an assembly of Lundeberg students, upgraders and staff this month to report on progress being made in the jnai^mi^ industry. Seated are Seafarers Union officials Buck Stephens, Blackie Neira, Leon Hall and John Fay. Rep. Giaimo Cites Role Of U.S. Merchant Marine Speaking before a gathering of stu­ dents, upgraders and faculty members at the SIU-IBU Lundeberg Upgrading Center in Piney Point, Md., Congress. man Robert N. Giaimo (D-Conn.) ad­ dressed himself to the question of the government's role in maritime alTairs. Representative Giaimo's remarks in­ augurated a program of regularly scheduled legislative seminars now be­ ing held at the Lundeberg Center, The legislator noted that the Mer­ chant Marine Act of 1970 has been in effect for three years now, and that dur­ ing that period there has been "a new national awareness of the merchant marine," Giaimo stressed that cooperation be­ tween all of the concerned parties pro­ duced the milestone legislation and added "the Seafarers International Union played a key role in the develop­ ment of this important measure," The Congressman observed that nearly 40 vessels, valued at almost $2 billion, have been contracted for under provisions of the Merchant Marine Act, and noted: "The ships under construction are among the most modern in the world— sleek, fast, efficient vessels which could put the U,S, back in a leadership posi­ tion as a world maritime power," Congressman Giaimo went on to say that construction is not the only answer to the problems of the U,S, merchant marine, "We must have cargo for those ships," he asserted. Here is an area in which the govern­ ment can play an important role, ac­ cording to the Congressman, Noting that many nations in the world have legislation assuring that their own flag ships have preference in carrying cargo, Giaimo said, "There is no reason why the U,S. shouldn't have such cargo pref­ erence laws on its books," As a co-sponsor of the oil cargo preference act now pending in the Con­ gress, Rep, Giaimo predicted, "Just as we worked together to win passage of the Merchant Marine Act of 1970, so will we work together to win passage of this vital measure," The current energy crisis makes this doubly impor­ tant, the Connecticut legislator added. Changing course, Giaimo said: "We must remember that cargo pref­ erence laws are not the only way to secure cargo for our ships. There is an­ other concept we must leam to embrace —the concept of bilateral trade," The success of the U,S,-Soviet Union bilateral trade agreement—the kind of agreement the SIU has been urging for many years—is an example of a longoverdue recognition of the need to use the U,S, merchant marine, said Giaimo, "This means to me that there is a new awareness of our merchant fleet— an awareness of its importance to the nation, to the nation's economy and to the nation's security," Representative Giaimo concluded his address with a plea for cooperation on the part of the different parties in Con­ gress, the executive branch of govern­ ment, maritime labor, and maritime management, and concluded: "I believe we are moving in the right direction, I am certain that with all of the elements of this industry and the government working together for the common good, America will regain its position as the world's first maritime power," Bienville Ship's Committee At the Bethlehem Steel shipyard in Hoboken, N.J., the ship^s committee aboard the Bienville (Sea-Land) gathers on deck while awaiting payoff. From left are: Diego Hatch, steward delegate; William Cooper, deck dele­ gate; Andrew Dimitroponlis, educational director, and Julio Delgado, chairman. September 1973 SS Transoneida The SlU-manned containership Transoneida (Hudson Waterways) is heading for a payoff in Oakland, Calif,, but her SIU crew won't eat finer food in the best restaurants in that port than the specialty dishes they have already been enjoying at sea. Steward Tom Ulisse, a 28-year veteran of the SIU, reports that his de­ partment has been preparing dinner menus with a different "theme" each night. So far, they've had an Italian night, Chinese night, and Soul Food night. Music to suit the occasion is provided, along with appropriate beverages. In addition, the crew eats by candlelight on these specialty nights to enhance the total atmosphere of the meal. Brother Ulisse jokingly suggests that dancing girls might add a new dimen­ sion to the evening's mood, "But," he adds, "you can't have everything," SS Citrus Packer The SlU-manned freightship Citrus Packer (Waterman) recently docked in Port Newark, N,J, after a coastwise voyage. She had been carrying general cargo from ports along the Gulf Coast, Bosun Ward Wallace, a 28-year veteran of the SIU, reported that the vessel would be bound for India and the Middle East on her next voyage, Sea-Land Exchange The SlU-manned SL-7 containerships are continuing to break transAtlantic and trans-Pacific speed records faster than the numbers can be re­ corded in the record books. The latest record-breaker is the 3 day, 18 hour and 2 minute trans-Atlantic crossing of Sea-Land Exchange—^the fastest passage ever made by a cargo vessel from Ambrose Light, N,Y, to Bishop Rock, England, During her voyage, the Sea-Land Exchange averaged 33,21 knots. In establishing the new record, the Sea-Land Exchange broke the previous records held by two of her sisterships—the Sea-Land McLean and Sea-Land Galloway. This latest sailing marks the tenth record-breaking voyage by an SIUmanned SL-7 containership, making these vessels, as a whole, the fastest con­ tainership fleet for both trans-Atlantic and trans-Pacific crossings, SS Overseas Anchorage Deck Delegate Clemente (Rocky) Rocha, Jr. on board the Overseas Anchorage (Maritime Overseas Corp.) recently made a motion to thank Stew­ ard George A, O'Berry and his department for giving "unstintingly" of their time "to see that the crew receives the best of service". He also complimented the steward department for their help in training younger men coming into the industry, such as Seafarer James Kirsch, as well as aiding "the older generation" to upgrade, such as Joseph C, Bush, "who is learning to bake, under the watchful eye of the steward." SS Bradford Island Every Seafarer finds his own way of coping with long hours when he is off on an extended voyage. Many SIU members read, write poetry or stories to fill the time; some play cards or exchange scuttlebutt with their shipmates. Other Seafarers paint, sculpt, set up darkrooms, play musical instruments, whittle and carve model ships, and take up countless hobbies to occupy time between ports. Chess is a game that has always fascinated seamen and the recent grow­ ing interest in this pastime throughout the world has also been reflected by SIU members. Many members are learning how to play from their fellow crewmembers on long voyages—and end up defeating their teachers by the time of the payoff! Despite conflicting watches, several Seafarers on board the Bradford Island (Cities Service) managed to play several games each night during their 70-day run to the Soviet Union, Transporting grain to the Russian ports of Odessa and Tuapse, the crewmembers played on cardboard chessboards with plastic pieces. On the return voyage, however, with the ship's cargo tanks laden with fuel, Richard Summers, Bill Mason, Teddy McDuflSe, and Tony Gaspar dueled wits over carved wood boards with hand-carved and inlaid chessmen which they purchased in the Soviet ports for 12 rubles ($14). The general consensus on board was that Steward Tony Gaspar was the chess champion of the Bradford Island—but most of the games went right down to the wire. Bosun Ted McDuffie was proud that, despite the fact that he has been playing the game for only a year, he was able to hold his own against the more experienced "patzers" {chess lovers) in the crew. He was even able to defeat the shipboard champ, Tony Gaspar, on one occasion. All of the chess enthusiasts on board the tanker appreciate the occasional chess puzzles run in the LOG. The puzzles—and the strategic game of chess itself—^provide mental stimulation and a spirit of competitive comraderie which can make a long voyage more enjoyable and worthwhile. Page 13 II �•icr -.-.^•r->.. •* jfe ' * 'r- Jli ' •^;-m 1^; ^j.f... J|® General William Gorgas .s shown li, i * ' . Panama Canall -.^^own during the bu«d,ng oHhe P ] ^ ^ " •••^-*'•"";''i"''-"'• .•:• • • .•Vr,,fv'^.'"^^'--ir-' •ft- ^--'• 111 Mi ent of each other. -.•'r ill" i • ' V arst shbvettulo^ow'=y'«'^^n^, ••:'• rSS^'SsStf. \, N' I I "(;•-, I V •::'. : ' '« ' : /t, • , .-, &:S«32ri-s~ • •: 1 *to 11534 «;'^4-whea^'^®^ back smc '1-^ : • u « of oi P^nam®—V- ^ 1 l^a55SSA..,&i IS 'S,!\ IV". • n k. "• r ;-•• '1. V 1 \i K •!» T,' ' . canal> ptit rVM , -- °»=;^ J821 anttal Ainenca ' ,„?PaSa came under the 1 ;:;Columbia^^^ve^® ,880^^ '^•'' ' 4-M --jnct Soain • ' .; . • | one of the ^1:: te !;v ...V,- .S '•Yi •VI t'.; ,vr- Page 14 �to so lili eoe'9^ CV^e's , yW Sea vjoi: f i. Ii «ffe J V\va^ ^ov\)cv® a\^o IP ^s/s . a^®^oM By Paul Hall, President Seafarers International Union Vice President, AFL-CIO WASHINGTON—The national energy crisis, the impact of which is being felt by all Americans, has brought to the surface a range of problems to which maritime workers have been pointing for a long time. Shortly after World War II, the maritime unions began calling attention to the national security and economic consequences of the activities of the multinational oil companies. We stressed the danger inherent in the mas­ sive transfer of U.S.-flag merchant ships to foreign registry. These ships, built in American shipyards during World War II with the aid of U.S. tax dollars, were acquired by American oil com­ panies, which transferred them to foreign registry and thus created the vast "runaway" flag fleet. It became the forerunner of huge investments by American-based multina­ tional oil companies in foreign-built and foreign-operated tanker fleets. Aside from the impact of this maneuver by the oil companies on our economy as a whole, the effect on American shipyard workers and seamen was direct and immediate. It deprived them of their jobs which, by the "runaway" device, had been exported to foreign workers. The "runaway" operations became so en­ trenched that it became virtually impossible for the American flag to reestablish itself in ocean petroleum transportation because the oil companies, which owned the cargo, saw to it that this cargo was carried in the foreignflag ships which they also owned. Beyond de­ crying the immediate effect on the American maritime worker, the maritime unions sought to alert the nation to the broader implications of "runaway" operations and to the forebod­ ings which they held for our national security and the economy. What made the "runaway" operation dan­ gerous and wrong frofm a national point of view was that it encouraged a powerful cor­ porate sector to abandon national attitudes in favor of a multinational concept—without any obligation and responsibility to the na­ tional interest. The low cost of being able to build their Page 2 atvo so^Loao VWe^L" op; fi :f Vi ^\^e e®" . ^!;fV .ve >«i,;s4^!;.w ^Vvvc ®rAVo^?. «\ A*-'^'"" „A«»W^srto' ships abroad and man them with foreign sea­ men, and still engage in the carriage of Amer­ ican commerce, was not the only benefit which the oil companies drew from the "run­ away" device. They also benefited from a whole range of other economic advantages, without most of the citizenship obligations incumbent upon corporations which operate in the traditional manner of American-based business institutions. Very important was the range of tax loopholes and special treatment which they enjoyed. What benefits accrued to this nation by virtue of this oil coriipany "runaway" opera­ tion? Virtually none. The major oil compa­ nies made little contribution to the American economy, particularly when viewed in light of the problems that their foreign "runaway" operations created in terms of our national security, our balance-of-payments deficit and the instability of the dollar. In short, the oil companies removed them­ selves effectively from the mainstream of American economic life. When only the mari­ time industry suffered, public opinion was not as easily aroused to its implications. But now, with the energy crisis touching every American man, woman and child, all of us are beginning to understand that oil in a very large measure is the name of the game. Because of what this situation can mean in a variety of ways, we must take a good look at the picture today. Oil is coming into the country from foreign sources at the rate of at least six million barrels every day. And it is expected to increase from 12 to 15 million barrels a day by 1980, at which time imported oil wiU represent about one half of our daily needs. It is worth considering what oil imports must mean to our country in terms of our balance-of-payments deficit and the stability of the dollar which, by the way, reflects itself in inflationary forces that affect our domestic economy. The largest single balance-of-payments def­ icit item is the cost of importing foreign oil. The second largest balance-of-payments def­ icit item will soon be the cost of transporting that oil to the United States. While we can­ not control the deficit arising out of our need to increase oil imports, the deficit from trans­ portation can be controlled because it can be reduced to the extent that we use our own U.S.-flag ships in thexarriage of that oil. Oil in today's world looms too large a fac­ tor in our national existence and security to any longer be regarded as the completely private domain of those who control it—any more than we would with another vital re­ source, water. It may be that our national survival re­ quires that we consider the regulation of oil companies just as we regulate public utilities in the community and national interests. Oil and the public utilities are interlocked, with most electric, transportation and communica­ tions utilities dependent upon petroleum and petroleum products for their operations. The free reign which the oil companies have in the conduct of their business has been accompanied by a free ride on the backs of most Americans. American tax laws carry the intent that all major corporations will pay taxes of approximately 48 per cent of their profits. The major oil companies in 1971, the last year for which figures are available, paid U.S. taxes at the average rate of 6.7 per cent. Nor does that tell the complete story. Texaco and Gulf paid American taxes at the rate of 2.3 per cent and each had a net in­ come of $1.3 billion. Standard Oil of Cali­ fornia paid at a, rate of only 1.6 per cent and had a net income of $855 million. There is considerable merit to an AFL-CIO recommendation that Congress promote the development of petroleum resources and re­ fineries in the United States by repealing the 22 per cent depletion allowance given to the oil companies on their foreign operations. The AFL-CIO also recommended that royalities (taxes) paid to foreign governments for the oil extracted from their land be treated, for U.S. tax purposes, the same as royalties paid to U.S. citizens for oil extracted from their land. Presently these royalty payments are treated differently, resulting in increased prof­ its for oil companies and a loss of tax pay­ ments to the United States. The AFL-CIO also called for legislation guaranteeing that a fair share of all imported oil be carried in U.S.-flag ships. Beyond the benefits this legislation would bring to the American balance-of-payments position and to the U.S. merchant marine, the AFL-CIO found it to be vital that the nation end its dual dependency on foreign sources for both oil and its transportation. Considering the magnitude of our energy crisis and the oil companies' overwhelming influence and control over the nation's lifeblood, it would appear that we should begin to work on ways and means to bring the oil companies back into the mainstream of the American economy. We must proceed with building the mech­ anism necessary to guarantee the greatest and most secure flow of energy possible, consistent with reasonable environmental safeguards. And in the interest of our security and domes­ tic economy we must build an adequate fleet of American-flag tankers to be used in the carriage of our oil imports. And we must be­ gin a major program of refinery construction in the continental United States to assure a dependable supply and reserve of refined petroleum products. Among our major national needs, few others rate a higher priority than those ema­ nating from our energy crisis. Perhaps no other program for the moment can contribute so much strength and well-being to our na­ tion's security and economic position. �The 326,585-deadweighMon tanker, Uni­ verse Ireland^ is an example of a foreignflag ship competing with U.S. vessels for carriage of vitally needed oil to America's shores. She operates under long term charter to an American company—Gulf Oil; she was huilt in a foreign country—Japan, and she operates under the flag of another foreign country—^Liberia. a special Labor is the text broadcast by SlU President Paul over the Mutual Broadcasting System. n this Labor Day 1973, the American worker can look to his accomplishments and be proud. He has built the world's greatest nation. He has won—through his unions—the world's highest standard of living for himself and his family. Today's worker is better educated, more skilled—^more aware—than his predecessors. His knowledge and talents make him the most productive worker on earth. But he has cause for concern. He knows that his country is faced with a tough fight if it is to retain its position of world leader­ ship. Maritime workers and workers in many manufacturing industries—autos, steel, elec­ tronics for example—^know that our nation has slipped from its position of dominance as a supplier to the world's markets. They know that where once we were far and away the world's top producer of steel— that now we rank third, behind Russia and Japan. They know that where once we had the greatest merchant marine on the high seas, we now rank seventh. And they know, too, that where once we didn't have to count on anyone for our sources of energy, we are now forced to depend on others. For America to keep her factories and schools and churches open ... for Americans O to keep their homes heated and their cars and planes and trains and trucks operating ... we must depend on foreign sources of energy. Maritime workers know this because the fuels we need most—crude oil, refined petro­ leum products and natural gas—come to our shores by ship. Because they see the ships carrying these vitally needed fuels flying the flags of other nations, maritime workers know, too, the dangers of dependence on foreign powers to provide products and ser­ vices. w is a fact that last year, only 3 peri cent of all of our oil imports were brought to our ports in tankers flying the American flag," "For the remain­ i ing 97 percent f tve had to rely on the availability and goodwill of foreignflag operators," i .V. And all workers are becoming increasingly concerned over the fact that we must rely on foreign sources of energy to keep American plants operating. They are concerned that a - % .1'- \ shortage of energy this year will close even more plants than were closed last year. Most of us know that we cannot operate our economy under normal conditions with­ out importing oil and natural gas. That is a dangerous but unavoidable condition that we have to contend with. Many people are unaware that the United States must depend on foreign interests not only for energy fuels—but for the transpor­ tation of the fuel as well. It is a fact that last year, only 3 percent of all of our oil imports were brought to our ports in tankers flying the American flag. For the remaining 97 percent, we had to rely on the availability and goodwill of for­ eign-flag operators. This condition has come about because the United States has not really understood the importance of maintaining a strong merchant marine. America is, in a critical sense, an "island" nation and being an "island" we require a strong, dependable system of waterborne transportation, capable of supplying the needs of the American people who live on this "island." The importance of a strong U.S.-flag merchant marine has become even more critical as this "island" nation of ours has gone from a "have" to a "have-not" posi­ tion in terms of many critical raw materials. Continued on Page 4 Page 3 �tion of foreign oil can be reduced is through the use of our own ships to carry the oil and, of course, doing whatever has to be done to reverse the growing trend to depend upon foreign refineries. Other economic benefits would result from greater tax revenues and reduced dollar inflation and instability. An additional long-term benefit of the development of a U.S. tanker fleet would be to reduce the environmental hazards posed by the threat of oil spills resulting from marine accidents. Safety standards imposed on U.S. tankers are far more rigid than those re­ quired under most foreign flags. Continued from Page 4 among the most important of which are vari­ ous ores and petroleum. Unfortur! 3ly, We have not maintained the strong ocean transportation system which was ours at the end of World War II. At that time we possessed the greatest merchant fleet and the most productive shipbuilding capa­ bility the world had ever known. Twentythree years ago, the U.S.-flag merchant marine carried nearly 40 percent of our waterbome conunerce. Today we carry less than 6 percent. From about 1300 ships then, we have declined to only slightly more than 500 today. In facing up to the energy crisis, we must also understand that massive quantities of fuel must be brought to our nation by water. The United States, with 6 percent of the world's population, now consumes 33 percent of its energy and is the world's leading im­ porter of oil. Last year we imported 27 per­ cent of th': oil we used and the percentage of all our oil imports is expected to rise to 33 to 35 percent by the end of this year. By 1980 more than t ne-half of our energy needs must be filled from foreign sources. All of us know the precarious position of the American dollar in the international money market. We have experienced con­ sistent balance-of-payments deficits. A major contributing factor to this deficit is our lack of U.S.-flag tankers. In 1972, the balance-of-payments deficit caused by the use of foreign-flag tankers to carry U.S. oil im­ ports amounted to more than $500 million. In 1973 we look for this foreign-tankercaused deficit to exceed $600 million. By 1980, using Department of Interior oil im­ port projections, and given no improvement in our own tanker capability, we look for the foreign-tanker-caused deficit to jump to more than $2.5 .uUion. To put it another way, our single largest commercial balance-of-payments deficit item is the cost we pay for foreign oil. The second largest commercial balance-of-payments defi­ cit item soon will be the amount we pay for bringing this oil to i ar shores in foreign-flag ships. The second of these items is controll­ able and we must set about controlling it at once by achieving our own U.S.-flag oilcarrying capability. The only WL;y the balance-of-payments deficit which is attributable to the importa­ The SIU has battled runaway flag shipg for many years. In this photo taken in Balti­ more, Md., four union men carry strike Page 4 'ii *.%• I •• •K "More than onehalf of the foreign vessels which carry 95 percent of our oil imports are reg­ istered under the Liberian and Pana­ manian *'flags of convenience.'* Inci­ dentally, the major American oil compa­ nies operate 365 of these foreign-built and foreign-manned vessels. By contrast with the casual regu­ lation and low crew and safety standards imposed under these foreign registries, the American tank­ ers that would be used as a result of this legislation are the most tightly reg­ ulated and bestmanned in the world." •W" .J.J !•!• ?:• y.< Si' I I I More than one-half of the foreign vessels which carry 95 percent of our oil imports are registered under the Liberian and Panama­ nian "flags of convenience." Incidentally, the major American oil companies operate 365 of these foreign-built and foreign-manned vessels. By contrast with the casual regulation and low crew and safety standards imposed cards stating that ''Runaway flag ships threaten American Merchant Marine & Na­ tional Security.''The same threat still exists. under these foreign registries, the American tankers that would be used as a result of this legislation are the most tightly regulated and best-manned in the world, The American labor movement—concerned as it is with jobs ... with the viability of the U.S. economy . . . and the national security—has recognized the double jeopardy our nation faces in its reliance on foreign nations for both fuel and for the ships on which it is carried. From the standpoint of national security, the employment of U.S.-flag vessels to carry a significant portion of our oil imports would assure America that even if some shipping and oil-producing nations or interests act to deny us of either or both their oil and the tankers to carry it, we will still have a major U.S. capability on which to rely to carry oil from friendly nations. To the degree that we are able to develop our own U.S.-flag fleet, to that same degree we make it more difficult for foreign interests to coerce the United States in the world political arena. The AFL-CIO has called on Congress to correct this situation by requiring that a por­ tion of this vital energy be carried on Ameri­ can-flag, American-built and Americanmanned ships. Legislation to accomplish this crucial ob­ jective is now pending in both houses of Congress—and merits the support of all Americans. Congressional enactment of this proposal would provide benefits that would go beyond the security aspects of making sure that our supply of oil is not interrupted by a lack of transportation. It would mean tens of thousands of jobs for American men and women who would produce the materials and build the ships. Jobs for steelworkers, pipefitters, carpenters ... jobs for welders, sheet metal workers and laborers ... jobs for office workers, electron­ ics technicians, painters and electricians .. and for seafaring workers. It would mean more tax revenue for our nation ... and our states ... and our com­ munities. The taxes would come from the profits of the builders and the operators of the ships. And they would come from the wages of those thousands and thousands of citizens who would find job opportunities in rebuild­ ing and manning the American merchant marine. It would mean that our national balanceof-payments situation would be improved. Money spent building ships in American yards stays here. It would mean greater sta­ bility for the dollar. And 71 cents of every dollar spent in shipping goods on Americanflag ships remain in our economy. To the American worker—to all Ameri­ cans—it is important that this nation has a strong economy and that we be secure against economic and physical pressures from abroad. While the energy crisis and our ocean transportation capability are areas which re­ quire our attention, they are but examples of a basic problem facing all Americans in this rapidly changing world. In our desire to help our less endowed world neighbors, we have made it more advantageous for U.S. compa­ nies to develop their foreign facilities at the expense of the American economy and the American workman. It is time that all of us join in taking a good look at our current tax and trade laws to make sure that American workers and the rest of our nation will not be shortchanged in the future. �iJiill , y V . ' ''jfy.. j^''.y.'.' . />''; - i / ' - I ' . :" . I ' «50.<lOT .3.; Under US. was renewed in lEnd .1^ ^hore . I F-«sSS5PI II ' con- the canal « I9R Ms . ' ^ ^ '-;vf ' sWpping on Aug. 8 l914^an?fh^^K ^ ^°^®raational •, SS£.'SK«5«?aS • E'S's.i'ia''?'"' •'"^ same passage, which sba^ 8.000nnleslffSt2Sr^P around Cape Horn. nta^e this alternate route '•?'«" chant contalnershiDs and Sy'^vkf"'vessels, " mer- am>ug, tinues/by tSyeS?(^,Je ^^end con- ""irssS-ia"-'- ««'tS5SETT"'"'^S: actual agreemena were reached "™al—butno ^iS ? . ,. . • ••• r-y-' • liWSiS-3i?Sr }••:::• :'r niembers and fc4r ^ U.S. Zone as It is now wouIdS The Canal Wbuld be subject to Panama7^'^~~^°®^ imported W tbe agieinenh ^ taxes :s3tof v:y;i: ^ ^^ .his waa put aaide to awi, SlfSp' £SSS"£.--«£-S.^ ?li ,. .. . . CvV; ^ • :' 3"- ,•'' ' y,.wc - ,f ' ••• -•• ^ .. - i _ -•v..V> lit: J0M W'?V. •SS'jf, US^i!"V-" •Wwc »ia" ,,.• a .ar ... -si j ... Sitf™ - "•' -ft?' --------»Sv^il^te85iSSifi^^^S ='a"y opening the Panama Canal on ' Aug. 15, 1914 ,s the freightehip SS Ancon. Page 15 ' ci«r-, V r, ' �' X ' " • .•/" if .sj •- r''. ^ ( HISTORIC PRESERWION I i . T TX-'"''-' A Quick Resporise c' I take this opportunity of thanking the Seafarers Wel­ fare Plans for the quick response they made during my illness and in the absence of ray husband. . > I can assure them that the service they rendered were we^ appreciated my husband and L iDoroHty Sarmento Bfooklyo, N.Y».. •.7 High Oil Profits, Low Taxes Profits of U.S. corporations are soar­ ing. The Commerce Department recently reported that after-tax profits for the , second quarter of 1973 boomed to a record $72.6 billion, up a whopping 36 percent above the same 1972 period. This comes on top of a 29 percent gain for the first three months of the year, according to the Department study. All but a few industrial groups re­ ported markedly higher profits. Even the few which didn't—airlines and rail­ roads, primarily — reported gains well above 10 percent. There are some interesting statistics in the various profits reports now being published. For example, the First National City Bank noted that U.S. petroleum com­ panies pulled in profits for the second quarter amounting to better than $2 bil­ lion for a 49 percent jump above a year ago. Other hefty leaders were noted among grocery chains, pulp and paper products firms, electrical equipment and elec­ tronics companies, and textile firms. None of these reports, however, dis­ cuss the tax situation for these profit leaders and that's a story which bears investigating. For instance wage earners last year paid an average federal tax of about 20 percent of their earnings. By law, most corporations are sup­ posed to pay federal taxes at the rate of approximately 48 percent. However, the average effective corporate tax rate in 1972 was 29 percent for our nation's in­ dustrial giants. That's nearly 20 percent below the statutory rate. But what about the oil companies whose profits are reaching astronomical proportions? Last year they paid taxes at the rate of 5.9 percent. Less than you paid, less than many big corporations paid, less than just about everybody paid. These are the companies which im­ port virtually all of our nation's chief energy supply—oil. These are the companies which have registered their ships under foreign flags to avoid paying U.S. taxes, decent wages and abiding by our nation's more rigid safety codes. And these are the companies which will fight us to the finish in our struggle to guarantee that some of our oil im­ ports be carried aboard American-flag ships, manned by American workers, built by American workers in American shipyards, and paying a fair share of U.S. taxes. That's another reason why we must stay in the front ranks working to per­ suade the Congress that the best inter­ ests of the nation, its tax structure, its economy and its workers will be served by passage of pending legislation guar­ anteeing a portion of oil imports for American-flag tankers. The Life You Save... Throughout the United States, com­ munities continue to face a critical short­ age of life-saving blood. For Seafarers and their dependents, however, blood has always been available in time of emergency from their SIU Blood Bank. However, in order to insure that this vital lifeline of blood continues to be available, SIU members must continue Page 16 to contribute blood to their blood bank on a regular basis. The best way to keep our blood bank strong is to contribute blood by con­ tacting any Port Agent in any SIU hall. The SIU Blood Bank is another im­ portant Union program which stresses "Brotherhood of the Sea" in action. It deserves the support of all Seafarers. . Alaska Pipeline • , C--. I was pleased to learn of the passage of the Alaska ' pi^line bill in Congress. The construction of this pipeline w0 tap the North Slope oil reserves and thereby some­ what relieve this nation's growing energy crisis. .i^ I'm certain that the fight carried on by the &afarers International Union in Washington to begin the pipeline work was one of the major factors in the bill's passaae. Notwithstanding the creation of thousands ol'more"jobs , ^ for U.S. workmen, the pipeline win also provide this re- • gion with much needed heating oil in the years tb come. Mrs. Phil Konen Beverley, Mass! Praised I would like to comment on my recent Open HouJ tour of the SIU's Harry Lundeberg School of Seamarishid! ;I was very impressed, in speaking with the students, teachers, and staff members, with the dedication and effort that everyone seems to put into afl the various programs •tflvrCf* I was equaUy impressed with the physical layout of the tramg school itself, including the ships and boats in the1 Lundeberg Museum. seems to be on the right course in turning out • skiUed and highly qualified young men who wiU do a ' lot for the restoration of America's rightful place as a ' top maritime power. More power to you in your continuing efforts! Siii»».mb«rl973 Volutti. XXXV, No, 9 North Amarics, Atiantio, i'»<;.Seafarer» Internattonat Union of and Inland Watars District, executive Board Paul Hall. President Cal Tanner. Executive Vice-President Earl Shepard. Vice-President ' Joe OlOiorolo, Secsetery-Treasurer tlhdaay Wlllianns, Vice-President Prank Drozak. Vice-President Paul Orozak, Vice-President ':7i| Seafarers Log • �' '-'v Bosuns'Recertification Program: In Th^ir Own Words Malcoln B. Woods Malcolm B. Woods, a thirty-year veteran of the SIU, had the follow­ ing comments on the Bosuns' Recertihcation Program: "The training available through the Program is a golden opportunity for any bosun who is unfamiliar with the latest techniques aboard the ultra-modern vessels now coming of} the ways. "After training, he won't have that feeling of coming into a situa­ tion cold. "Even for those, like myself, who have had some experience on SL-7s and other new ships, there's always room for improvement." Speaking of the headquarters phase of the Bosuns' Recertification Program, Brother Woods said: "This part of the Program was valuable in creating a well-rounded curriculum. The insight I gained into the day-to-day operation of the SIU was something that amazed me more and more as I saw department after department in action." Tjf/hen the ^cond class of recertified SIU Bosuns completed their 60^y program of training at Piney Point and SIU headquarters, the bosuns were asked to evaluate the Bosuns' Recertification Program In Aeir own words. The program was begun because of the indostry-wide need for highly qualified, better-trained bosuns who most be skilled enough to handle their job on board any vesseL With the recent technological advances In our Industry, and the advent of LASH, LNG, and SL-7 vessels. It has become Increasingly Important for SIU members to become fully familiar nith the latest equip­ ment these new vessels carry. The Bosuns'Recertification Program's goal Is to equip the SIU Bosun with a thorough, well-rounded, in-depth knowledge of all aspects of shipboard operations. In addition, the Program provides the Bosun with the Union Education necessary for him to function as Ship's Chairman. As Ship's Chairman, die Bosun has many responsibilities to ship­ mates and Union brothers and to the SIU as a whole. He Is responsible for seeing that the SIU contract Is enforced on hoard ship, that his fellow SIU members' rights under SIU Constitution are safeguarded, that shipboard meetings are con­ ducted In the proper manner, and that his Union brothers are kept accurately Informed of all Union activities. Is the Bosuns'Recertlficatlon Program living up to Its goals? The second group of Bosuns to complete the program offers ffieir answers to this question on this page. Jean Latapie Jean Latapie has been an SIU member since 1946. He ships out of New Orleans, La. Brother Latapie felt that the Bo­ suns' Recertification Program was a valuable educational tool for keep­ ing SIU members up-to-date. "The line-splicing and jumbo boom instruction and training are very important to our membership, and the fire-fighting training at Bayonne, N.J., is an aspect of the Pro­ gram which can actually save lives. "Regarding the new vessels, we learned techniques about their oper­ ations which will improve our per­ formance on board." His stay at headquarters opened Seafarer Latapie's eyes. "I finally got to see for myself the way this Union is run. The Bosuns' Recertification Program is a good program of Union education. I was particularly interested in how the SIU's funds are collected and spent, and the care with which financial matters are handled by all the de­ partments." • Denis Manning Denis Manning has been with the SIU since 1951, and ships out of the port of Seattle. "I've learned a whole lot in the Bosuns' Recertification Programabout both the new vessels we'll be crewing up and about the operation of the SIU itself. "Even though I was familiar with some of the training from my experi­ ence on the Alaska run, I certainly appreciated the chance to learn it the right way from the SIU instructors. These new vessels are the coming thing, and we all need to know how to man them correctly. I wish I had this kind of training before I stepped on board these new ships." The data processing and record­ keeping departments at headquarters particularly impressed Brother Man­ ning. "The background I received here is something that most SIU members never come across—to see how our Union functions. This type of Pro­ gram should eventually be made available to all SIU brothers." September 1973 Walter Nash Bosun Walter Nash joined the SIU in 1943, and sails out of the port of New York. Brother Nash had words of praise for the Bosuns' Recertifica­ tion Program: "I was very impressed with the training offered at the Harry Lundeberg School—for the bosuns as well as for the upgraders and entry rating trainees." As for the New York part of the Program, Brother Nash confessed: "Even though I live in the New York area, and thought that I knew a lot about the Union's activities, I managed to learn a lot more about the SIU through my participation in the Bosuns' Recertification Program. The morning meetings taught me a lot about the many legislative fronts the SIU is working on. The first­ hand look at the various departments at headquarters showed me how complex the Union's structure actu­ ally is, and the insights I had into the financial aspect of the SIU's op­ erations were invaluable." Seafarer Nash was impressed with the training opportunities afforded him by the Bosuns' Recertification Program and he was most anxious "to catch an SL-7 and put my train­ ing to work." James Gorman Bosun Gorman is a 17-year vet­ eran of the SIU, who sails out of the port of New York. "You really learn something at Piney Point—about the maritime in­ dustry and about the SIU. Even though I've been sailing for many years, I learned many new things. I learned that there are at least four different kinds of LASH ships, and that each one has slightly different equipment." As for the headquarters program. Brother Gorman added: "I learned even more about the SIU at headquarters. The personnel on board in New York were really anxious to help us understand the workings and the inter-relationships of the different departments. The data-processing and record-keeping sections do a great job, and my visit to the SEAFARERS LOG office was most informative. "The headquarters segment of the Bosuns' Program gives you a more comprehensive view of what's going on in the SIU, and the daily morning strategy meetings are very informa­ tive about the maritime industry and the SIU's role in that industry." Veikko Pollanen Veikko Pollanen has been with the SIU for 23 years. He ships out of the port of New Orleans. Brother Pollanen commented on his recent participation in the Bosuns' Recer­ tification Program: "In the four weeks at Piney Point, I learned a lot about the SIU that I never knew before, and the side-trip to Washington, D.C. made me real­ ize the importance of the AFL-CIO's Maritime Trades Department. "I did some work in shipyards in my time, so I knew a lot about the hew ships before I started the Bo­ suns' Program, but even so, the training was like a refresher course for me—and the SIU instructors taught me some additional things as well. "The fire-fighting program and the tour of headquarters were important parts of the total program, which every SIU member should go through. In my book, the Bosuns Recertifica­ tion Program is a big success." Page 17 �; 4 - - Lundeberg Upgrading Center SIU-A and G Deck Department Upgrading Quartermaster 1. Must hold an endorsement as Able-Seaman—unlimited—any waters. Cook and Baker and Chief Cook Training Courses at the Lundeberg School or; C. 12 months seatime as Third Cook or Assistant Cook, 6 months seatime as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training programs. D. 12 months seatime as Third Cook or Assistant Cook, 12 months sea­ time as Cook and Baker and 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. IBU Upgrading Engine Upgrading FOWT—(who has only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and have normal color vision.) 2. Have 6 months seatime as wiper or be a graduate of HLS at Piney Point and have 3 months seatkne as wiper. I; t] -j , i: FOWT—(who holds an engine rating such as Electrician) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30 and have nor­ mal color vision.) 2. All candidates must have a letter from the company for whom they have worked certifying their ability to handle the various types of fuels that they wish certification for. 1. No requirements. Master/Mate Electrician, Refrigeration, Pumpman, l>eck Engineer, Junior Engineer, Maehniist or Boilermaker— (who holds only a wiper endorsement) (Uninspected vessels not over 309 gross tons upon oceans.) Master—Must have 4 years at sea on deck—one year as licensed mate. Mate—Must have 3 years at sea on deck. 1. Must be a U.S. Citizen. 2. Must have a letter from company stating experience, type of vessel, registered number, etc., to meet U.S. Coast Guard requirements. 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30 and have normal color vision.) 2. Have 6 months seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds an engine rating such as FOWT) 1. No requirements. QMED—any rating Towboat Operator > 1. Must have or successfully passed examinations for FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boil­ ermaker, and Deck Engine Mechanic. 2. Must show evidence ctf seatime of at least 6 months in any one or a combina­ tion of the following ratings: FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, or Deck Engine Mechanic. Original License 1. Must be 21 years.c^age. ' 2. Must have 3 years seatime on deck of vessel over 26 feet. . 3. Must have 1 year seatime of the three years on towing vessel including train­ ing or duty in wheel house. 4. Must have 90 days service in geographical area applied for. 2md Class Operator 1. Must be 19 years of age. 2. Must have 18 months at sea on a towing vessel including duty or training in the wheel house. 3. Must have 90 days seatime in geographical area applied for. Original License/2nd Class Operator 1. Must pass physical examination and eye examination of at least 20/100 in both eyes, corrected to a least 20/20 in one eye, and 20/40 in the other eye. 2. Must have normal color vision. 3. Must be a U.S. citizen. Welding 1. Must hold endorsement as QMED—any rating. Steward Upgrading 1. Assistant Cook Training Program Requirements: A. 12 months seatime, in any Steward Department Entry Rating. B. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimum of 3 months seatime. 2. Cook and Baker Training Program Requirements: • I. . vS?/'' IP '• ; 'v; 1st Class Pilot on vessel not over 300 gross tons 1. Must be 21 years of age. 2. Must be a U.S. Citizen. 3. Must have 3 years seatime as AB or equivalent with a minimum of 20 round trips over the route applied for within the past 5 years. •• fv, .'1- ! Tankennan A. 12 months seatime as Third Cook or; B. 24 months seatime in Steward Department, 6 months of which must be as Third Cook and Assistant Cook or ; C. 6 months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. Radar Observer 1. All candidates must hold a valid deck license. SlU and IBU Upgrading Chief Cook's Training Program Requirements: AMe-Sfeaman A. 12 months seatime as Cook and Baker or; B. Three years seatime in Steward Department, 6 months of which must be as Third Cook or Assistant Cook and 6 months as Cook and Baker or; C. 6 months seatioib as Third Cook or Assistant Cook and 6 months sea­ time as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, and Second Cook and Baker's Training Course or ; D. 12 months seatime as Third Cook or Assistant Cook and 6 months seatime as Cook and Baker and are holders of a "Certificate" of com­ pletion from the Cook and Baker Training Program. Abie4ltanian—12 ly waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no .more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 12 months seatime as an Ordinary Seaman or 4. Be-a graduate of HLS at Piney Point and have 8 months seatime as Ordinary Seaman. 4. Chief Steward Training Program Requirements: A. 3 years seatime in ratings above that of Third Cook and hold an "A" seniority in the union or; B. 6 months seatime as Third Cook or Assistant Cook, 6 months as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Page 18 Abie Seaman—unlimited—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 36 months seatime as Ordinary Seaman or AB—12 months. Lifcboatman 1. Must have 90 days seatime in any department. Seafarers Log '• / I' �Preparing for Exams Members of the Joint Towing Industry Committee on Education toured the training areas at the Lundeberg School and were favorably impressed. Here, Jack Bullard (Inland Tugs) talks with instructor Bill Dean at the barge mockup. Looking on are MLS President Hazel Brown and Commander John Emory, USCG. Chuck Mollard and IBU National Director Paul Drozak and other members of the committee are on left. Expand IBU Training Program For Ocean, Inland Waterway The expanding SIU-IBU training programs for the men who work on board the nation's tugs, towboats and barges were given an enthusiastic stamp of approval by industry leaders during a meeting of the Joint Towing Industry Committee on Education at the Lunde­ berg School. During the two-day conference, Lundeberg School vocational and aca­ demic staff members reviewed the pro­ gress made since the programs were developed earlier this year and outlined additional educational programs which the school has developed to meet the needs of this vital and growing trans­ portation industry. Attending the meeting were D. E. Wilson from G&H Towing Co.; R. L. Miller, National Marine Services; Hugh Howard from Interstate Oil; James Harrell, Allied Towing, and Jack Bul­ lard from Inland Tugs. Commander John Emory from the U. S. Coast Guard who is in charge of the recentlypromulgated regulations affecting licensing of towboat operators also at­ tended. SIU Vice President Paul Drozak, National Director of the Inland Boat­ men's Union, and Charles Mollard from Transportation Institute, coordi­ nated the meeting. Hazel Brown, President of the Lunde­ berg School, and Bob Kalmus, Direc­ tor of Vocational Education, reviewed the progress of the various training programs and outlined proposed im­ provements which included several new courses. Among these new courses are Instructor John Luykx works with charts and visual aids to help towboat and tug operators prepare for their examinations. I HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING APPLICATION radar observer, able-seaman, engineer, towboat operator and harbor pilot. I Members of the vocational and aca­ I Check program for which you aire applying: IBUSIU-A&G • demic staff attended the sessions to I -Age-;: report on the progress in their areas I Name (Middle) (First) I (Last) and to recommend further improve­ ! Address ments in the programs. (Street) The Joint Towing Industry Commit­ I tee on Education was established in -Telephone. (Area Code) (Zip) (State) April following a meeting at the Lunde­ I (City) berg School of management leaders I Book Number. —Seniority. of the major towing and barge line Port and Date Issued. companies from the Western Rivers I and the major harbors on the Atlantic ^ JRatings Now Held. Social Security #_ and Gulf coasts. At that meeting, the • Lifeboat Endorsement: Yes company officials recognized the , need I HLS (jraduate: Yes I for continuing training programs in this Dates Available For Training. I expanding industry, and they unani­ I mously approved the various programs I Am Interested In: developed by the school and presented A&G—DEEPSEA to them. I DECK ;• ENGINE STEWARD The inland waterways training pro­ ^i2M( • Electrician 12 Months Q QMED grams include recruitment and training ] DAB • AB Unlimited • FWT • Dk. Eng. • Cook & Baker of inexperienced young men for begin­ • Oiler • Jr. Eng. • Chief Cook I u Quartermaster ning jobs aboard towboats and barges • Dk.Mech. • Pumpman Q Steward and upgrading courses leading to mate, I p Lifeboatman If • Reefer • Machinist pilot and master licenses. i.-L.'.r-• n Boilermaker O Welder , • . .^ " Since the training programs began last May, more than 100 young men IBU—INLAND WATERWAYS / have been placed in rewarding jobs in the harbors and on the rivers, and TOWBOAT many towboat operators from the westrn River-Operator D RadarObserver vf em rivers and harbors have achieved nr n Mate • " •' ^ Q Inland Waterway-Operator licenses under recently-initiated Coast • Masler _, ^ _ • Ocean-Operator Guard regulations requiring all opera­ (not more than 200 miles) DPBot tors to hold valid licenses. • Ocean-Operator (over 200 miles) lUes) • Tankerman | Other programs have helped experi­ enced towboat and tugboat men to I RECORD OF SEATDWE — RIVERTIME (Show only amount achieve licenses as mate, master, pilot 1 to upgrade in rating checked above or attach letter of service, whichever is 1 and tankerman. • • •- . •. . ! SHIP OR i RATING HELD Tf I li . ' „ - iltii .... I:#!® ^ DATE OF SHIPMENT DATE DISCHARGE II I I I I 1 I I I J>ATE. ! PORTSIGNATURE. IBU Instructor Bill Dean shows class how to tighten up jockey wires using heavy-duty ratchets. On-the-joh training on hoard concrete barges sim­ ulates all operations needed to make up a tow. Safety is emphasized throughout training. September 1973 I j I ; I RETURN COMPLETE APPLICATION TO; LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 | Page 19 �fT" Grand lady of the Mississippi Saved Delta Queen to Cruise On — Life Extended to 1978 President Richard M. Nixon signed a bill into law Aug. 16 giving the historic Delta Queen, the last U.S. overnight river steamboat, a new lease on life to Nov. 1,1978. The extension, backed by both the SIU and the AFLdCIO Maal'js^ Trades Department, exempts the passenger paddlewheeler from certain provisions of the Safety at Sea Law. The President got the bill in the beginning of August after a unanimous vote of approval on the measure by the U.S. Senate just before adjournment, The House of Representatives voted unanimous approval of the Delta Queen exempting leglsla^ioa in mid-July by a voice vote. It was the fourth Congressional re­ prieve in seven years. The bill was sponsored by Congresswoman Leonor K. Sullivan (D-Mo.), chairman of the House Merchant Ma­ rine and Fisheries Committee, who had said at a hearing on the bill that failure to pass the legislation would mean that "another of our great American tradi­ tions will have passed from the scene." Without the new legislation, the 1,837-ton Delta Queen on Nov. 1 would not have been able to chum the waters of the Mississippi River and her tributaries when a three-year reprieve enacted in 1970 expired. It would have ended 160 years of paddlewheel history in the United States where thousands of steamboats used to ply the nation's rivers. ; -i wn 'U 5- M' Over the years the SIU and the AFLCIO Maritime Trades Department have fought to save the 285-foot long Delta Queen from extinction. In letters to Representative Sullivan last May the union and the AFL-CIO pledged their support of the exempting legislation and urged passage of the bill. The letters pointed out the Queens place in the na­ tion's cultural heritage and noted plans to build by 1975 a modem, all-steel re­ placement for the Delta Queen "so that the riverboat tradition is not lost to this country." The historic Delta Queen chums up the waters of the mighty Mississippi River. Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid July 27—^August 22,1973 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical Special Equipment PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors'Visits «& Other Medical Exp Surgical Optical Blood Transfusions Special Equipment Meal Books Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Welfare,'Pension & Vacation Page 20 Number Amount MONTH TO DATE YEAR TO DATE 11 326 200 16 3 5,588 3 243 252 146 4,597 2,908 162 42 66,140 18 2,111 599 24,472.14 326.00 600.00 1,512.55 408.00 44,704.00 1,253.45 5,523.35 1,459.10 381,797.46 4,597.00 8,724.00 30,174.45 2,694.00 529,176.00 4.618.61 45,381.29 10,007.80 317 34 107 13 4 97 — 3,913 541 1,175 201 44 1,596 1 55,879.58 863.85 14,796.50 3,800.25 218.50 4,004.20 736,877.55 14,791.57 145,324.13 50,734.39 2,454.75 34,180.42 144.00 4 131 127 21 55 — — — — 1,720 65 1,238 1,207 144 631 10 28 2,259 2 13,373 12,000.00 28,766.45 3,871.44 1,995.50 1,515.42 9,515.50 195,000.00 229,977.31 39,330.99 22,229.41 11,579.86 639.00 4,317.71 22,590.00 600.00 81,435.40 — 71 — 24,724.17 9,272 2,109 832 12,213 103,222 18,483 10,958 132,663 MONTH TO DATE YEAR TO DATE 217,485.78 2,634,101.27 503.770.00 4,432,899.51 397.871.01 5,684,593.84 $1,119,126.79 $12,751,594.62 Under the Safety at Sea Law, which calls for all-steel constmction for ves­ sels carrying more than 50 passengers overnight and calling on U.S. ports, the Delta Queen would have been forced off the river. She calls at 110 ports in 17 states on the Mississippi, Ohio, Arkansas, Ten­ nessee, Cumberland and Illinois Rivers. Built in Califomia, the Queen first ran ovemight excursions between San Francisco and Sacramento on the Sac­ ramento River. In World War II she was in the U.S. Navy ferrying troops and wounded across San Francisco Bay. In 1947 she was sold and then towed 5,000 miles through the Panama Canal to the Mississippi. Today the 6-story riverboat sails between New Orleans and St. Paul, Minn., covering 35,000 miles a year. Her home port is Cin­ cinnati. Cutters Aid Planes On Iceberg Patrol For the second consecutive time in 14 years, six Coast Guard cutters aided planes on iceberg patrol when more ' than 800 icebergs menaced North Atlantic shipping lanes in May. Last year a record number of 1,600 bergs were spotted in the trade routes. However, this year the bergs reached the shipping lanes much earlier than any other time in the past 10 years. Some 190,000 square miles below the 48th parallel icebergs became a hazard to shipping off Newfoundland's Grand Banks. Usually 300 bergs drop below the 48th parallel each year, but in March, bergs were located 900 miles east of Boston so the cutters were dispatched early. The southemmost bergs were found on a line with New York City and the eastemmost some 600 miles southeast of St. John's, Newfoundland. Seafarers Log �Lyman Hall's First SlU Voyage .'t SlU veteran Paul Clark, who sails as fireman, tends to his duties in the en­ gine room prior to the ship's payoff. A fter her first voyage as an SlU-contracted vessel, the freightship Lyman Hall paid off recently in Port Newark, N.J. Formerly known as the Samoa Bear, owned by Pacific Far East Lines, she was purchased by Waterman several months ago and crewed by the SIU in Seattle, Wash, on July 12. She took on a cargo of fruit juices and pineapple seedlings in Honolulu, Hawaii. The seedlings were unloaded in the tiny Central American country of Honduras, which is planning an experimental crop of pineapples this sea­ son to see if the country's climate is suitable for grpwing this fruit. From there it was a straight run to Port Newark where she unloaded the remainder of her cargo for the Greater New York area. Among the SIU crew manning the Lyman Hall was Seafarer-cartoonist Jim Mates whose work appeared in the April 1973 issue of the LOG. Recently, Brother Mates has been concentrating on the art of caricatures, « and uses his shipmates as subjects. The Lyman Hall will make a short intercoastal run to Mobile, New Orleans and Galveston, ^nd then on to the Far East. '• Seafarer-cartoonist Jim Mates (right) uses shipmate. Able-seaman Pete Waters, as a subject for his latest caricature. Pete seems happy with the result. The Lyman Hall's booms are at work as a patlet-load of cargo is lifted out of one of the ship's holds. September 1973 SIU Patrolman Jack Caffey (center) straightens out some beefs at the Lyman Hall's payoff in Port Newark, N.J. Page 21 �^ SIU Penskners Ch!S?m "T?; berta Ala c' SlU in 1944 foe «• « n nnllve of resides in El- in msirtheof M' fo the engine department Mississippi, Brother npai" in Birm,^gha„™Aia' ' ® °f ''oaides Boatnmn-; uS fo' l95T'in"'tV"''"'' Co^u!:^utT»"Vo'ni' My In'", 95rfofoe ^rt^f Bom rSm'^S.u^V'^f P vern Pa H. i„° j ?" m Maiin >hc po"f in '947 Clopton Liled t^n Brother mcmduringl^ating~''="- of mens Union in 1964 in th Port Arthur. Brother RPO. as cook. caumont sailed r T'" Sot^etrorinlj- man said ' ^ olBce an^giVeTtem rte olaira number ihT check-as well t address and complete ZIP codes. Also notfrr of your address changl^""'' care of the report. °®®® ® ^®^e resltnrof au'^™ Bay- ^ = '^-{onu Ala. He joined the SIU fo I'Sss^T' port of Mobile and sailed i„ m " "'^ ard department on tilebaTof enveloS additional soTaJsitS""'®^ ™^y ing the year Rnf "^y Payments dur'hantSeyoSlwl^'"'"°^™n,o« «Pon the S|i'~'^^nd don-, nly checks not due thel a^^Tu am™;hS^S''^=; $4 billion fha rearem/m, disa®w^an^t' , insurance programs survivors ccpay money at the end SSt yur caaS^UA-''-^»^o„id ba JfyourcS fcTo °° touch with your neairai"^ "'"'f"' '" office at once Thr. ^ social security placed, buT.?mS ,,W •« «check carefully when vnn your won't have to wait replaced, '^s being ®''®'" Philadelphia Baltimore ' Norfolk . ' Jersey City .' Do'™, andsaii^i„','iu'teo''''"^ork ™ 1^"S^of Ihfsm'•' oalS'r^areri'f;'N«%W'oh He native of New York ^v T"!""'' 'inger now resW« m^ """S-®='Caiif. Seafarer Bemnger^ffu veteran. ® Army Doiiiinick DiMalo , L Louisiana and now rr>c?i La. A member of the decked ^ioiet, Michigan who'^no ^ native of Ronge%fcr sr In R'ver ,1962 and manLl^trt^r-" Lakes Towing Co Rrntu ^ EdJ'n'"? tJ Great World Waf?"® " " '954 in aLrta IBU • -S-.OO p.n,_ • • 5;00 p.m. • 2'30 p.m. • 5:00 p.m. • 5:00 p.m. • 5:00 p.m. -S;-;!-??? p m. Oct. 16-7:30 ;:m: • • • •Oct. 17-7:30 p.m. 19-7:30 p.m. • • • •Oct. 19-7:30 p.m. • • •0«- 19-7:30 p.m. • Oct. 15-7:30 p.m. • Oct. 15-7:30 p.m. Railway Marine Regii„ Oct. IS-iOaT SsV"' "-l'">n.:tZZ UIW • 7:00 p.m. • 7:00 p.m. • 7:00 p.m. • 7:00 p.m. • 7:00 p.m. • 7:00 p.m. °f 'n Bast ® Norfolk. Va fo f96i:Brother foo^e a® captain for the Curt^l Co. of Norfolk ste^^ tho^Znof^Housfn ^er sailed as a deckh^d Towing Co. HeS?i^^ ton, Te*. of in Brother of Calves- Francis M. GaUanhov *;-a in Portsmouth Va^d' folk Va Ma. • • ' *f''®®'tiesinNor- 1961. BroferSn^' now lives in fltdma' TrHe''^!r!r OUver S. Anee North Carolina^w ''orn in folk, Va He f • i B'es m No" IBU a«re in mTBroth®'"!'®"'"' been sailing as an ® ° " Aoge has McAllister Bros To ""'h the 1953. "• ^""nng Co. since nndaafledasea^ratofof^tie'i:^! in fa ttifjon®I iaBcd in the deck SMWI Army veteran iron Brother Gillis has be^ ffGreat Lakes for over ISyTal^^ on the "•=« to engineer with the c£ Go. of Virginia sLro"929 I" _ • Portsmoufo. Philadelphia Pa" there fa 19fib RorE pS"'"'New Orleans, in 1957 in th?""' jo'ned the IBU 'iveofL^",^^f'«ofHouston.AnanematefortheCiHTowfo^Ca Great Ukes^Dh'trht ^f' •'°'"®^ fo® Kansas, Brother LadJ^ i, Erankfort, Mich. Port 'Sanit Ste^Xi^'" Chicago Buffalo . Du/uth . Cleveland Toledo Detroit .. Milwaukee """ Great Lakes Toe A 1^'"^" "'o SlU's yca'?yo?JS:aeT'"'"^™nan.ina n'ly payment for any moMh'v°°'^ cam over $175 nnr i! neither in your own business. work Oeap Sea • •2:30 p.m. • 2:30 p.m. • • 2:30 p.m. •2:30 p.m. , •2:30 p.m. . •2:30 p.m. . • 2:30 p.m. . • 2:30 p.m. . joined the and sailed as cook wood makes hi« h ' ?®®forer HarMich. ' '•o'ne m Frankfort, ^rtfffitr-'cssforthe secunty pay- nients. When camsocial security pa?mf for each $2 eamj± MEMBERSHIPiiiSTlllHiS' SCHEDULE I>ate I New York . • • • Oct. 8. I Philu JdphiH • • Oct. 9. Bultimore Detroit .... • -Oct. 10. • • Oct. 12. Uo;K!o;-» • Oct. 15.. N- '.". c irieans . • ybiKie ; Oct. 16.. • Oct. 17.. 'y .,neisco .. • Oct. 18.. '^e Houston E, Conner so • • In m™""- «• inineSThe SlU Inland Boatmen's Unfon in'tST^ 'J' port of New Orleans. He saited 1'" aailed a, biun'^r 'i'nck and engineer for Covie 1asst. Cooper is a life Inna f:'"®®- Brother who get social securit^pQy^""^ getting iinton. La. ^ Pj-ank^ny changes in fh^ier paries C. •Brown 4fi .c Charles L. Ma«nn t-? • «8^ estimates as soon a!™ of North Carolina u/h« ® resident of Quincy JM ^ .''^-long home in Texas City H SiU in 1962 in ?h' "® foe Earnings don't affect social c the SIU in 1955 J: ^e joined and sailed in the decked payments to people 72 ®®®""^y and saileVta tie Norfolk Joseph A ^^'"ent. earnings can nff» » ^ over. But Brother Brown is a N Pn^ment. apokesunder 72 Thev^ Payments to people SIU in 1943*inlh ' foe World War II. '' "a'cran of and sailed fn11' Vork change ^;he];':Lf-W«iX.n Zy postcard sent to all ° ^^"'"'Ss on the Seafarer Kramer is rfesfd SIl7ta "94?in®,'^'^ joined the burgh. Pa ® of Pittsand get social eSuteL""" nnd sailed aa ZZT,'" 1'°^'= <>" you? 'o'TZ^^l^^^of'tinn.a. social security check« should notif/ the mi^radonUmp^'" V Of as an "* "nlv® of "'i'"'''"i ""e IBU watchman for thraw- D**"'' was a Co. since 1948 ® ^»wfag New^S'fc ®?' « 9 native of N-I-Hrti^X^-'feafaDnmonh 6ecp sea from 1946 to ^bso. ''"'d Seafarers Log �""" . - rv v'A'r; .•:•'=.- • V > '• - •• ••• , •'. 1 ^ . ^ r - > �Meetings Digest of SlU LAFAYETTE (Waterman Steam­ ship), July 8—Chairman R. Hodges; Secretary W. G. Williams; Educational Director T. Humal; Deck Delegate P. Berthiaume; Engine Delegate E. Cox; Steward Delegate J. Calhoun. Some disputed OT in deck department. Everything running smoothly. Next port in Cambodia. GALLOWAY (Sea-Land), July 8Chairman Peter Semyk; Secretary Duke Hall; Educational Director Harold Welch. No disputed OT. If any prob­ lem with washer or dryer electrician will help. Everything running smoothly. Stood for one minute of silence in memory of our departed brothers. FLORIDA (Hudson Waterways), July 22—Chairman Tony Palino; retary R. O'Connor. Some disputed OT in engine department. Vote of thanks to the steward department for a job well done. Stood for one minute of silence in memory of our departed brothers. TRANSCHAMPLAIN (Hudson Waterways), July 1—Chairman John Bowman; Deck Delegate L. Maham; Secretary W. O. Wallace; Engine Dele­ gate R. Becraft; Steward Delegate G. R. Smith. No disputed OT. Everything running smoothly. Next port Oakland, Calif. LA SALLE (Waterman Steamship), July 21—Chairman Edwin C. Craddock; Secretary Joseph G. Edwards; Deck Delegate J. McLean; Engine Delegate M. Havens; Steward Delegate Eladio Grajales. Some disputed OT in deck, engine and steward departments. Everything running smoothly. Next port New Orleans, La. BETHFLOR (Bethlehem Steel), July 15—Chairman J. Michael; Secre­ tary R. Clarke; Educational Director R. Gowan; Deck Delegate T. M. Crabb; Engine Delegate L. Perez; Steward Delegate P. Baker. $32 in ship's fund. No disputed OT. Stood for one minute of silence in memory of our departed brothers. Next port in Vene­ zuela. AMERICAN RICE (American Freighters), July 8—Chairman George Annis; Secretary Lauren Santa Ana; Educational Director Samuel Case Jr. Some disputed OT in deck, engine and steward departments. Everything run­ ning smoothly. Stood for one minute of silence in memory of our departed brothers. FAIRLAND (Sea-Land), July 15Chairman L. Quantz; Secretary R. Hutchins; Deck Delegate W. McKinnon; Engine Delegate R. L. Peikert; Steward Delegate E. Blanton. No dis­ puted OT. Vote of thanks to the stew­ ard department for a job well done. KEVA IDEAL (Keva Corp.), July 15—Chairman Raymundo Gomez; Sec­ retary S. Cutierez. $9.47 in ship's fund. Need new ship antenna. Everything running smoothly. Next port Tampa, Fla. SEALAND TRADE (Sea-Land), July 15—Chairman Peter Drewes; Sec­ retary Roscoe Alford. Vote of thanks to the deck and engine departments for a job well done. Vote of thanks to. the steward department for good menu and excellently prepared food. Stood for one minute of silence in memory of our departed brothers. ANCHORAGE (Sea-Land), July 22 -Chairman A. Zagala; Secretary O. Smith. Some disputed OT in deck de­ partment. Everything running smoothly. Page 24 LAFAYETTE (Waterman Steam­ ship), July 15—Chairman Ray Hodges; Secretary W. G. Williams; Educational Director T. Humal; Deck Delegate P. Berthiaume; Engine Delegate E. Cox; Steward Delegate J. Calhoun. Some disputed OT in deck department. Everything running smoothly. Next port in Cambodia. OAKLAND (Sea-Land), July 11 — Chairman Fred Domey; Secretary C. N. Johnson; Educational Director J. Smitko. No disputed OT. Everything running smoothly. All departments to have a meeting as soon as possible to elect delegates. PHILADELPHIA (Sea-Land), July 1—Chairman C. R. Dammeyer; Secre­ tary L. Pepper, Educational Director K. Parker. No disputed OT. Vote of thanks to the baker for having pizza pie at coffee time. Next port Seattle, Wash. ERNA ELIZABETH (Hudson Waterways), July 1—Chairman Charles P. Johnsen; Secretary Francis E. Burley; Deck Delegate John P. Davis; Engine Delegate Oscar Figueroa; Stew­ ard Delegate Harry Collier. $9 in ship's fund. Some disputed OT in engine department. Everything running smoothly. Stood for one minute of silence in memory of our departed brothers. GALLOWAY (Sea-Land), July 16Chairman Peter Sernyk; Secretary D. Hall; Educational Director Harold Welch. Some disputed OT in engine department. Vote of thanks to the steward department for a job welk done. Stood for one minute of silence in memory of our departed brothers. TRANSONEIDA (Hudson Water­ ways), July 22-Chairman J. Boland; Secretary T. Ulisse; Educational Di­ rector A. Beck; Deck Delegate T. Moose; Engine Delegate L. Thompson; Steward Delegate H. Long. No dis­ puted OT. Crew has agreed to con­ tribute $.50 per man to start a ship's fund at the end of this voyage. Vote of thanks to the steward department for a job well done. Next port Oak­ land, Calif. OVERSEAS TRAVELER (Mari­ time Overseas), July 1—Chairman L. Reinchuck; Secretary E. Hagger; Steward Delegaite George Malone. No disputed OT. Vote of thanks to the steward department for fine food. SEALAND ECONOMY (Sea-Land), July 1—Chairman John Davies; Secre­ tary Robert P. Marion; Educational Director Leon A. Acosta; Deck Dele­ gate E. De Bautte; Engine Delegate C. Grab; Steward Delegate J. Kelly. Some disputed OT in deck department. Next port Houston, Tex. AMERICAN EXPLORER (Hudson Waterways), July 8—Chairman John Dunn; Secretary J. Shields; Educa­ tional Director F. Harris. Some dis­ puted OT in deck department. Vote of thanks to the steward department 'for a job well done. Next port San Pedro. PITTSBURGH (Sea-Land), JiUy IChairman Stanley F. Sokol; Sroretary R. De Boissiere; Educational Di­ rector Andrew Lutey; Deck Delegate John O'Dea; Engine Delegate Wilfred P. Roux; Steward Delegate Frank Daniels. Some disputed OT in deck and engine departments. Have ice ma­ chine and TV in crew's quarters fixed. Observed one minute of silence in memory of our departed brothers. Next port Yokohama. SEATTLE (Sea-Land), July 2Chairman John Gianniotis; Secretary F. Carmichael; Educational Director Angelo Tselentis. Some disputed OT in deck department. Eveiything run­ ning smoothly. MAYAGUEZ (Sea-Land), July 8Chairman E. Freimanis; Secretary Jo­ seph E. Hannon. $64 in ship's fund. No disputed OT. Everything running smoothly. Observed one minute of silence in memory of our departed brothers. TRANSONTARIO (Seatrain), July 8—Chairman A. H. Schwartz; Secre­ tary Roy R. Thomas; Educational Di­ rector H. E. Lane. All communications read and posted. Some disputed OT in engine department. Vote of thanks to the steward department for a job well done. Next port Guam. FLORIDA (Hudson Waterways). July 8—Chairman T. Palino; Secretary R. O'Connor. No disputed OT. Every­ thing running smoothly. Observed one minute of silence in memory of our departed brothers. TRENTON (Sea-Land), July 4Chairman Alber N. Ringuette; Sec­ retary J. P. Mar. $9.70 in ship's fund. No disputed OT. A vote of thanks to the steward department for a job well done. Next port Elizabeth, N.J. Los Angeles Committee The ship^s eommittee on board Uie Lo» Angeles (Sea-Land) gets together during the payoff in Port Elizabeth, N,J. From left are: Jim Fultz, deck delegate; Earl Brannan, chairman; Paul Lopez, secretary-reporter; Linton Reynolds, engine delegate, and Eldon Cullerton, steward delegate. YELLOWSTONE (Ogden Marine), July 8-Chairman J. C. Baudoin; Sec­ retary B. Rucker, Educational Director H. Mullett. $2 in ship's fund. Vote of thanks to the deck department for the interest in taking down the U.S. flag and folding same. Vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Dakar. DE SOTO (Waterman Steamship), July 8-Chairman Florence Foster; Secretary W. Braggs; Educational Di­ rector R. Zeller. No disputed OT. Everything running smoothly. CONNECTICUT (Ogden Marine), July 1-Chairman Carl Lineberry; Secretary Jimmie Bartlett; Educational Director Rufus Breeden. $.50 in ship's fund. Some disputed OT in engine de­ partment. Vote of thanks to the stew­ ard department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port St. James, La. BROOKLYN (Sea-Land), July 8Chairman A. Atkinson; Secretary J. Mojica; Educational Director C. Luis. No disputed OT. Vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port in Puerto Rico. PANAMA (Sea-Land), July 1Chairman C. Perreira; Secretary Herb Knowles; Deck Delegate V. C. Dowd; Engine Delegate G. Byoff; Steward Delegate R. R. Poovey. Some dis­ puted OT in deck department. Held a general discussion on crew welfare. Next port Oakland, Calif. MILLICOMA (Hudson Waterways), July 8—Chairman P. Burntte; Secre­ tary V. L. Swanson; Educational Di­ rector G. Bryn. $11.17 in ship's fund. No disputed OT. Vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Beaufort, N.C. SCHUYLKILL (Hudson Water­ ways), July I—Chairman Charles V. Majette; Secretary W. W. Reid; Edu­ cational Director B. E. Stockmon. No disputed OT. Get air conditioner for room if possible and electric water heater for tea drinkers. Everything run­ ning smoothly. Next port Jacksonville, Fla. FALCON PRINCESS (Falcon Tankers), July 15—Chairman L. J. Pate; Secretary C. White. No disputed OT. Everything running smoothly. Ob­ served one minute of silence in mem­ ory of our departed brothers. VENTURE (Sea-Land), July 15Chairman C. Boyle; Secretary E. Vieira; Educational Director A. Abrams. No disputed OT. Vote of thanks to F. McFaul for operating the movie camera for the benefit of the crew. Next port Houston, Tex. STEEL EXECUTIVE (Isthmian Lines), July 12—Chairman J. Ken­ nedy; Secretary C. Loper; Engine Dele­ gate Francis F. Gomez; Steward Dele­ gate Emanuel Louie. No disputed OT. Everything running smoothly. Next port Durban, S.A. SAN FRANCISCO (Sea-Land), July 15—Chairman B. Wienberg; Sec­ retary J. Albono; Educational Direc­ tor B. Waddell; Engine Delegate W. Walton. $43 in ship's fund. Some dis­ puted OT in steward department. Everything running smoothly. Seafarers Log �OVERSEAS BULKER (Maritime Overseas), July 1-Chairman Ballard Browning; Secretary N. Hatgimisios; Educational Director Raymond Shaynick. No disputed OT. Everything running smoothly. Observed one min­ ute of silence in memory of our de­ parted brothers. PENNMAR (Calmar Lines), July 8Chairman W. Cofone; Secretary S. Berger; Educational Director B. Sears; Steward Delegate Robert Cook. $2.05 in ships fund. No disputed OT. Vote of thanks to the deck department for cleaning pantry, messroom. Also, a vote of thanks to the steward depart­ ment for good food and good service. OVERSEAS VALDEZ (Maritime Overseas), July 7-Chairman C. C. Olesen; Secretary V. Douglas; Educa­ tional Director Don D. White; Deck Delegate George P. Hamilton; Engine Delegate Robert J. Young; Steward Delegate Earl W. Pippin. $40,55 in ship's fund. Letter from headquarters concerning OT was read and accepted. Vote of thanks to the steward depart­ ment for a job well done. BRADFORD ISLAND (Steuart Tankers), July 15—Chairman Teddy R. McDuffie; Secretary T. Caspar; Educational Director John P. Scheifer; Deck Delegate T. Fleming; Engine Delegate Ed La Plante; Steward Dele­ gate J. Skoglung. $41 in ship's fund. Some disputed OT in deck department. A new washing machine and dryer to be ordered and icemaker to be re­ paired! Vote of thanks to the steward department for a job well done. Lyman Hall Ship's Committee During the payoff of the Lyman Hall (Waterman) in Port Newark, N. J., the 8hip*8 committee gathers in the g^ley. From left are: Bill Sideroff, deck delegate; Jim Morton, secretary-reporter; Hans Lee, chairman; Robert Cossibo, educational director, and Frank Rylance, engine delegate. Penn Champion Committee DELTA ARGENTINA (Delta Lines), July 3-Chairman Ewing A. Rihn; Secretary Dario P. Martinez; Educational Director T. Tobiss; Deck Delegate Gordon L. Davis; Engipe Delegate Oscar R. Bird; Steward Dele­ gate Jose F. Santiago. $5.63 in ship's fund. Held a discussion on require­ ments and opportunity of employment on new and more advanced vessels especially in the engine department through use of upgrading facilities at Piney Point. Observed one minute of silence in memory of our departed brothers. Next port Belem, Brazil. DEL ORG (Delta Lines), July IChairman G. A. Burch; Secretary C. Shirah; Educational Director Deagro; Deck Delegate J. Thrasher. En­ gine Delegate H. Boship; Steward Delegate M. Dunn. Some disputed OT in deck, engine and steward depart­ ments. Everything running smoothly. Next port New Orleans, La. LOS ANGELES (Sea-Land). July 8Chairman Earl J. Brannan; Secre­ tary P. P. Lopez; Educational Director Victor A. Cover; Deck Delegate James W. Fultz; Engine Delegate John A. Sullivan; Steward Delegate Thomas Hankins. Some disputed OT in stew­ ard department. Everything running smoothly. DELTA PARAGUAY (Delta Lines), July 8—Chairman Peter D. Sheldrake; Secretary C. J. Mitchell; Educational Director Frank Wi Chavers; Deck Delegate Frank Leonard; Engine Dele­ gate Elvert Welsh; Steward Delegate Ellis D. Strait. $12.45 in ship's fund. Some disputed OT in deck depart­ ment. A vote of thanks to the dele­ gates of all departments and to the steward department for a job well done. Observed one minute of silence in memoiy of our departed brothers. SEATRAIN GEORGIA (Seatrain Lines), July 15—Chairman T. Rich­ ards; Secfetary G. M. Wright; Educa­ tion^ Director J. S. Metcale. No dis­ puted OT. Grew requested to start a fi«d for movies. Next port Kwajelein Idaiid fwifliK MRK VICIORY (Ecologicid), 45-Chainnan R. A. Lard; Si^etify C. Gibson. Some dis­ puted OT in deck, engine and steward departments. Vote of thanks to the steward department for a job well done. Demonstration held by bosun to Impress on all hands the danger of a spark of any kind on deck. Cargo we are carrying is very flammable. DEL SOL (Delta Lines), July 8Chairman R. Chiasson; Secretary A. Rudnick; Educational Director U. Sanders. $20 in movie fund. $9.50 in ship's fund. Some disputed OT in engine and steward departments. Re­ quested suggestions to be brought at Junior safety meeting to be forwarded to Senior safety meeting. Everything running smoothly. SEA-LAND EXCHANGE (SeaLand), July 4—Chairman Frank Teti; Secretary T. R. Goodman; Educational Director W. J. Dunnigan; Steward Delegate Clark Wilson. $10 in ship's fund. No disputed OT. Vote of thanks to the steward department for a job well done. Would like more reading material. EAGLE TIIAVELER (United Ma- Aitarm WmU CoaUnm, tbe/omes (J-River Transport) pays off in the Port LONG BEACH (Sea-Land), July 15Chairman J. Channisian; Secretary Robert W. Ferrandiz; Educational Di­ rector Robert Hanley. Some disputed OT in steward department. All com­ munications posted. Everything run­ ning smoothly. IBERVILLE (Waterman Steam­ ship), July 7-Chairman Donald Chest­ nut; Secretary Harvey M. Lee; Educa­ tional Director H. H. Johnson; Engine Delegate Joseph J. Logan Jr.; Steward Delegate James W. Thomas. $1 in ship's fund. No disputed OT. Every­ thing running smoothly. CITRUS PACKER (Waterman Steamship), July I—Chairman G. Corelli; Secretary J. Prestwood; Educa­ tional Director F. Diaz. Some disputed OT in engine and steward depart­ ments. Vote of thanks to deck depart­ ment and entire crew by steward de­ partment for helping keep inesshall and pantry clean. Also, ar i^te of thanks to the steward depafteient for a job well done. Qbserved ol^^^ fninute pf-silence in memo^of etir^^^departad broHiers. Next Oiliiis, La. NOONBAY^fWatemiait^S^ship), July 22—.Chaipnan Elmeffl|ilitihill; Secretary W^er L^escovid^V fegine Delegate James K. Brannan. $58 in ship's fund. No disputed OT. The bosun and crew gave a vote of thanks to the steward department for a job well done. Next port Manila, P.I. TALLULAH (Hudson Waterways), July 29—Chairman P. G. Wingfield; Secretary R. Hannibal; Educational Director J. Orsini. No disputed OT. Brother Hannibal held a discussion and suggested that all brothers learn how to ofjerate the oxygen tank for emergency. Vote of thanks to the steward department for a job well done. SEATRAIN OHIO (Hudson Water­ ways), July 22—Chairman W. Zajanc; Secretary P. Franco; Educational Di­ rector J. Payne; Deck Delegate Eugenoio Oya; Engine Delegate Fred V. Vogler; Steward Delegate Joe Larty. No disputed OT. Vote of thanks to all brothers. Everything running smoothly. SEA-LAND COMMERCE (SeaLand), July 22-Chairman Gene Dakin; Secretary W. J. Moore; Educa­ tional Director William Haeter; Deck Detente H. Pacheco; Engiq^^lcgate tyei^^l^os Rey«. OT. Eve^thing running smoothly. ... eduraWiiAiR tor; Richard Risbeck, cn^e delegate, and Robert Rowe, steward delegate. )T. Pfetyi^ing ruoii(ii|| imootli^ ly. Next port Seattle, Wash. . September 1973 flMdUp** eoauBktee 4M iMwrd the PewiNSIlimpio* <FeaAi ^typing) has jwttltiiiBiaWi Kiwee ahe ••InhArti gndn and teak M •wgo Miteaet WRife ^ater^ tew-etary aapoater^Jiidc Jaaao, atewaawl delegate; Boh Birmingham,dHdrman; John Rouse, giae d^cgaSs and Lester PeppeW, ed«m:timsrf direeter. James Ship's Committee f:jn,-RMiiiniiiil«^)siinp. ,::.7 Page 25 �yWioney Due From SS Jian The following ex-crewmembers of the SS Jian have money due them. They should contact union Headquarters immediately at 675 Fourth Ave., Brooklyn, N.Y, 11232, telephone 499-6600. SOCIAL SECURITY NO. - NAME i : Edmond L. Cain Jr. . v. Geor^ Fossett ..,. > , Rudolph G. Dean .... 0aude A. Brown »•• Carmelo Attard ... ^ i........... Robert F. Wurzler .. v.,......... James D. Smith ................ Reginald Newbury .. .. .Vv... Francis X. Keelan ............... James Lewis ... ;.... v..., Joseph Horahan Ulus S. Veach Jr. .........—...., (; . { J ....... 219-18-8277 212-09-7952 230-60-7645 562-18-2467 064-12-4389 130-18-1598 215-34-8307 461-01-7486 267-01-1229 528-24-4349 183-34-3701 242-40-0771 * • a '• '• ,• . n, :'l Jfinal departures; William D. Hopkins, 45, expired Jvme 6 from injuries sustained in an accidental fall on the Trenton (SeaLand) off Yokohama, Japan. Bom in Alabama, he was a resident of San Pedro, Calif, at the time of his death. He joined the SIU in 1967 in the port of Mobile and sailed in the deck depart­ ment. Brother Hopkins was a wounded Army veteran of the Korean War. Sur­ viving are his widow. Clean; his mother, Ruth and a son, William. Richard C. Hopkins, 47, died June 3 of a heart attack on the Merrimac off Lorenzo Marques, Portuguese East Africa. Bom in California, he had lived in Los Angeles. Brother Hopkins joined the SIU in 1969 sailing in the deck de­ partment. He was an Army veteran of World War II and also a Navy veteran. Surviving are his widow, Evelyn, his mother, Mrs. Irene HopUns; a sister, Dottie; a stepson, Tom and two step­ daughters, Charlotte and Gaynell. SIU Pensioneji Lids E. Gntierez, 70, passed away on Nov. 10. A native of Chile, he was a resident of Staten Island, N.Y. at the time of his death. He jpined the SljU in 1946 in the Port of New York and sailed as bosun. Brother Gutierez was buried at Sailors Snug Harbor Cemetery on Staten Island. Peter J. Holland, 16, was lost March 31 off the Yellowstone (Ogden Marine) in the Mississippi River. He was a re­ cent graduate of the Harry Lundeberg School of Seamanship at Piney Point, Md. Bom in Newport, R.I., he had resided in Jamestown, R.I. Brother Hol­ land joined the SIU in January and had sailed in the engine department. Inter­ ment was in Riverside Cemetery, James­ town, R.I. Surviving are his parents, Mr. and Mrs. Howard Holland Jr., and an uncle, Nathaniel Smith. John J. Marchaino, 44, died June 1 in Cleveland, Ohio. Bom in Ohio, he resided in Cleveland at the time of his death. Brother Marchaino joined the SlU-affiliated Great Lakes Tug and Dredge Region in 1963 in the port of Cleveland sailing in the deck depart­ ment. He was an Army veteran. Burial was in West Park Cemetery, Cleveland. Surviving are his widow, Mary; two daughters, Diana and Josephine and his parents, Mr. and Mrs. Rosa Marchaino. SIU Pensioner Thomas Lowe, 68, passed away on Feb. 11 at the USPHS hospital on Staten Island. He was a resident of Sailors Snug Harbor at the time of his death. Brother Lowe joined the SIU in 1943 in the port of Boston and sailed as bosun. He was buried at Mount Hope Cemetery in Boston. Editor, SEAFARERS LOG, 675 Fourth Are., Brooklyn, N. Y. 11232 I would like to receive the SEAFARERS LOG—please put my name on your mailing list. (Prim InJormaUon) NAME I ADDRESS CITY I STATE, ZIP. SIL7-IBU members please give: Soc. Sec. # ^ / Bk# TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, i lease give your former address below or send mailuig label from last' issue received. ADDRESS CITY Page 2fi STATE. ZIP SIU pensioner Hilarlon Aquio, 75, passed away May 11 in the Philippines. Born in the Philippines, he had lived in San Francisco at the time of his death. Brother Aquio joined the SIU in 1953 in the port of New York. He sailed in the steward department and was a Navy veteran of World War I. Interment was in Magdalena Laguna Cemetery, the Philippines. Surviving is a son, Clement L. Aquio of the Philippines. Archie F. Carter, 55, died July 15 in Tampa, Fla. Bom in Alabama he had resided in Tampa. He joined the SIU • i 1943 in the port of Norfolk. Brother Carter sailed in the deck department. Surviving is his widow, Sally. SIU pensioner Ben L. Bone, 64, passed away July 17 in Baltimore. Bom in South Carolina he had lived in Balti­ more at the time of his death. Seafarer Bone joined the union in 1957 in the port of New York and sailed in the engine department. He was an Army veteran of World War II. Burial was in Silverbrook Cemetery, Anderson, N.C. Surviving is his mother, Susie. Henry O. Cooper, 72, died July 16 in Norfolk. He had lived in South Nor­ folk at the time of his death. Brother Cooper joined the SIU in 1946 in the port of Norfolk. He was a Navy veteran. Surviving is a sister, Mrs. William P. Vaught. SIU pensioner Constantin Dobrovolsky, 79, passed away May 27 in Pompano Beach, Fla. Born in Russia, he had lived in Pompano Beach. Brother Dobrovolsky joined the SIU in 1941 in the port of Mobile artd had sailed as a carpenter. Survivors are his widow, Anna and a niece, Tania Bellinsky. SIU Pensioner Michael Loretto, 79, passed away on July 8. Born in Italy, he was a resident of Bayside, N.Y. at the time of his death. Brother Loretto joined the SIU in 1951 in the port of New York and sailed as chief cook. He served in the U.S. Army for 12 years from 1917 to 1929. He was buried at Long Island National Cemetery in Farmingdale, N.Y. Among his surviv­ ors is his wife, Josephine. Change of Address m Or ^ewjiub^d^ ) Vincent Sacco, 28, died accidentally on July 9. He usually sailed as an AB aboard deep sea vessels but was serv­ ing on an IBU tug at the time of. his death off the coast of Virginia. Brother Sacco was a native of New York City and had resided in Brooklyn, N.Y. He joined the SIU in 1969 in the port of New York. He was a U.S. Army Viet­ nam . veteran and a graduate of the Harry Lundeberg School of Seaman­ ship. Burial was in Greenwood Ceme­ tery, Brooklyn, N.Y. Surviving are his father, Anthony; his mother, Gaetana; two brothers, Michael and Joseph and three sisters, Marie, Anne and Ida. Orvai T. Hatfield, 65, was killed in an auto accident on June 10. A native of Kansas, he was a resident of Seattle, Wash, at the time of his death. He joined the union there in 1951 and sailed in the steward department. Among his survivors is his brother, William. Charles W. Johnson, 55, passed away on May 25. A native of New Jersey, he was a resident of Burlington, W. Va. at the time of his death. Brother Johnson joined the SIU in 1947 and sailed in the deck department. He was an Army veteran of World War II. Among his survivors is his Sister, Ruth. Hizam M. Jahr was lost at sea May 10, 1971 off the Western Clipper near the Cape of Good Hope. Bom in Yemen, he had lived in Brooklyn, N.Y. Brother Jabr sailed in the steward de­ partment. Surviving are his widow, Ghafra; two sons, Amin and Ilyas; two daughters, Nassara and Rayisa and a brother, Saleh Mohamed Jabr, all of Yemen. Carl Johnson, 63, died May 5. Born in Wisconsin, he had lived in Bay City, Mich, at the time of his death. Brother Johnson joined the SIU in 1965 in the port of Detroit and sailed in the engine department. Burial was in Floral Gar­ dens Cemetery, Bay City. Surviving is his widow. Hazel. Caryl E. Masters, 47, passed away Feb. 8, 1972 in Seattle, Wash. Bom in Iowa, he was a longtime resident of Seattle. Brother Masters joined the SIU in 1963 in the port of Seattle and sailed in the engine department. He was a Navy veteran of World War II. Inter­ ment was in Rose City Cemetery, Port­ land, Ore. Surviving is his son, George. Clement E. Myers Jr., 29, died Jan. 20, 1970 in New Orleans. Bom in New Orleans, he had lived in Yonkers, N.Y. Brother Myers joined the SIU in 1962 in the port of New York and sailed in the deck department. He was an Army veteran. Burial was in Lake Lawn Park Cemetery, New Orleans. Surviving are his widow, Lynette; a son, Clement and his father, Clement E. Myers Sr. George A. Melton, 58, passed away April 24, in Rocky Mount, N.C. Bom in North Carolina, he was a lifelong resident of that state. He joined the SlU-affiliated IBU in 1961 in the port of Philadelphia and sailed as a tankerman. Interment was in Rocky Mount Memorial Park Cemetery, N.C. Surviv- , ing are a son, Roger and his mother, Mattie. Kenneth J. Nelson, 31, died May 28 in Corpus Christi, Tex. He was a native and lifelong resident of Texas. Brother Nelson joined the SlU-IBU in 1972 in the port of Houston and sailed in the deck department. Burial was in Port Aransas Cemetery, Tex. Surviving are his widow, Mary; a son, Kimberly; his parents, Mr. and Mrs. Kenneth J. Nel­ son and a brother, Steve. SIU pensioner Hennan P. Earth, 68, passed away April 14 in Punta Gorda, Fla. Born in Philadelphia, he had lived in New Jersey and Florida. Brother Barth joined the SIU-afl51iated Railway Marine Region in 1963 in the port of New York and sailed in the deck de­ partment. Interment was in Methodist Cemetery, Morris County, N.J. Surviv­ ing are his widow, Stella and a daughter, Mrs. M. Kiverchuck. Rohert S. Cunningham^ 55^ (jied Nov. 18 aboard the Rambam. A native of Waltham, Mass., he was a resident of New Orleans, La. at the time of his death. He joined the SIU there in 1969 and sailed in the deck department. He was a Navy veteran of World War II. Among his survivors is his father, Joseph. John D. Hephner, 68, passed away on Oct. 23 at the USPHS hospital in Galveston. Born in Mt. Holly, N.J., he was a resident of New Orleans, La. at the time of his death. He joined the SIU there in 1956 and sailed as able-seaman. Brother Hephner was buried at Morgan Cemetery in Palmyra, N.J. Among his survivors is his sister, Myrtle. Seafarers Log �Lake Michigan tery Ship y'' '" y", / • y'y rriHE only survivor amongst thousands of sailX ing schooners which once plied the Great Lakes during the westward expansion of the United States in the 19 th century — carrying lumber, grain, ore and immigrants — has been brought to the surface again to become a floating marine museum. After almost two years of hard salvage work, the well-preserved wreck was lifted from the 110foot depths of Lake Michigan's Green Bay near the Wisconsin border. The mystery ship is thought to be the Alvin Clark on the basis of artifacts found in her hold. She was built in 1846 and lost in a storm in 1864. The Alvin Clark lay on the bottom until No­ vember, 1967 when the alewife trawler Dellie W., fishing in the middle of frigid Green Bay off Chamber's Island, had her net foul on the bow­ sprit and foremast of the sunken schooner. Finding it impossible to free the trawl, the fish­ ing boat's crew cut the warps and buoyed the net. Scuba divers attempting to release the net dis­ covered the hulk was a wooden sailing vessel 100 feet long, lying upright and virtually intact. In 1969 they decided to salvage the wreck even though 105 years of silt had filled the ship's hold to the gunwales. With the loan of a 130-foot converted landing ship called Cleo's Barge, the volunteer salvage crew began to remove the schooner's 60 tons of accumulated silt. This monumental task took almost all of 1969. The silt was pumped out of the hold via a hose with screens at both ends to trap artifacts em­ bedded in the muck. As the artifacts were sorted out by the divers and the salvage crew, the shroud of mystery which had enveloped the wreck began to lift. One recovered artifact, a stencil with the name "Cray," was the real clue to the ship's identity. Research in local newspaper editions of June, 1864 which reported the foundering of the schooner Alvin Clark off Chamber's Island in Green Bay also listed two survivors of the sink­ ing, one of whom was a Michael J. Cray. Further investigation turned up the fact that Cray had served in the Union Army in the Civil War. Later, pumped-out silt uncovered some brass buttons from a Union Army uniform. Old records revealed that the Alvin Clark's measure­ ments checked with the wreck's dimensions of 105 feet, 8 inches long with a 25-foot, 4 inch beam and a draft of 9 feet, 4 inches. The centerboard schooner was built at Trenton, Mich, on the Detroit River by a John Pearson Clark who named the ship after his son. Her last owner was a Capt. Francis B. Higgie of the Lake Anchor winch (above) on foredeck of the Alvm Clark. (Below) Hand crank used to raise the wreck. Michigan port of Racine, Wise. Evidence showed that before Higgie bought her, the ship trafficked in illegal timber cut on federal lands in upper Michigan. A story in the "Green Bay Advocate" of June 30, 1864 said that the Alvin Clark was sailing lightly loaded for Oconto, Wise., to load on lum­ ber for Chicago when she was struck by an imusual squall. The savage tempest tore trees from their roots, knocked down fences and picked up the water before it, then dropped the watery weight hundreds of feet ahead, the news­ paper account reported. Local historians theorized that the schooner was caught with all sails set in this freak, tornado­ like storm and capsized. The ship's captain, mate and a crewmember were lost. Interestingly, another artifact which saw the light of day was a stone crock full of the world's oldest edible cheese. A University of Wisconsin laboratory said the cheese was well preserved by the more than century-old silt and the chilly 40 degree average water temperature. Other recov­ ered artifacts included a rifle, an ax, belaying pins, a hammer, pots, a lamp and a pair of shoes. Following the removal of the silt in the spring of 1969, it took two weeks to unstep the masts by driving out the mast wedges in the deck so the hull could be raised with cable slings from the salvage barge above. Curved sections of aluminum tubing were then jetted under the hull through which a %-inch manila line was passed. An inch of wire rope was then pulled through to make the slings. To avoid damage to the shifting wood hull during the lift, hand-powered winches were used instead of machine-powered winches. Four winches with specially constructed threeman hand cranks were mounted on the barge. On each winch three sheaves were made fast to the slings and two sheaves were attached to the barge. Then the %-inch lifting cable was made fast to the barge and rove first through a sling sheave, then up through a barge sheave, then back down again to the winch. This made for an even, level lift as well as increasing the ship's purchase. A dozen volunteers cranked the winches in continuous rotation. A hundred turns of the crank raised the hulk 5 inches. All told, 75 men labored 17 hours to bring up the ship beneath the barge's bottom. When the hull was up 40 feet, the barge was towed up the Menomenee River into port to a dock where the hull was set on the river bottom and her slings tied to four cranes. While a bat­ tery of pumps emptied the water from the wreck's hold, the cranes lifted the ship to the surface. Then a plastic fence was put around the floating ship to stop the fast, dry out of the excellently-preserved wood planking. Two hun­ dred feet of forged chain for the ship's foredeck anchor winch were later found in the chain locker below. Today, the Alvin Clark is moored in a manmade Green Bay lagoon at Menomenee, Mich, where she'll be the center of an 1850's Great Lakes seaport reconstruction when the ancient sailing ship is completely restored to her former heyday of appearance. A noted marine historian commenting on the "recovery of the Alvin Clark said the feat is of far greater importance than a few gold coins and a hull fragment of some supposed 'treasure ship' and that we will now be able to put together a great part of the real, workaday cargo ship of the past. Photos by Ryck Lydecker Aft cabin had five rooms for skipper and crew. �SEAFARERS LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION* ATLANTIC,GULF, LAKES AND INLAND WATERS DISTRICT•AFL-CIO '^">•10 Scholarships ler^- 11No 19 K 20Co 21 Sc 37 Rb 38 Sr 39 55Cs 56Ba see below 87Fr see below .gRa 22 Ti 40 Zr 57-71 72 Hf 89 .0^'^ Ao>^ \)^ts e^'i 'US tVve vjits. 41 A ppiicadons are now being accepted for the five $10,000 SRJ College Scholarships to he awaded next May. Each winner will receive the $10,000 grant, payable over a period of four years, to pursue a chosen field of study at any accredited college in the United States or its territories. Application forms may he obtained at any SIU hall, or by writing to SIU Scholarships, Administrator, 275 20th St., Brooklyn, N.Y. 11215. Deadline for the return of applications is April 1,1974. Eligihility rules make the contest open to: * Seafarers who have three years seatime aboard SlU-contracted ships. * Dependents of Seafarers who meet the seatime requirements. * Dependents of deceased Seafarers, providing the Seafarers had accumulated sufficient seatime before death. Dependents of de­ ceased Seafarers must he less than 19 years of age at die time they apply. The scholarships are awarded on the basis of Ugh school grades and scores adileved on either the College Entrance Examination Boards (SAT only), or the American College Tests. Exam dates for the upcoming College Boards are Nov. 3, Dec. 1 and Feb. 2. For the American College Tests the dates are Oct. 20, Dec. 8 and Feb. 23. Additional Information on the SAT's may be obtained by writing the College Boards at either. Box 592, Princeton, N.J. 08540, or. Box 1025, Berkeley, Calif. 94701. For the American College Tests the address is Box 168, Iowa City, Iowa 52240. The 1973 winners, who are this month embarking on their college careers, bring to 102 the number of recipients who have been awarded SIU scholarsUps since the program began in 1953. John M. Gallagher, Jr. is this month beginning at Philadelphia's Drexel University; Vassillos LIvanos Is attending Stevens Institute of Technology In Hoboken, NJ.; John K. Paulsen starts at the CamegleMellon University In Pittsburg, Pa., and Frederick A. PeUer, Jr. begins at Louisiana State University In Baton Rouge. • ..I � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource September 1973 Description An account of the resource Headlines: NIXON SEES PIPELINE, SUPERPORTS EASING ENERGY BITE ACCEPT CONSTITUTION COMMITTEE REPORT ALASKA PIPELINE - FINAL APPROVAL ANOTHER CLASS OF RECERTIFIED BOSUNS GRADUATES SCIENTISTS SAVE STRICKEN SEAFARER'S LIFE ULTRAMAR, SUGAR ISLANDER OFF ON MAIDEN VOYAGES ABOARD THE TANKER TALLULAH DELTA SUD LAUNCHED IN NEW ORLEANS MERCHANT MARINE ACT PROVIDES NEW GREAT LAKES ORE CARRIER SIU HIGH SCHOOL PROGRAM AVAILABLE TO SEAFARERS IMPORTANT LEGISLATION AWAITS FURTHER ACTION REP. ADDABBO HAILS SIU'S PINEY POINT ACHIEVEMENT AFL-CIO VOWS TO DEFEND THE RIGHTS OF LABOR BRITISH SEA VOLUNTEERS SAVE 100,000 MARITIME LIVES SIU MANNED ROGER M KYES LAUNCHED ON GREAT LAKES REP. GIAIMO CITES ROLE OF U.S. MERCHANT MARINE PANAMA INSLIDE LABOR ENERGY CRISIS HIGH OIL PROFITS, LOW TAXES THE LIFE YOU SAVE EXPAND IBU TRAINING PROGRAM FOR OCEAN, INLAND WATERWAY DELTA QUEEN TO CRUISE ON - LIFE EXTENDED TO 1978 LYMAN HALL'S FIRST SIU VOYAGE CASH SOCIAL SECURITY CHECKS EARLY LAKE MICHIGAN'S MYSTERY SHIP: A MYSTERY NO MORE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 9/1/1973 Identifier An unambiguous reference to the resource within a given context Vol. XXXV, No. 9 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text 1973 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/b6d22eb2d222f95b16059c7e73a12385.PDF 33b744081b565e6e72dfa0895d5ac675 PDF Text Text I �Utioif Submitted By Tfii Quarterly Financial Cdmmiffi . , accepted by the membership, a referenducii ypte i?f then „ > ' • the same; therefore it is RESPtVED: that our Constitution be amended to increase the the yendar quarterly dues for all members to Fifty ($50.00) ' August SIU membership meeting <uarters, by the membership to audit the Union's records for 4i»^* ^4. J J first quarter of 1973 recommended m its report that the present dues and initiation fee for members of the Atlantic, Gulf, Lakes and Inland Waters District he ... , , increased in accordance with the provisions of the SlU r. .Constitution ^ SIU Secretary-treasurer Joseph Di Giorgio, in of the Financial Committee, presented ^ resolution to the headquarters' membership for a vote. The Committee's resolution was adopted at meeting. The following is text of that resolution. the expenses of operating and administering the Union . in order to adequately and better serve our membership, have signlfi' cantly increased over the past years; and WHEREAS, the Quarterly Financial Committee recommended in its . report dated July 10, i973 that the calendar quarterly dues for all members shall be Fifty ($50.00) Dollars and that the initiation fee for all hew full book members be Six Hundred ($6{K)JX>) Dollars, both effective January 1, 1974; and WHEREAS, the Quarterly Financial Committee furthek recommended that the said increase of initiation fee be made applicable to ^1 new book men and to all persons who have not completed fuU payment of , 1974;^ the preiSent initiation fee as WHEREAS, under our Constitution propel Constitutional meat and action to be taken upon such amendments must first be authorized by the membership, after which a Constitutional Com , , mittee is elec^ with the duty and auffiority to act on the amendimeats and n^e changes, corrections, substitutions and/or make recommendationi ,The recpmmendatipns made may include other proposed Constitutional changes and after which the Oammittee's action is sub{ mitted to the membership for acceptance, modification or rejection. , quarter and the initil^lbn ifeejhar all hew book menil^ , (|60p.O{)) Dollars, both to become effective jto The voting shall be by mail ballot RESCMLVEDi that the procedure or details of such mail balloting be contained in the reconmiendatiohs of a Constitutional Committee to be ^ elected in the event this proposed resolution is accepted by the member- . shi^ as Constitutkmally required that such Constitutional Committee ! such otiier recommendations on mail balloting procedure along- - /; « with recommendation tot any proposed ctmstitutional amendments as tihe Committee may feel needed or appropriate; . ' RESiOtyEDr^^^^f^^ the resplutioh beji^^ upi^ by the membership at the Constitutional ports of New York, Philadel­ phia, Baltimore, Detroit, Houston, New Orleans, Mobile end San Francisco; if concurred in the Constitutional Conunittee six^ (^^^^ book members to be elected at the Port of New Yotic-Headqu^r^y at a special meeting to be held at 2'.()0 P.M. on August 28, 1973; and; finally , RESOLVEDt in the event that such Constitutional Committee's report and reoommendatipns are thereafter kcckpted by the membership for voting as ConstitutionaHy required, such referendum vote be over a thirty (30) day period by secret ballot. That the voting ^all commence no earlier than thirty (30) days, but nd later than ninety (90) days after the membership approves the report and recommendations for a mem­ bership referendum vote. i.A. ... ..." snbniittedi by Joe IHGioiglo in ^ Raymmid J. Sadowski, S-176 Melvin W, Bass, Itm Agiiiar, A«^7 \ IWaiB C. Raid, R-S84 ' » the PRESIDENT'S REPORT: Paul Hall 'X ' V ••-a ; .r' A -nn Two pieces of vital legislation have been moving through the U.S. Congress in recent months, legislation of great importance to every Seafarer. First, there has been the bill to enable the immediate construction of the TransAlaska pipeline. Construction of the pipe­ line has been delayed by court actions over environmental considerations. Secondly, Congress has been holding hearings on the possibility of constructing deepwater ports—facilities needed to ac­ commodate the modern supertankers now under construction here in the United States and around the world. In both cases, the SIU has been active in promoting these legislative proposals. The ' union has argued that the Alaskan oil re­ serves could provide the United States with substantial supplies of petroleum which, if available during our current energy crisis, could help fill the nation's needs. This project has been stalled from the very beginning by delays stemming from suits filed by those who wish to protect and preserve the environment. These are proper concerns but this nation certainly has the technological know-how to both protect the environment and build the pipeline. The bill passed by Congress this month 1 I Legislative Wheels Turning opens the way for immediate construction, llie nation is assured that construction will entail strong environmental safeguards. Of equal importance is pending legisla­ tion concerned with the construction of deepwater ports. The SIU joined the AFLCIO Maritime Trades Department, with which the union is affiliated, in expressing support of such a bill in hearings before a unique joint session of the Senate Com­ merce, Interior and Insular Affairs, and Public Works Committees. Right now, there are no East or Gulf coast ports which can handle a tanker larger than 80,000 deadweight tons. Yet the ex­ perts tell us that by 1980 there will be more than 1,000 ships in operation with a capac­ ity of more than 100,000 DWT. In fact, even larger supertankers will be in opera­ tion 1^ then. The fact that the United States has no ports to service these gigantic ships is not going to stop their construction. The ships will be built and the nation must be pre­ pared to accommodate them. The union told Congress that the ports, if constructed, would have definite benefits for the nation. For example, consumers would benefit from the economy of the very size of the supertankers and the ports would encourage the development of an American-flag supertanker fleet to benefit the entire economy. These two pieces of legislation are im­ portant to Seafarers and to the maritime industry. They spell jobs. But they have an over-riding importance for the entire nation. North Slope oil carried by pipeline to Valdez and then loaded on U.S. tankers for shipment to the U.S. would produce thou­ sands of jobs in the construction of the pipe­ line, in refineries, in the oil fields. That would certainly benefit the nation's economy. And the fact that we would be importing that much less oil would be bene­ ficial to the nation's balance-of-payments. The construction of superports would also help the economy and the balance-ofpayments picture. The ports would provide American refiners with a steady flow of oil. They would stimulate the growth of an American supertanker fleet. By catering to larger ships, they would help reduce the cost of petroleum and petroleum products to the consumer. These are among the important reasons why the union has worked for and been concerned with these particular bills. They are good for SIU members, and they arc good for the nation. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, New York 11232. Published monthly. Second Class postage paid at Brooklyn, N. V. Vol. XXXV, No. 8. August 1973. Page 2 Seafarers Log ! �The twelve July "A" Seniority upgraders join the first six graduates of the Bosun Recertification Program for a group shot outside headquarters. Stand­ ing from left the upgraders are: Kvetoslav Svoboda; John Day; Ray Hart; Richard Blacklock; Leggett Jones; Carrol Heick; Spurgeon Simpson; Bob Salley; Ron Shaw; Mott Arnold; Alfred Sanger, and Bob Trainor, The twelve received their full books at the August membership meeting. From left in front, the six bosuns are: Burt Hanback; Jan Beye; Bill Clegg; Robert Mackert; Bob Lasso, and Alfonso Armada. Recertified Bosuns and Latest Upgraders Graduate Graduation ceremonies were held for the first class of Bosuns to successfully complete the SIU's newly-launched Bosuns' Recertification Program and for the second class of Seafarers to finish the "A" Seniority Upgrading Program, at the August membership meeting at headquarters. The initial class of six bosuns— selected by a duly-elected Bosuns' Re­ certification Committee—was roundly applauded by their shipmates at the meeting after receiving their creden­ tials. These credentials will become a per­ manent jpart of the bosuns' sea records, and will certify their graduation from the Program. In addition to the training, bosuns who complete the Program receive cer­ tain additional benefits. Graduates of the Bosuns' Recertification Program have shipping preference over all un­ certified bosuns, and they are entitled to increased vacation benefits as a result of their participation in the program. The six bosuns who laimched the Bosuns Recertification Program were: Alfonso Armada, Jan Beye, Bill Clegg, Burt Hanback, Bob Lasso,-and Robert Mackert. Each bosun addressed the member­ ship meeting and each, in his turn, praised the program — and the SIU membership which instituted it — for providing him with a golden oppor­ tunity to increase his knowledge of the maritime industry and of SIU activities. Bosun Bob Lasso summed it up for all the bosuns by noting: 'Tills opportuiiity to gain Insight Into the latest developments In shipboard technology and union affairs was greatly appreciated and we can only hope to repay the membership's confidence in ns by our performance aboard sh^." Besides the keynote addresses by the bosuns which higMigfated the important membership meeting, the twelve "A" Seniority upgraders in the July class were introduced to the membership as they received their full books. The graduating upgraders were: Mott Arnold, Richard Blacklock, John Day, Ray Hart, Carrol Heick, Leggett Jones, Bob Salley, Alfred Sanger, Ron Shaw, Spurgeon Simpson, Kvetoslav Svoboda, and Bob Trainor. Alaska Pipeline^ Congress Clears Way Congress has cleared the way for the construction of the trans-Alaska pipe­ line from the North Slope oil deposits to the port of Valdez. The legislation, sponsored in the Sen­ ate by Henry M. Jackson ( D-Wash.) and in the House 'by Rep. John Melcher (D-Mont.), authorizes the licens­ ing of a $3.5 billion, 789-mile pipeline across the mountains and tundra from the North Slope to the ice-free port of Valdez on the southern shore of Alaska. From there the oil would move by tankers to refineries on the West Coast. In the Senate, the vote for the final bill was 77 to 20 following two roll- calls on a special amendment sponsored by Senators Mike Gravel and Ted Stevens of Alaska. That amendment allows for work on the pipeline to begin immediately with­ out delays which would result from court actions. Environmentalists, con­ cerned with the safety of Alaska's ecol­ ogy, have until now blocked pipeline construction with a series of lawsuits. Vote on the amendment resulted in a 49-49 tie in the Senate. The tie was broken by Vice President Agnew acting in his capacity as President of the U.S. Senate. The measure then went to the House of Representatives where the vote on the final bill was 356 to 60. The meas­ ure now goes to a conference to work out minor differences in the SenateHouse versions. The conference com­ mittee will meet following the August recess. Construction of the pipeline could start this fall or after the winter thaw. Tapping of the North Slope oil reserves is expected to help relieve the nation's growing energy crisis while construc­ tion of the pipeline should create thou­ sands of jobs in Alaska, in the oil fields, aboard ships and at West Coast re­ fineries. Dues, Initiation Fee Resolution Accepted at Meeting A resolution by the SIU's Quarterly members be increased to $50 and that Financial Committee recommending the initiation fee for all new full book that a referendum be held to increase members be raised to $600. If passed the union's dues and initiation fee was by a referendum vote of the member­ passed at the regular August member­ ship the increases will become effective ship meeting in Headquarters. on Jan. 1, 1974. SIU Secretary - Treasurer Joe DiThe Quarterly Financial Committee Giorgio submitted the resolution on was elected at Headquarters' July mem­ behalf of the membership-elected Quar­ bership meeting to audit the Union's terly Financial Committee which noted in its recommendation that "the ex­ records for the first quarter of 1973. penses of operating and administering Their recommendation on the increases the Union in order to adequately and in dues and initiation fee was made in better serve our membership, have their final report of July 10, 1973. significantly increased over the past The Committee's resolution must be years." passed in all SIU constitutional ports. The Committee recommended that Besides the Port of New York, it was the calendar quarterly dues for all known—as of the LOG's press time— August 1973 that the resolution has also passed in the Ports of Philadelphia and Balti­ more. The other constitutional ports were in the process of voting on the Committee's resolution. The Committee also recommended that if their resolution passed, a Con­ stitutional Committee of six book mem­ bers should be elected at headquarters at a special meeting to be held at 2 p.m. on Aug. 28, 1973. Following the rules and regulations of the SiU Constitution, this six-man committee will recommend the best way to present the increases to the membership for a referendum vote. If the Constitutional Conunittee's report and recommendations are then accepted by the membership, the ref­ erendum vote on the increases will be spread over a 30-day period which shall commence no earlier than 30 days and no later than 90 days after the mem­ bership approves their report. The vot­ ing will 1^ conducted by secret ballot. The full text of the Quarterly Finan­ cial Conunittee's Resolution can be found on Page 2 of this Issue of the LOG. Members of the committee were: Seafarers Raymond J. Sadowski, Melvin W. Bass, Jose Aguiar, William C. Reid, Mikoloi Strawinski, Raymond C. Perez and Walter Gustavson. Page 3 �I y.3 .M n The SIU's Bosuns' Recertification Program, which began on June 1 of this year, is moving full speed ahead. gram at the first membership meet­ ing following their completion of Ae sixty day course. The program has already graduaated its first class of six bosuns, while two other classes are presently in progress. A new class will begin on the 1st of each month. The SIU initiated this Program in order that the union and its bosuns can better meet their commitment to efficiently man all contracted ships, including the highly mechanized ones that are coming off the ways today. Graduating bosuns will be quali­ fied to handle jobs on all types of ships, such as the SL-7's, Falcontype tankers, LNG's, roll-on-roll-off vessels, and LASH containershipbarge carriers. The Bosuns' Recertification pro­ gram is a sixty day course, providing for thirty days training at Piney Point and thirty days training at SIU Head­ quarters in New York. Bosuns graduate from the pro­ Selecting the six Bosuns who will participate in the September Bosun Re­ certification Program are, from left: Ed Anderson, E. Kamm, and J. Urzan, The three, all of whom are bosuns themselves, were elected following the August membership meeting at headquarters. In the control room at headquarters, Marie Fundora shows Bosun Denis Manning how headquarters' control board contains a record of all the SIU's contracted ships and their latest positions. Bosuns attending the SIU Bosuns Recertification Class at Piney Point are instructed in the art of splicing the new eight-strand nylOn line which is being used aboard SL-7's and other new ships. From left are: Walter Nash; Jqan Latapie; Denis Manning: instructors Joe Wall and Frank Haas; Malcolm Woods, VeiRko Pbllanen, and James Gorman. Page 4 While in Piney Point, the curricu­ lum includes courses covering the SIU constitution; tlie contract; trade imion history, and political action and legislation and its effect on the maritime industry. The course also includes in depth training in all phases of the deck department with special emphasis on new advanced equipment found on the SL-7's and other new high technology vessels. Before coming to New York, the bosuns will receive a one-day firefighting course at the Army base in Bayonne, N.J. In New York the bosuns will ob­ serve all phases of headquarters' operations, especially the Welfare, Pension and Vacation Plans. They will also assist SIU Representatives at payoffs as well as servicing SIU members at the USPHS hospital on Staten Island. All graduates of the Recertifica­ tion Program will have preference for all bosun jobs over those bosuns who are not certified. As Seafarer Malcolm Woods of the second class of bosuns puts it, "this program is invaluable." SIU Director of Data Processing, Peter McDonald, (center) explains to Bosun Malcolm B. Woods the way In which the SIU Data Center's Inforex Key to Disc Data Entry Device works. Bosun Jean Latajsie (far left), listens to a discussion aboard the Lyman Hall during ship's payoff in port Newark, N J. Brother Latapie is in the second phase of the Bosun Recertification iProgram. Seafarers Log, �Senate Committee Told,w ...... — .. 'Superports First Priority' Testifying for the SIU, O. William Moody, Jr., administrator of the AFLCIO Martime Trades Department, told a recent Senate hearing that the crea­ tion of superports off the nation's coasts is of "first priority if the present and ever increasing petroleum shortage fac­ ing the United States is to be over­ come," Moody's remarks came in testimony prepared for delivery to a unique joint session of the Senate Commerce, Inte­ rior and Insular Affairs, and Public Works Committees. The joint session is holding public hearings on S. 1751, a bill to authorize construction of deepwater port facilities. He pointed out that by the end of this decade, tankers with a capacity of 200,000 to 300,000 dead weight tons will become the standard vessel in large-scale world trade movements. However, he declared, **there are no East or GuU coast ports that can han^e** snch supertankers. **Althoagh the United States is the largest trading nation in the worid" he said, ''the size of American ports will not deter the construction of supertank­ ers. These tankers are going to continue to he huilt, and they will need facilities where they can discharge cargo.** The best solution to this situation. Moody said, is to huild a number of deepwater terminals off the coasts of the United States. He cited these bene­ fits, among others, which would accrue to the nation: • "They would enable American consumers to benefit from the eco­ nomical advantages that supertankers provide. • "Deepwater ports could be built without the severe ecological destruc­ tion associated with port dredging and deepening. • "They would provide American refiners with a steady flow of competively priced oil, thus stemming the flight of American refining capacity to the Bahamas, Virgin Islands and other Caribbean areas. • "The development of an Ameri­ can-flag supertanker fleet would be en­ couraged, and would stimulate the en­ tire economy." In expressing the support of the Mar­ itime Trades Department and the SIU for the measure. Moody voiced a reser­ vation concerning jurisdiction over the construction and operation of the deepwater port facilities which, under S. 1751, is given to the Department of the Interior. Moody declared that this authority should be placed in the Com­ merce Department. In this regard, he said, "two equally important areas must be considered: domestic and international shipping, and the maritime environment. These fields are part of the expertise of the Commerce Department" through the Department's Maritime Administration and its National Oceanic and Atmos­ pheric Administration. The MTD Administrator urged that the measure be amended "so as to give the Department of Commerce the authority to put its expertise in mari­ time matters and the marine environ­ ment into effect." SIU Granted Injunction Prohibiting PHS Closings The SIU has been granted a prelim­ inary injunction which prohibits the proposed closing of the remaining U.S. Public Health Service hospitals. r . I The injunction was issued on July 27 by Judge John H. Pratt, U.S. District Court, Washington, D.C. A temporary restraining order was issued at the union's request 10 days previously. The injunction specifically prevents the Department of Health, Education and Welfare from "taking any action or actions which would directly or indidectly limit, inhibit, impair or in any manner deny medical care and treat­ ment or hospitalization as presently afforded at the United States Public Health Service hospitals " HEW has been trying for several years to close down the PHS hospital system. In its latest effort, the depart­ ment proposed closing down the hospi­ tals on July 21, 1973. However, on July 17, the SIU won a temporary restraining order in the same court barring that hospital closing. Earlier, the National Maritime Union sought an injunction to prevent the closing of the Staten Island facility and the court recommended that that action be transferred to U.S. District Court in Washington. The NMU did so and also was granted an identical injunction. Congress recently passcxl legislation -the Emergency Medical Services Act —which specifically forbids the close­ down of the PHS hospitals. August 1973 However, President Nixon vetoed that measure. He said that the PHS hospital facilities "have now outlived their usefulness to the Federal gov­ ernment." The U.S. Senate already has moved to override the Presidentid veto of the measure. The vote was 77 to 16 in favor of overriding, and this was 15 more than the two-thirds required. The House of Representatives is ex­ pected to take action on the question of overriding as soon as it reconvenes after the August recess. In any event, at this time, the court injunction prevents the closing of the hospitals pending a decision as to whether the injunction will become permanent. mmLmm 0 By B. Rocker Deepwater Ports In testimony before a joint session of the Senate Committees on Com­ merce, Interior, and Public Works, the SIU urged passage of S.1751 to create deepwater ports. Existing East and Gulf Coast ports can handle tankers no larger than 80,000 DWT, and no deep draft ports are under construction. Our need for imported oil is increasing rapidly—about 6 million barrels per day at present, and probably twice that amoimt by 1980. To transport this oil most economically will require 280,000 to 350,000 DWT ships. Smaller tankers will increase oil cost up to 50 percent. Congestion and spills would also result from use of the large number of small tankers needed to carry the additional oil. Most of the tankers now carrying oil are foreign-flag ships, built to lower standards than U.S.-flag and operated by crews not as well qualified as U.S. crews. The SIU strongly recommended that authority for construction and operation be given to the Commerce Department, since the Maritime Administration, an agency of the Commerce Department, has knowledge of th^merchant marine, its needs and its development. Cargo Preference—Oil Additional members of the House of Representatives have joined the list of co-sponsors of the legislation to require that a portion of oil imports be carried on U.S.-flag ships, bringing the total number to 133. The Senate bill, S.2089, is sponsored by Senators Magnuson (D-Wash.), Jackson (D-Wash.), Beall (R-Md.) and Mathias (R-Md.). All bills are still in committee. USPHS Hospitals The SIU won a preliminary injunction in Federal court In Washington on July 27 barring the Department of Health, Education and Welfare from closing the eight remaining Public Health Service hospitals before Congress could act. The Emergency Health Service bill with the PHS amendment was vetoed by the President August 1 and returned to Congress with his message that it "would have forced the Administration to keep operating eight Public Health Service Hospitals that it wants to close." In anticipation of a veto, SIU has made every effort to gather support for a vote to override. Two-thirds vote in each house is required. The Senate has taken a vote, and the result was 77 to 16. The vote in the House will not be taken until after the August recess. The original vote to pass the bill exceeded the required two-thirds. If the House does not override, we will seek to prove in court that HEW has not met the provisions of PL92-585 to provide substitute care. Trans-Alaskan Pipeline S.1081, to provide right-of-way, passed the Senate by a vote of 77 to 20, with an amendment to clear the way for immediate start of work on the Trans-Alaska pipeline without further delay in the courts. The House followed suit and passed a similar bill in the final days before the recess. Both bills provide that oil wUl be piped from Prudhoe Bay 789 miles south to Valdez, then shipped by tanker to the West Coast. Environmentalists have argued that a route through Canada would be preferable and that the Trans-Alaska line would risk pipeline rupture and tanker spill. In a statement issued by the Interior Department after a two-year study, the Alaskan route is reported to be more feasible. Completion of this line would be two to six years earlier than a trans-Canadian line. To allay the fears of some critics that the oil may go to Japan, the House voted to require a resolution by Congress before such shipments may be made. A House-Senate conference committee will meet to resolve the differences when Congress reconvenes. Reagan Signs Bill Strong support by the SIU and the SIU's West Coast affiliates helped push Senate Bill SB 478, which puts an end to the deduction of a portion of state disability payments when maintenance and cure is paid, through the California legislature. Governor Reagan signed the bill making it law. Prior to the passage of this bill, a Seafarer residing in California and re­ ceiving maintenance and cure pay­ ments had part of his regular state (fiaability payments cut. Now a Cali­ fornia Seafarer can receive his $8 daUy maintenance and cure payments for the 282-day limit, and still receive full disability benefits from the state. Seaforen are urged to contrffiute to SPAD. It is die way to have your voice heard and to keep your union effective in die fight for legislation to protect the security of every Sdiforer and his family. Page 5 �iilWP early in totaling nearly 33 thdiisand tons of cmgo. She can carry as niany bi^bar^and 288 contauners at once, or mixture of hoflt. Depending on the indiyidoai demands of a partknlar as a full containership, with 1,740 contn^ers, voyage, she could or a barge earner, wifli 89 barges. She was launched late In January, underwent her sea trials ^thout a which ii jiij^ iQid is a sister shi^ Of die Delta^^Oiyoaiid^^D^ , A 40-foot container is swung aboard the Delta Mar in New Orleans as she prepares for her maiden voyage to South America. Page 6 soon Join her OB th6 hi^ seas. The Lash-containeiship concept utitizes the latest technology In cargo carriage and improves the American-flag fleet's competitive posi­ •.|:4 tion in vrorldveide trade. Rib de Jaineii% Bnb^ Commoithigpn the Maldcm voyage of die Delta Mar, COptain J. W, Clarfc, president of Delta IMes^^^^ s^ ^^Me Delta LASH vessels, all to be in service by the end of the year, wiD also play a vital pegce^e rOle ini bblphlii the nation ca^forward its dipknnadc, economic andpbUtical pbUcies directed towi^bringhig about,a closer reladonship between die IJiiited States and South America.". ..... :-,v. The Delta Mar's 500-ton capacity crane, which moves on railroad type tracks, loads LASH barges from stern of the ship. Seafarers Log �The highly sophisticated Motor Ves­ sel V. W. Meythaler (American Com­ mercial Barge Lines) was christened on June 23 in Owensboro, Ky. This vessel —and the other towboats in the new series—represents more jobs for mem­ bers of the SlU-aiBliated Inland Boat­ men's Union. The V. W. Meythaler is the fifth in a series of seven new towboats being built for the IBU-contracted American Commercial Barge Lines (ACBL) by Jeffboat, Inc. The vessel will be malting trips on the upper Mississippi during the summer months, and on the Ohio River in the winter, according to AC3L president Floyd H. Blaske. The ultra-modem craft was spon­ August 1973 sored and christened by Mrs. V. W. Meythaler, wife of the senior vice pres­ ident of Texas Gas Transmission Corp. Also on hand were; SIU-IBU repre­ sentative Frank "Scottie" Aubusson; Mr. V. W. Meythaler and W. M. Elmer, representing Texas Gas Transmission; Floyd Blaske and Capt. J. D. WoflFord, representing ACBL; and Commander R. Barry Eldiidge of the United States Coast Guard. The initial IBU crew of the M/V V. W. Meythaler was also on hand for the christening. They are: CapL F. Phipps; pilot C. Wright; lead deck­ hands J. McGhee and W. Harris; deck­ hands P. Jones, R. Haddon, R. Jackson and J. Kelly; engineer R. Dehon, and cook E. McKnight. The christening of this vessel—and the others in the series—represents the growing strength of the inland water-' ways industry, and the increasingly im­ portant role that qualified IBU crews will have in the manning of these mod­ em river crafts. Bow to stem, the V. W. Meythaler is a compact 145 feet in length and her beam measures 48 feet. Her hull depth is over 11 feet. She is powered by twin 2,800-horsepower engines, which give the vessel a total propulsion of 5,600horsepower. Several sophisticated engineering features are built into the new towboat. Engine activity can actually be moni­ tored from shore by teleprinter, thus providing instantaneous spot checks on all vital functions of the power system. The engine room can be monitored from the pilothouse by the use of closed-circuit television—an important feature which may prevent dangerous and costly fires. Other technological features include: radar, radio-telephone, fathometer, and swingmeter devices. The Motor Vessel V. W. Meythaler is the latest in towboat technology, combining die most modem and effi­ cient equipment with the latest in safety gear. Vessels like this need highly com­ petent men to man them, and the IBU can certainly provide them. Page 7 �Ml ir ^^DISPATCHERS REPORT ^ I S 1"""AHcniHc. Gulf & inland Watws DIsfrlct JULY 1-31, 1973 Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans.. Houston Wilmington San Francisco Seattle Totals DECK DEPARTMENT TOTAL REGISTERED TOTAL SHIPFED All Groups Class A Class B An Groups Class A Class B Class C 8 122 15 37 20 28 3 27 49 72 18 83 24 506 3 20 7 11 6 3 0 7 9 24 16 27 33 166 4 84 8 22 9 30 1 32 53 76 13 42 28 402 1 21 6 5 6 8 1 9 45 49 11 14 19 195 Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle Totals All Groups Class A Class B 17 169 25 94 34 33 5 46 127 85 30 134 35 834 3 29 15 33 10 5 0 7 18 78 15 34 28 275 ENGINE DEPARTMENT 4 80 12 30 13 15 4 36 47 74 12 64 21 412 5 37 8 6 6 10 3 12 27 25 10 35 18 202 0 60 3 23 5 12 1 18 43 63 4 76 16 324 2 28 6 6 7 12 1 17 14 52 6 39 17 207 Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle Totals Totals AU Depts 0 3 0 0 0 0 0 0 1 20 0 1 0 25 REGISTERED ON BEACH 0 9 0 0 0 1 1 0 0 24 0 1 2 38 8 120 18 55 16 18 9 45 106 69 15 84 23 586 7 48 13 15 0 14 3 19 49 61 13 53 19 314 STEWARD DEPARTMENT 2 54 10 20 15 12 2 24 30 21 ' 6 32 15 243 1,161 1 14 2 1 19 3 1 2 5 10 4 19 9 90 458 1 68 4 8 8 6 1 12 39 50 11 29 20 257 983 0 76 4 1 4 6 2 2 3 39 3 12 6 157 559 0 16 1 0 2 0 0 0 0 14 0 0 3 36 99 3 67 19 45 20 16 7 48 74 53 12 52 17 433 1,853 1 20 8 9 2 7 0 4 8 38 12 26 4 139 728 The above totals clearly illustrate the strong job security enjoyed by Seafarers. During the period of July 1-31,1973, of the 1,641 jobs shipped, 983 were filled by full book members. Therefore, there were 658 permanent jobs available to full book members not taken by full book men. Jose Delos Santos Please contact Spiegels at #4 Logan Shopping Center, 3407 Dundalk Ave., Baltimore, Md. David Gilmore Please contact Dora Gilmore as soon as possible at Rt. #4, Box 604, Dunn, N.C. 28334. Robert E. Graham Ms. Stephanie Biclen asks that you contact her as soon as possible at 212 E. 7 St., New York, N.Y. 10009. John M. Taliaferro Please contact Mrs. Whack at 157 Valley Rd., Montclair, N. J, or call 201-744-7021. Pages John Ciaverman Please contact your sister, Beatrice, at 4156 Regency Dr., London, Eng­ land, SW 1. J. Rivera Your brother asks that you get in touch with him as soon as possible at 1011 Ferros Ave., Omaha, Neb. Joseph Martin A. Gonaros asks that you contact him at 213 Sacramento Dr., Ottawa, Canada. Demetrios Galanapolis Please contact Local Draft Board No. 1 at 350 Broadway, New York, N.Y. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a deUiled audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting i^eports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accord­ ance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275-20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. • CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless ' he is given such receipt. In the event anyone attempts to require any such payment be made without supplyifig a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should imme­ diately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against be­ cause of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic inter­ ests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment op­ portunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All con­ tributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitu­ tional right of access to Union records or information, he should immediately notify SIU President Paul Hall at head­ quarters by certified mail, return receipt requested. Seaifarers Log �m .;f«;?. ;«MiLi r-^s. P>?.' •^1 «• • '- ^ s^ ^ ^ y, 'ilo '-'•" '' ' :t3gs;. tsr 4' • w ®' si'-.ffia,,^, J"'"*"^.^38tf ill r« n the major IBV norfc #1. ^^*"^eats. ^ Modern %km 'i il ^ w&m% medical care is well handled h* !l! Clinic on South Third Street. ^ Kosciusko The clinic is staflFed by doctors Ernest Velasco and Elbert H. Cason, as well as four registered nurses and X-ray, Audiometry and E.K.G. technicians. Open from 8 a.m. to 4 p.m. weekdays, and 8 a.m. to 10 a.m. Saturday, the clinic can handle emergency work as well as all types of therapy, , wcdo... •o'^- mm\ !«?« ss«< '""""•''""J;." dependents. i.' An IBU member's yearly checkup is complete and professionally handled. Here Cook Paul Griffith Is administered eye exam by Nurse Esther Hesser. Dr. Ernest Velasco, a Board Certified Surgeon, listens closely to Paul Harbey's heart. Registered Nurse Betty Redel assists the doctor. Tankerman Delbert Romalne Is readied for chest X-rays by Technician Mary Zleger as part of the annual physical for IBU members. Deckhand Dennis Powers Is wired and ready for his hearing test. The clinic's Audiometry Technician Catherine Pugh monitors the results. August 1973 Page 9 �I; ayed Major Role long struggle in Vietnam made headlines J. of many types. Offensives and counter offen­ sives, ground lost and regained, cities destroyed and jungles defoliated—all were the subject of public attention. But scant attention has been given to a tremendous achievement during the years from 1965 through 1972: the maintenance of a sea and air supply line over which flowed the tremendous volume of materials used by the troops who fought in Vietnam. Better than 96 percent of total tonnage moved by sea, in ships, many of them manned by SIU crews. Between 1967 and 1972, according to the Military Sealift Command which had responsibil­ ity for delivery of Department of Defense cargo, more than 85.7 million measured tons of cargo were delivered by sea. Another 16 million long tons of petroleum products were sealifted to those Asian countries and used to power aircraft, ships, tanks, trucks, jeeps and generating plants. Over the years, about 1 Vi tons a month were needed to support each U.S. soldier, sailor or air­ man in Southeast Asia—with many additional tons of equipment and supplies required to aid development of South Vietnam. The problems presented by logistical support of forces thousands of miles away were enormous; yet the U.S. merchant ships and their crews met the challenge. <!;• • |i: ''t*' Merchant ships moved an amazing variety of cargo. In May of 1972, 4,000 refugees were evac­ uated from a battle zone. During that year more than 2.1 million short tons of rock were delivered by sea for urban and rural construction, to house war refugees or to.rebuild roads. In February of 1972, the Department of De­ fense began its Empty Ship Prograjn. Its purpose was to withdraw surplus military cargo from the Republic of Vietnam as the war was phased down. Many SIU ships that.had often been in South­ east Asia ports in the late 1960s again began to appear in these ports. Ogden Marine's Mohawk, Rappahanock, Al­ bany and James. Waterman's Madaket, John B. Waterman. Hurricane, Thomas Jefferson, La Salle, Morning Light, Hastings, Topa Topa, Noonday, Yaka, City of Alma and Fairpori. Seatrain ships continued to keep busy. The Transcolorado and Transcolumbia moved tugs, tanks, LCUs and barges. An armada of cargo ships surrounded by lighters and barges was a common sight up and down the At the end of the program, Admiral John S. Saigon River during the early days of the Vietnam build-up. McCain, Jr., then the Commander-in-Chief, Pacific said: "For the first time, an American fighting force is returning home with its equipment, without Continued on Page 11 Aerial photo shows the SlU-raanned Seatrain Puerto Rico with her cranes tied down as she heads for Vietnam during a voyage in 1966. On this particular voyage, she carried retrograde cargo as part of Operation Roll-up. Page 10 The much needed heavy lift capabilities of the Transcolorado, especially her two 120-ton Stulcken booms, were vital in Vietnam. Seafarers Log �fliled Wirt. wewto'Xfn' Sr n needs. Defense Department "e^—r-™™ Petroleum U/Sle ..^1 fMl, jete°™n'r% Md''w''^' Without m.' Since the MSC tanker fyvA/c VS/^ P ouiee tne p a , ""™o''ilKed. '"^"^oonized. «» HaXrTl'^^'~'-«e<' ^nto Qui Nhon HarborT^ffT'' tankers-chartered ^965, MSG charged over 97 m ii* £®^®"^nient owned^ dis MmoTofC^T manned tankers m&MiV:- delivered by SIU McCain ,o.™entet, on the „„ce™ent »Atkt ganization and skilJed sW -'"'y ,7 mintetrupn., ^SC or- ine end of fh<» \n^* \ '' - " ^ ^'-'-uru. »2S hance was instituted. ThifZTrD' Thta wra"S;'^±«?"; ™T "''"""n program ---oxucuis Project Enhance involved thf» large Quantifv movemenf nf ao quantity of outsiVp^i. movement of short period of time Enha^'^^D? in a celerated phase of that nZ ® ^ accountty the maximum aSm of^ ceasefire. of cargo before the r7i fj | - "*^<11008 01 se- O/i/o carried aircraft an'd^ and Republic of Vietnam ^ die Ity cargo was to be delivered Pnormore than 70 percent of 1 In th 'i" ^^^"allty, ten^ tetiS were were'lZT^ moved by sWp^si^"T ships—^in a short tune. ^ snips—in period of -uic. — short "x.v/xi pcnoa ot Then came Roll-im „ . the Enhance Vietnam, the Sae^;^® 7 fa requirement !? —^-axwiiciu to ro move 194 10/1 tu uigeni tons of U.S. and Korean measured ^ Kotean unifS '"°®'"«<' Vietnam within 60 days The^!^"''""®'" "t' h^use Waterman's^n^rSTf^ttweamet So was Ogden Marine's there. Florida, Puerto Rico SeatrainTs Maine aad Washington f^orolina, Ohio. an^'d'?L7'y7 Waterman, Ogden Hon is made fae Vietnam war is fuulTtulT'^ ''7°® """t hues of national emerg^y "ml?-" its merchant marine as its fou7 to -and Seafamre and aei> veS 1™ "'^'anse her down. cssels have never let Hudson Waterways. ' ""® "" Seatrain, Waterman, OgdirSfa^^J August 1973 Massive floating cpiitioo -eatgoes such as Page 1 �Pi' ASHORE Jerusa/em, Israel Seafarer Max Katzoff swallowed the anchor nearly four years ago and since then has been living here. Brother Katzoff, who began in the maritime industry as a shipyard worker in 1932, still has fond memories of his old shipmates and sailing days with the SIU. One of his most memorable experiences as a Seafarer happened in 1965 aboard the tanker Longview Victory (Victory Carriers) when he and a fellow shipmate chased a river pirate over the side. "I thought I was pretty tough then," said Max prophetically, "but on my next trip on the Longview Victory, an overheated brussel sprout lodged in my throat and nearly did me in." During his retirement, Max has found much enjoyment in writing poems, and has sent some of his work to the LOG. Several of these well-written pieces can be found in back issues of the LOG. Piney Point Md. Nine more Seafarers received their QMED ratings late last month after successfully completing their course of study here. They are: Chester Lohr and Bayard Heimer of New York; Raleigh Minix, William Reese and Kenneth Kendall, San Francisco; John Bonifas, Detroit; Charles Corley, Norfolk; Darwin Coy, Wilmington, and Arthur Milne of Mobile. Baltimore SIU ofiScial W. Paul Gonsorchik retired July 27 after 33 years as a dis­ patcher, patrolman, etc. Brother Gonsorchik spent 20 years as a union repre­ sentative in the ports of New York, Norfolk, San Francisco and Baltimore. Houston Reports from here show that the loading of cereal grains for the Soviet Union and other wheat and corn-short countries on U.S. flag ships is now moving along at a brisk pace. A shortage of rail freight cars and grain loading facilities here had slowed loading operations to a snail's pace during the past few months. Norfolk The SlU-contracted U.S. Navy tanker Tallulah (Hudson Waterways) was in port for a one-day visit. At the U.S. Public Health Service hospital here. Sea­ farer Walter PuUiam is resting comfortably. He'd like to hear from his ship­ mates. Houma, La. Two new IBU-crewed vessels of the latest design were launched in Houma, La. recently. The towboats Dan J. Hogan and W. O. Watson each have 2,800 horsepower and are 100 feet in length. Fully air conditioned and with the latest iimovations in equipment and design, these two highly eflScient vessels will play a major role in local industry. St. Louis, Mo. In the important midwest port of St. Louis, Mo., the IBU recently crewed thexnew towboat. National Enterprise which is owned by National Maritime Chemical Trade. Working in the chemical trade, the vessel will travel back and forth from St. Louis to the Gulf of Mexico via the intercoastal Mississippi river route. % Two pairs of Seafaring brothers are a happy foursome aboard the SIUmanned MSG tanker Tallulah. From left are: Leggett Jones, RIckie Johnson, Isaac Johnson and Raymond Jones. Seafarers Really Practice Brotherhood on Tallulah On a recent five-month voyage of the SlU-contracted Navy tanker Tallulah, 'Brotherhood of the Sea' took on an interesting, additional meaning. On board the T-5 tanker were two pairs of brothers—^Rickie and Isaac Johnson, and Raymond and Leggett Jones—all of Jacksonville, Fla. Rickie Johnson, 23, sailing as fire­ man aboard the Tallulah, graduated from the Harry Lundeberg School of Seamanship in 1968. Since then he has passed the required examinations, and accumulated sufficient seatime to enroU in the Lundeberg School's QMEDupgrading program. Seafarer Johnson plans to participate in this course as soon as time allows. Isaac Johnson, 20, attended the Lundeberg School from February through April of this year, encouraged by his older brother Rick. According to the educational staff at the school, Isaac is a "quiet, sincere person and a very hard worker." The staff also predicted he "would make a very fine seaman." Isaac sailed as messman on his ini­ tial voyage as a Seafarer aboard the Tallulah. He plans to return to Piney Point for upgrading as soon as he ac­ cumulates the required seatime. Leggett Jones, 21, also attended the Lundeberg School. He entered the school at the age of only 16 in 1968, graduating in July of that year. This past February he returned to Piney Point and achieved his lifeboat ticket and able-seaman endorsement. Leggett also attended the July class of the SIU's continuing A-Seniority up­ grading program—and received A-Book at headquarters' August mem­ bership meeting. Raymond Jones, 25, is the only one of the four that did not attend HLSS. He served a four-year hitch with the U.S. Navy and joined the SIU in 1969. He sailed as messman aboard the Tallulah. Raymond and Leggett also sailed together aboard the Hattesburg Victory m 1969. When each was asked why he sailed with his brother, all gave the same answer: "I have to take care of my brother." Houston Ship's Committee Norfolk The IBU-manned tugboat Sugar Daddy (Allied Towing) came back to her home port of Norfolk, Va. recently after four years of shuttling from Charles­ ton, S. C. to West Palm Beach, Fla. In a letter to the LOG the crew wrote, "We are proud of our boat, and have received compliments from several newspapers for its neatness and its homelike atmosphere." They note that the boat is air conditioned, has a large fishtank, a television and a carpeted galley. The crew had high praise for the union representatives who "are always around" when needed. They ended their letter by stating, "We appreciate the help of all of those people without whom life on board would not be nearly so comfortable and pleasant as it is. Once again, we would like to thank the union representatives for making the effort they do to keep things running smoothly." New Orleans, La. At the recent launching of Delta Steamship Company's latest LASH/ container vessel, the SlU-contracted Delta Norte, Secretary of Commerce Frederick B. Dent praised the National Maritime Council, calling the joint labor-management effort to promote greater use of American-flag shipping "a truly remarkable development in laborr-management relations." Delta Steamship, Inc. also plans to build an 11,000 dwt mini-LASH ship to serve as a feeder unit for its larger LASH vesstjls. Page 12 The committee aboard the Houston (Sea-Land) are ready to go ashore after a 37-day intercoastal voyage. From the left are: R. Quinnonez, engine delegate; M. Sanchez, deck delegate; D. Papageorge, educational director; J. Carrol, shipV chairman; W. Kong, steward delegate, and T. Wi^ams, . secretary-reporter. Seafarers Log �AT SEA SS Bradford Island The SlU-manned tanker Bradford Island recently paid off in Linden, N.J. after a 70-day voyage to the Soviet Union. She carried grain to Odessa and picked up fuel in Tuapse for the return voyage. At the payoff. Ordinary Seaman Ernest Green read the LOG from cover to cover to catch up on the news. He likes to keep informed about developments in the SIU and in the maritime industry and feels that the LOG is the best source for such information. Brother Green is an avid reader of history and also pursues this interest during his leisure hours on board. SS Chicago Brother Loutensock displays his musical talents aboard the Elizabethport. Seafarer's Musical Lyrics Reflect His Life At Sea The rude sea grew civil at his song. And certain stars shot madly from their spheres To hear the seaman*s music** —William Shakespeare, studies. He purchased a guitar on his Seafarers aboard the SlU-manned first voyage to Japan and began practic­ containership Elizabethport (Seaing at least two hours daily in his spare Land) on her recent Mediterranean time. On the Elizabethport's recent stop run were often treated to music as they in the port of Valencia, Spain, Sea­ walked through the passageways ad­ farer Loutensock bought a speciallyjoining the quarters of wiper Willie designed, hand-carved flamenco guitar. Loutensock. However, few crewmemLoutensock's travels allow him to bers were able to distinguish between familiarize himself first-hand with the melodies emanating from Brother Loumusical cultures of other nations. Sea­ tensock's radio and songs which the faring also permits him to purchase rare Seafarer was actually playing and sing­ recordings of his favorite classical, ing himself. rock, and jazz compositions in other A recent graduate of the Harry countries. Lundeberg School of Seamanship, Seafarer Loutensock has a shipboard Brother Loutensock Has modestly con­ collection of tapes that reflect his varied cealed his singing and guitar-playing taste in music. Recordings of Beethoven talents from his shipmates, preferring symphonies compete with selections by to improve his skills for a few more folk-rock artist "Cat" Stephens. Lou­ months before announcing his first fulltensock's radio is also able to pick up scale shipboard concert. stations from as far away as 1500 miles A newcomer to the guitar, the 22offshore. year old engine department Seafarer At the recent payoff of the Elizabethhas studied the piano, organ, and harp­ port in Port Elizabeth, N. J., the sichord for over ten years in his home mellow-voiced wiper treated listeners to town of Sacramento, Calif., where he an impromptu concert as he played and was a church organist. sang an original ballad. In addition to these musical pursuits. Brother Loutensock feels that, Brother Loutensock reads music, writes sooner or later, his songs will start to his own songs and lyrics, and has per­ reflect his newly-chosen career at sea. formed with various groups on shore. Travels to foreign ports, shipboard life, and adventures both at sea and ashore The impossibility of bringing a piano aboard ship did not prevent the HLSS will probably inspire him to treat the graduate from keeping up his musical sea in his music. Elizabethport Committee The containership Chicago (Sea-Land) recently paid off in Port Elizabeth, N.J. after completing a smooth intercoastal voyage. The Chicago, which had been in service on the Far Eastern run, was then laid up foi 10 days for minor repairs. Before leaving the vessel, the SIU crew, at a meeting chaired by Bosun Burris Maxwell, decided to donate the ship's fund, totaling $70, to the Amer­ ican Merchant Marine Library located at 1 Bowling Green in New York City. The Chicago will now continue on the intercoastal run. SS Newark The SlU-manned containership Newark (Sea-Land) carried more than her usual share of "horse sense" during a recent voyage from Seattle, Wash, to Anchorage, Alaska. Six horses shared a single livestock container for the three-and-a-half day voyage—^but each animal had its own separate, rubber-padded stall. An automatic watering apparatus provided thirst-quenching refreshment for the beasts—and each was fitted with special protective headgear. There was no report of any horse scents picked up by the crewmembers aboard the Newark, but SIU members traditionally transport all sorts of cargo —safely, speedily, and effectively—with nary a neigh or a whinny. SS Elizabethport The SlU-manned containership Elizabethport (Sea-Land) recently paid off in Port .Elizabeth, N.J.—her namesake port—for the first time in several years. She had been on the West Coast-Far East run, but now has been trans­ ferred to the Mediterranean run. Bosun Dan Butts, a charter member of the SIU, praised the crew of veteran Seafarers as "one of the finest gangs I've ever sailed with—in all. three departments". , Although Brother Butts welcomes the change that the Mediterranean run offers, he will miss the opportunities to stock up on inexpensive photographic equipment which the Far East run provided. Seafarer Butts is an amateur photographer who has compiled a slide collection of his favorite ports o' call. SS Delta Uruguay With her destination New Orleans, La., the Delta Uruguay (Delta Lines) recently loaded a trial shipment of two refrigerated containers in Buenos Aires, Argentina containing 2,100 cartons (weighing a total of 48 tons) of frozen cooked beef. SS Ogden Wabash On a regular wheat run to Russia, the Ogden Wabash (Ogden Marine) re­ cently returned from a 65-day voyage with a cargo of oil for Hess Oil Refinery in Bayonne, N. J. She then returned to the Gulf of Mexico where she loaded more wheat for the U.S.S.R. There are several aboard her who will be making their second or third trips to Russia but the ship is also expected to take on a few first trippers for the wheat run. Sea-Land Commerce^ Galloway The three SlU-contracted SL-7's presently on the Far East run now hold every speed record previously set by a cargo vessel sailing from Japan to the three major U.S. West Coast ports. The latest record was set by the Sea-Land Galloway when she came into Oakland, Calif, on July 10 after a five-day, 20-hour and 34-minute voyage from Yokohama, Japan. The old record, seven days, 15 hours and six minutes, had stood since 1967. The Sea-Land Commerce holds both the records for the Yokohama to Long Beach run at six days, one hour and 30 minutes, and the Yokohama to Seattle run at five days and nine hours. Seafarers manning these vessels can take pride in this accomplishment. SS Delta Bras// The Delta Brasil (Delta Lines) received a top safety competence award from the Marine Section of the National Safety Council and the American Institute of Merchant Shipping. Called the Jones Devlin Safety Award, it was presented to the ship and her crew for outstanding achievement in operating 1,515 consecutive days (over four years) without a lost-time accident to any member of her crew. In the recreation room aboard the EUaabeihport (Sea-Land), the ahip's committee relaxes after their return from the mediterranean. From left are: Robert Bunch, engine detegale; Franklin Snow, steward delegate; RmiHo Sierra, deck ddegate; K. Lynch, secretary-reporter, and Dan Butts, August 1973 Pags 13 �f !';• . As the British ship Agamemnon lays cable in 1858, a whale crosses over it and crew watches fearfully, hoping the line will not be damaged. It wasn't. But even though the ship linked Europe and North America, the cable went dead in less than a month. The cable breaks aboard the Great Easternpurmg the 1865 attempt to lay a working Trans-atlantic cable. The cable was nearly|three quarters laid when the break oc­ curred. Many hours were spent trying to retoin the cable, but without success. courtesy AT&T Long Lines Dept. ' At the end of her history making voyage, the ship Great Eastern lays the shore end of her cable in Heart's Content Bay, Newfoundland. The huge ship had five funnels and six masts. Courtesy AT4T Long Lines Dept. courtesy ATAT lx,ng Lines Dept. (Is Long Lines ^i'! f •'' From the huge tank on the vessel some of her 1,000 nautical miles of cable go above deck to be laid in the ocean. Fireman Donstancino Ruggiero changes the burner rod in the engine room on the largest cable ship in the world. it Aboard the historic Great Eastern, the first ship to lay a successful ocean cable in 1866, seamen get ready to drop a cable into the Atlantic. courtesy AT&T Long Lines Dept. !i-. Jil/!*, ' ' •:'i'! 'm i: During their time off aboard ship, two young Seafarers enjoy a game of chess in the recreation room. They are wipers Rick Vieana (left) and Kevin Brooke. By the way, the game ended in a stalemate. "Their line is gone out through all the earth, and their words to the end of the world." —The Bible When the Psalmist spoke these words more than 2,000 years ago, he only meant it allegorically. But in the 19th and 20th centuries, man has actually accom­ plished the unbehevable task of quick—sometimes in­ stant—worldwide communication. Truly, he has put a line around the world. Seafarers can take pride in the fact that they are helping to strengthen and maintain this important link between the nations in the world—SlU men man the largest cable ship in the world—the C.S. Long Lines. In helping to keep the line of communication be­ tween the United States and Europe in good order. Seafarers aboard the 511-foot long vessel are perform­ ing an important and unique job, a job that requires their utmost skill and alertness. Unlike the freighters and tankers with which most Seafarers are familiar, the Long Lines has three cable tanks with a capacity to hold more than 1,000 nautical miles of ocean cable and four auxiliary tanks which can store up to 100 miles of repair cable. She carries 90 officers and crew, and during cable laying operations many technicians come aboard. She carried 158 men this past May when she had to reroute and lay a new 15 nautical mile section of transatlantic cable off Block Island, R. I. If was shortly after the successful completion of that operation that the LOG photographer visited the $99 million ship at her Newington, N. H. berth. Seafarers aboard the Long Lines are carrying on a tradition that dates back to the 1850's and 60's—to the seamen who sailed such ships as the Agamemnon, Niagara and Great Eastern. Unlike the cables that the Long Lines lays, the first transoceanic cables were for telegraph messages rather than telephone conversations. The main promoter for the first ocean cable was the The foredeck of the ship shows her ca^le feedermechanism, markerbuoys and crane. The 511-foot long cable ship Long Lines at her berth in Newington, N. H. She has a cruising speed of 15 knots and lays cable at seven to eight knots. Her steam-turbo electric system has twin screws and twin rudders. Crewmen aboard ship discuss union busii ass with SlU Boston Port Agent Ed Riley (seated, second from left.) Standing is ire Brown, steward, while seated around the table from left are: Steve Sloneski, deck d4|pgate; Riley: Leo W. Gallagher, able sea­ man, and Herbert Libby, bosun. Page 14 young American millionaire, Cyrus Field. For four years he worked to get the money, the backers, the technicians and the workers ready for his fantastic project. Finally in July of 1857, two ships left Valentia Bay, Ireland with 1,250 tons of cable and the objective of laying that cable all the way to Trinity Bay, New­ foundland. Unfortunately, after 335 miles, the cable snapped and the venture had to be postponed. However, Field and his colleagues realized that the feat was feasible, and in the spring of 1858—using the same cable laying ships—the project got underway again. Even though there were some tense and dis­ tressing hours, the cables were spliced midway between Europe and North America on July 29, 1858, and on Aug. 5 when the Agamemnon reached Newfoundland, behind her lay 2,350 miles of cable. Sadly, however, the joy and glee over the historic event was only to last until Sept. 1, the day the cable went unexpectedly dead. Over the next eight years. Field, the technicians, the scientists and the British government investigated what had gone wrong and what could be done to make the cable work again. Then, in 1865, 2,600 miles of new and better cable was ready to go. This time there was no need for two ships, for the colossal Great Eastern could easily han­ dle all the cable. She sailed in the summer of 1865 but had to stop after almost three-quarters of her job was completed. The cable had parted and could not be rejoined. Undaunted, she sailed the next year on Friday, the 13th of July. The hard work of many dedicated people eventually proved fruitful. On Friday morning, the 27th of July, the Great Eastern arrived—appropriately enough—at Heart's Content, Newfoundland. In an article about Cyrus Field written by Arthur C. Clarke, he writes,"America and Europe have never been out of touch for more than a few hours at a time." Working the master control board on the unique cable ship is Oiler John Kolas. The ship has a beam of 69 feet. Two crewmen check some cable aboard the 19th century Great Eastern. The ship laid cable from Valentia Bay, ireland to Heart's Content, Newfoundland. Deck department members take on supplies for the ship's 90 officers and crew. From left are: Harry Kaufman, bosun; Ralph Moore, able seaman, and Jim Jerscherb, able seaman. Paee 15 .... �A Fair Share CHMJtMwmmoM ..ii 'i HISTORIC PRESERVATION MED Thanks SIU School f: 'if s' i I want to thank the SIU for its Harry Lundeberg School of Seamanship. Because of this school, I and many others like me are able to upgrade in many ways. We can upgrade to better paying jobs and also obtain a high school edu­ cation. t attended the Lundeberg School from March to April 1973 for upgrading to QMED and am now very proud to hold that rating. Since sailing as a QMED, I've learned that you must per­ form well as an electrician, refrigeration engineer etc., and with the training and experience I received at the Lunde­ V berg School, I will be able to do any job covered by my C^IEP ratings John H. Chlvan C-1196 Richmond, Calif. ' Confronting Our Competition Support continues to grow in Congress for legislation to require that a portion of the nation's oil imports be carried on American-flag ships. Additional members of the House of Representatives have joined in cosponsoring the legislation. There are now 172 sponsors of the measure in the House. On the Senate side, Senators Charles McC. Mathias, Jr., of Maryland and Henry M. Jackson of Washington have joined Senators Warren G. Magnuson of Washington and J. Glenn Beall, Jr., of Maryland, as co-sponsors of the bill.' In taking this action. Senator Mathias made the following remarks. We think they bear repeating. "Today we are confronted with com­ petition from foreign-flag vessels which are directly or indirectly subsidized by the governments. "We have only to look to the Baltimore Harbor where some of our greatest pas­ senger liners lie idle and rusting to con­ template what fate befalls those ships that no longer have a competitive role on the high seas. "It would indeed be tragic if our mer­ chant fleet, too, was put out of business by foreign competition. Yet, if we cannot find a way to put our tankers to work, they, too, will soon go to the wreckers or to foreign flags. "At a period in history when exports and imports throughout the world have been expanding, our merchant fleet has suffered the humiliation of carrying less and less of our Nation's trade and com­ merce. "Presently, virtually none of the oil imported into this country is carried in U.S.-flag vessels. While I am not suggest­ ing that the U.S. move all of its imported oil on its own ships, I believe that 20 per­ cent is an equitable figure. "I am convinced that this legislation will go far toward assuring that the Amer­ ican shipping industry remains vital, competitive and healthy." They're Your Programs SIU and IBU members should take full advantage of the many and varied up­ grading programs available through the Lundeberg Upgrading Center at Piney Point. A look at pages 18 and 19 of this issue of the LOG will show the many oppor­ tunities now being offered. In the deep sea curriculum alone, a Seafarer car upgrade to the highest un­ licensed position in each department aboard ship. A few of the many endorsements available include able seaman, quarter­ master, bosun, FOWT, QMED, welder, assistant cook, chief cook and chief steward. IBU m^bers who sail on America's Page 16 vitally important inland waterways sys­ tem can avail themselves of programs that lead to endorsements such as lankerman, mate, able seaman, master, tug­ boat and towboat operator, and pilot. Other courses available include the celestial navigation course; "A" seniority upgrading program; Bosun Recertification Program, and the General Educa­ tional Development (GED) Program. All of these programs were initiated for you, the Seafarer and the IBU man. They can help you keep up with our changing indust^. You owe it to yourself, our industry and your sailing career to take advan­ tage of these SIU-IBU upgrading and educatkmal programs. - Fine Sailing Career I would like to take this opportunity to thank the Union for making it possible for me to retire at 65 years of age. Little did I think my sea career would end this way when I started sailing in 1925.1 hated to leave the home-like condi­ tions that exist on the new ships that are being built these days. I also wish to thank the officers and crew of the Sea Land McLean for the surprise send-off they gave me on my last voyage upon my retirement. Another round of thanks i^ due the Seaferer's Vacatidn Center in Piney Point, Maryland where I spent a week wltlf rnyfarnfly and had so inuch for so little outlay. ' Guy Walter Bloomfield, NJ. Book #W55 IViedlcal Expenses Paid I want to thank the union for the check in the amount iof $495.75 which I received today to cover my medical expenses. I would like to take this opportunity to tell you how very imuch we appreciate the SIU paying all of these medicd bills for us. My wife was in the hospital in January, and the SIU ; Ipaid her bills, and now it has paid mine. The Seafwer's Union has been a great blessing to us. Luther A. Bredell Seminole, Fla. Book #B-2P048 Volum# XXXV/ No. 9 11973 <- - Official Publication of th« Seafarers International Union of 'Nbrtb America, Atlantic. Gulf, Lakes and Inland Waters District, AFL-cio ;• r. Executive Board Paul Hall, President Cal Tanner, f<ecu(/w Vlce-Pnsiaont Earl Shepard, Victi-Pmsitleni Joe OlGlorflio, Secreiaiy'treMuw llrtdsey Willlama,V/ce-Pres/dent frank Droaak, Vice-President Paul Orojiak, Vice-President iNiiWIshed nwnthly by ^afaifert lirteiTieUondf Upl^rt^VUNiiifi^ ^f, ; Lakes ai^r Inland Waters /Distinct; ;AfLJ3<0 67S J^^ f^nue. Brooklyn, N.Y. 11232. Tel. 499-6COO. Second class postaee petd at Brooklyn, N.Y. SeafartrsLog ��Engine Upgrading—Deck Able-Seaman—12 months—any waters f; I - H ;• i- I' I 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/40-20/20, and have normal color vision). 3. Have 12 months seatime as an Ordinary Seaman or 4. Be a graduate of HLS and have 8 months seatime as Ordinary Seaman. Able-Seaman—^Unlimited—any waters t ii 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/40-20/20, and have normal color vision). 3. Have 36 months seatime as an Ordinary Seaman. Quartermaster 1. Hold endorsement as Able-Seaman—unlimited—any waters. I — HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING APPLICATION i! !! ii Check program for which you are applying: Name. SIU-A&G • (Middle) (First) (Last) Address(Street) (City) Book Number. IBU • Age- Port and Date Issued. Social Security #. HLS Graduate: Yes • No • Dates Available For Training -Ratings Now Held. Lifeboat Endorsement: Yes • No • lAm.InterestedIn: A&G—DEEP SEA ENGINE DECK • • • • AB 12 Months AB Unlimited Quartermaster Lifeboatman • • • • • • QMED • • FWT • Oiler Dk.Mech. • • Reefer Boilermaker • STEWARD Electrician Dk.Eng. Jr. Eng. Pumpman Machinist Welder • Assistant Cook • Cook & Baker • Chief Cook • Steward IBU—INLAND WATERWAYS TOWBOAT • River-Operator • Inland Waterway-Operator • Ocean-Operator (not more than 200 miles) • Ocean-Operator (over 200 miles) • • • • • Radar Observer Mate Master Pilot Tankerman RECORD OF SEATIME — RIYERTIME (Show only amount needed to upgrade in rating checked above or attach letter of service, whichever is applicable.) SHIP OR TUG RATING HELD DATE OF DISCHARGE J)ATE. PORT4i DATE OF SHIPMENT SIGNATURE. RETURN COMPLETE APPLICATION TO: "<i FOWT—(who holds an engine rating; such as Electrician) 1. No requirements. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, or Boilermaker—(who holds only a wiper endorsement) 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/50-20/30, and have normal color vision). 2. Have 6 months seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, or Boilermaker—(who holds an engine rating such as FOWT) 1. No requirements. QMED—any rating 1. Must have or successfully pass examinations for FOWT, Electrician, Refrig­ eration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, and Deck Engine Mechanic. 2- Must show evidence of seatime of at least 6 months in anv one or combination of the following ratings: FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, or Deck Engine Mechanic. Lifeboatman 1. Must have 90 days seatime in any department. -Telephone. (Area Code) (Zip) —Seniority. (State) FOWT—(who has only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/50-20/30, and have normal color vision). 2. Have 6 months seatime as wiper or be a graduate of HLS and have 3 months seatime as wiper. LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 WELDER The course of instruction in basic welding consists of classroom and practical on-the-job training. This includes, practical training in electric arc welding and cotting, and oxy-acetylene brazing, welding and cotting. Upon completion of the course an HLS Certificate of Graduation will be issued. 1. All applicants for this course must hold a QMED-Any Rating endorsement. Length of course is two weeks. Seafarers wishing to continue in advanced training may continue in the advanced course. Starting dates are Sept. 6; Oct. 4; Nov. 1 and Nov. 21. Steward Assistant Co<A 1. 12 months seatime, in any Steward Department Entry Rating. 2. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a mini­ mum of 3 months seatime. Cook and Baker 1. 12 months seatime as Third Cook or; 2. 24 months seatime in Steward Department, 6 months of which must have been as Third Cook or Assistant Cook or; 3. 6 months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. Chief Co<A 1. 12 months seatime as Cook and Baker or; 2. Three years seatime in Steward Department, 6 months of which must be as Third Cook or Assistant Cook and 6 months as Cook and Baker or; 3. 6 months seatime as Third Cook or Assistant Cook and 6 months seatime as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook and Second Cook and Baker's Training Course or; 4. 12 months seatime as Third Cook or Assistant Cook and 6 months seatime as Cook and Baker and are holders of a "Certificate" of completion from the Cook and Baker Training Program. Chief Steward 1. 3 years seatime in ratings above that of Third Cook or; 2. 6 months seatime as Third Cook or Assistant Cook, 6 months as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Cook and Baker and Chief Cook Training Courses at the Lundeberg School or; 3. 12 months seatime as Third Cook or Assistant Cook, 6 months seatime as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training Programs. 4. 12 months seatime as Third Cook or Assistant Cook, 12 months seatime as Cook and Baker and 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. upgrading class schedule on next page/0^^^^^^ Page 18 Seafarers Log �Tankerman Tugboat and Towboat Operator Next class begins Sept. 6 The course of instruction leading to licensing as Tugboat or Towboat Opera­ tors covers Rules of the Road, Engine Room Operation, Economics and History of the Industry. All candidates wishing to qualify for a Tugboat or Towboat License must be at least 21 years of age. All candidates for licensing as a Tugboat or Towboat Operator must have at least one year of experience as operator of towing vessels within the last 36 months. All candidates for licensing as a Tugboat or Towboat Operator must be able to pass an eye examination of at least 20/100 in both eyes correctable to at least 20/20 in one eye, and 20/40 in the other eye. All candidates for licensing as a Tugboat or Towboat Operator must have normal color vision. Length of the course is twelve days. The course of instruction leading to certification as Tankerman consists of all aspects of loading, transferring and unloading of various cargoes carried to tank barges. The course also stresses diesel engine operation and repair with particular emphasis being placed on all safety aspects occurring in conjunction with handling fuels. All candidates wishing certification as Tankerman must have a letter from the company for whom they have worked certifying their ability to handle the various types of fuels that they wish certification for. Length of the course is two weeks. Able Seaman The course of instruction leading to endorsement as Able Seaman 12 Months Any Waters or Able Seaman Unlimited Any Waters consists of classroom work and practical training to include: Basic Seamanship, Rules of the Road, Wheel Commands, Use of the Magnetic Compass, Cargo Handling, Knots and Splices, Blocks and Booms, Fire Fighting and Emergency Procedures, Basic First Aid. All candidates wishing to qualify for Able Seaman endorsements must either have or first complete the separate lifeboat course offered at the school. All candidates for endorsement as Able Seaman 12 Months Any Waters must show discharges totalling a minimum of 12 months seatime as Ordinary Seaman. All candidates for Able Seaman Unlimited Any Waters must show discharges totalling 36 months as Ordinary Seaman or Acting Able Seaman. All HLS graduates from the Harry Lundeberg School at Piney Point can qualify for the 12 months Able Seaman endorsement after eight months as Ordinary Seaman, but are required to stay at HLS 30 days. The course of instruction for Able Seaman normally runs for two weeks. How­ ever, students may repeat the course if necessary. Mate (Uninspected Vessels Not Over 300 Gross Tons) The course of instruction leading to licensing as Mate consists of the following areas: Celestial Navigation, Rules of the Road, Chart Navigation, Handling of Tugboats, Seamanship, Aids to Navigation and Safety. All candidates must have served 3 years at sea on deck, and be able to pass a physical examination. ' Length of the course is six weeks. Master (Uninspected Vessels Not Over 300 Gross Tons) The course of instruction leading to licensing as Master consists of the follow­ ing areas: Celestial Navigation, Rules of the Road, Chart Navigation, Handling of Tugboats, Seamanship, Aids to Navigation and Safety. All candidates wishing to qualify for a license as Master of Uninspected Vessels must have 4 years at sea on deck, of which T year must have been as a licensed Mate (when the applicant presents a letter of service or experience which does not meet the specific requirements of the Coast Guard regulations but is a reason­ able equivalent of the required service, he may be eligible at the discretion of the Officer in Charge for a license as Master or Mate). He must also pass a physical examination. Length of the course is six weeks. Original Pilot License (Norfolk—^Hampton Roads Area) Next class begins Sept. 6 The course of instruction leading to an Original Pilot License covers the following subjects: Rules of the road; inland rules applicable to route; local knowledge of winds, weather, tides, current, etc.; chart navigations; aids to navigation; ship handling as well as chart sketching of the route and waters applied for showing distances, shoals, depths of water and other important fea­ tures of the route. All candidates must have three year's service in the deck department of ocean, coastwise. Great Lakes or bays and sounds of which 18 months shall have been as able seaman or equivalent capacity. All candidates must have had at least one year of the required 18 months on vessels operating on waters for which pilotage is desired. This one year service will be equivalent to regular watches in the pilot house or at the wheel as part of his routine duties. The required service shall include a minimum number of round trips over the route for which the applicant seeks license as pilot, determined by the OIC, Marine Inspection USCG. One of these trips will have been in the past six months. All candidates must be able to pass physical examinations. Length of course is six weeks. The next class begins Sept. 6. Lifeboatman The course of instruction leading to a Lifeboatman endorsement consists of classroom work and practical training to include Construction of Lifeboat, Life­ boat Equipment, Lifeboat Commands, Types of Davits and Their Use, Emergency Launching Operations. Also included in this course is actual practical experience to include launching, letting go, rowing and maneuvering lifeboat in seas, recovery of man overboard. Fire Fighting and Emergency Procedures. All Seafarers in all departments who have a minimum of 90 days seatime are eligible for the course (This lifeboat course is approved by U.S. Coast Guard and supercedes the normal requirements of a minimum of one year seatime in the Deck Department or two years in the Steward and Engine Departments to qualify for endorsement as Lifeboatman). This course of instruction consists of the normal course of instruction for Lifeboat endorsement and is a minimum of two weeks. Deckhands who have the required seatime and wish to continue and upgrade as Able Seamen may elect to continue after the Lifeboat course. Radar Observer The course of instruction leads to the preparation for the Coast Guard Radar Observer examination. It includes Radar Theory, Practical Plotting, Instruction on the Operation and Maintenance of the Marine Radar and Rapid Radar Plot­ ting Techniques. All candidates must hold a valid deck license. Length of the course is two weeks. UPGRADING CLASS SCHEDULE "The following is a listing of upgrading courses provided for Seafarers and IBU members at the SIU-lBU Upgrading Center at Piney Point, Maryland. In the following ratings, classes are scheduled on a two-week basis with the next class set for Sept. 6, 1973. < Lifeboat Deck Mechanic Cook & Baker Boilermaker Deck Engineer Chief Cook Machinist QMED Steward Assistant Cook Classes in the following ratings are scheduled on a four-week basis. The next Able Seaman class begins Sept. 6. The next Quartermaster class begins Oct. 4. The next classes for Fireman, Watertender and Oiler begin on Sept. 20. Paul Ogle, center, became the first towboat operator to achieve his Master's license at the SlU-IBU Upgrading Center in Piney Point. Congratulating him are from left John Luykx, celestial navigation instructor, HLS President Hazel Brown, Vocational Director Bob Kalmus and Chris Krusa, instructor. August 1973 V Classes for the following ratings are scheduled to begin on the dates indicated: Refrigeration Engineer—Sept. 20, Nov. 1; Electrician—Sept. 6, Oct. 18, Nov. 29; Deck Engine Mechanic—Oct. 4, Nov. 15. Page 19 �•A • /' ' 't\ ** ->i ^ ' ' •- , ,v ,:h -*• i, ". * • f;-. k\ . '•.. . % .•••AV.'VVF. • s USNSTallulah-l of 13 Navy Tankers on the Job ^ ;' T" fS 'riy V.'^-, r- '^sm-' • ' y- f' •-• ;> i " ••-'--rr.' *- ' -, -XA: ^ • •• • jr Jf:.: '"If :t' -y til . r-r- V ••'ivy€y»'v<A- »!il'-' • > •-y- • •^4. -W-W^ '^ (' -"A' •'• ;£ '• r'^"^ i ;.» 1, 1 ^ ^ T ^ •• -i . m- » - V,- - •, ',_ •SP / 1/ m A!:'Mirki 'sj-. 'xt-r-iAi t i. % /u. -A A 7 • /•/"'"•/'• // • :•'/ ».: :///•//-7 rr-'-t t"^©' " \ WSi'h' i - U7 I :• i . :7::/7 '-• ft » -K > y '** 1 »-y- :i •try, V- m ^ »A ^-U''''-'^'E' 1 4 '^• HE SlU-manned T-S Navy tanker Tallulah paid off recently m Cartaret, N. J. On her five-month voyage the Tallulah carried jet fuel and motor gasoline to Air Force and Navy bases in the Azores, Panama, Aruba and Guantanamo Bay, Cuba. The Tallulah is just one of 13 Mil­ itary Sealift Command tankers trans­ ferred to civilian operation and manned by SlU crews. Rear Admiral John D. Chase praised the takeover as a ''milestone.** SIU crews have efficiently handled the job of refueling Naval vessels at sea, and of supplying, on schedule. Navy, Army and Air Force bases all over the world with various types of fuel. Admiral Chase remarked that "the civilian personnel displayed dedica­ tion and professionalism in planning and accomplishing the job in the most expeditious and efficient manner.** Because of the strong performance of SIU crews, there is a possibility that additional new Navy tankers will V also be transferred to civilian oper­ ation. The Seafarers shown here per\forming their duties are: Bosun P. G. ^ingfield (upper left); Messman lymond Jones (center),/»•and MessJohnson (below), .''*m 4„ M^r 4 Ay ^7' "x MM • Wr & MM *t:- i Page 20 Seafarers Log �Sailing Tradition Makes Seafaring 'All in the Family' SlU members enjoy being referred to as "brothers" in their union—^but the phrase "Brotherhood of the Sea" has a particularly significant meaning for the five-man seafaring Spell family of Cov­ ington, La. The most recent milestone in the Spell family's seafaring tradition was the graduation of 18-year-old Gary Spell from the SIU's "A" Seniority Up­ grading Program. Brother Spell earned full "A" book status at the June 2 mem­ bership meeting at headquarters, after completing the four week program at the SIU's Lundeberg Upgrading Center in Piney Point, and New York. Gary Spell's accomplishment was shared by his family, especially by his father and three brothers—^who have all sailed with the SIU. Actually, it was Gary's brother James who was the first to join the union, after graduating from the Harry Lundeberg School of Seamanship. James may have been inspired to go to sea by his father's service in the U.S. Navy. James spoke well of the merchant marine and the SIU in his letters home, and another brother, Joel, soon got "sea fever" and shipped out—after complet­ ing his HLSS training. A year later, a third Spell brother, Allen, also finished his entry rating courses at the Harry Lundeberg School and went to sea. Finally, just two weeks after the yoimgest Spell brother, Gary, gradu­ ated from the Piney Point, Md. school, the head of the family, Joseph W. Spell, joined the SIU. Although papa Joe Spell sails in the deck department as an AB, his three SIU High School Program Available to Seafarers SIU Bosuns get a first-hand look at the classrooms used In the Academic Program In Piney Point, and learn of the availability of this program to all Seafarers as they talk with teacher Marilyn Grotzky, SIU Instructor George McCartney and some of the students In the program. Bosuns are, from left, Velkko Pollanen, Walter Nash, Jean Lataple, Dennis Manning, Malcolm Woods and James Gorman. The Lundeberg High School Program in Piney Point offers all Seafarers— regardless of age—the opportunity to achieve a full high school diploma. The study period ranges from 6-8 weeks. Classes are small, permitting the teachers to concentrate on the individual student's progress. Any Seafarer who is interested in taking advantage of this opportunity to con­ tinue their education can apply in two ways: • Go to the SIU union office in any port where you will be given a GED Pre-Test. This test will cover five general areas: English Grammar and Literature; Social Studies, Science and Mathematics. The test will be sent to the Lundeberg School for grading and evaluation. • Or, write directly to the Harry Lundeberg School. A test booklet and an answer sheet will be mailed to your home or to your ship. Complete the tests and mail both the test booklet and the answer sheet to the Lundeberg School. Following are the requirements for eligibility for the Lundeberg High School Program: 1. One year's seatime. 2. Initiation fees must be paid in full. 3. All outstanding monetary obligations, such as dues and loans, must be paid in full. sons who remain active SIU members all sail in the engine department. Gary Spell sails as FOWT, while his brothers, James and Allen, both sail as QMEDs. The "generation gap" does not seem to be a problem for the Spell family. Seafaring keeps them a tightly-knit crew. In fact, Gary Spell and his father have even shipped out together—on the Del Rio (Delta Steamship)—^for a three month voyage to West Africa. The younger Spell did not encounter the slight uneasiness which often ac­ companies a Seafarer's first steps on board a new vessel, until he meets the crew and gets his "sea legs". Gary knew many of the men on board the Del Rio and the Ogden Yukon (Ogden Marine) because they were shiplxiard and shoreside friends of his father. Stepping on board these ships was like walking into his own living room. Brother Gary Spell felt that sailing with his father was a great experience, which he would repeat if the opportun­ ity again presented itself. Papa Joe Spell is very proud of his seafaring sons, and his sons are proud of him. They are also proud of their accomplishments in the SIU. Ohio River Swiftly Moving Towards Increased Traffic The latest innovations in water transportation are turning the Ohio River into one of our nation's most widely-used inland waterways. Leaders of the shipping industry on both banks of the busy river point to the new barge-carrier capability in domestic and international trade as the reason for this upturn. Last year a 150 million ton cargo record was set, and it's now predicted that tonnage on the river will amount to almost 400 million tons around the year 2000. In Louisville, a U.S. Army Corps of Engineers official termed plans for new port facilities on the Ohio as the most impressive ever undertaken. The development of the water route to the sea by way of the Ohio River has also spurred interest in construct­ ing new warehouses and distribution centers along the river's shoreline. Sev­ eral companies in the area expect the green light soon for several new ter­ minals, one of which is a multimillion dollar coal-handling facility at New­ port, Ky., across the Ohio River from Cincinnati on the Licking River. Officials say that when the facility is completed, it will process more than 8-million tons of low sulphur coal a year to fuel plants all along the inland waterway. In the meantime, federal port proj­ ects have been established in Louis­ ville, Mount Vemon-Evansville, Ind., and Owensboro, Ky. Port Paducah has also asked the federal government for the same as­ sistance. A new terminal is also in the plan­ ning stage in Jeffersonville, Ky., where the need for more barges and special­ ized carriers has built up the biggest building backlog since World War II. Present orders run to 1975. A port building project at Mount Vernon-Evansville, with a projected cost of $9.6 million, has been started. Its first phase, a freight terminal, is set for topping off in December of this year. The Kentucky Legislature has ap­ propriated over $400,000 for land for the Louisville port and industrial complex. Port authority officials say Louisville has agreed to match a $1 million federal loan with a similar bond issue to move the first part of the port project forward. Officials of the states involved say the future prospects for door-to-door delivery by barge, now a possibility through the introduction of the seabarge concept, has brought on an in­ creased number of inquiries for further plant locations along the Ohio. Seafarer Guy Walter Retires iL L'.aiO I I am interested in furthering my education, and I wduld like more information j J on the Lundeberg High School Program. | 1 Nama • I:-'' -'j I Addr I (Street) j Last grade completed (City or Town) Last year attended I Complete this form, and mail to: ^ I'"' _ ^ _. . - ^ I , Seafarer Guy Walter (left), who sailed In the steward department, receives his first pension check at last month's headquarters' membership meeting. Presenting the check Is SIU Representative Red Campbell. August 1973 Page 21 �t- Maritime Overseas Money Due Seafarers The following SeaftlRrs have money due them for voyages aboard vessels owned by Maritime Overseas Corp. They should immediately contact: Paymaster Maritime Overseas Corp. 511 Fifth Ave. New York, New York 10017 (212) 867-3500 When requesting the amount due, Seafarers should supply their social security number. M. Darwich W. M. Hudson H. Smith E. L. Whisenhart M. Aguirre J. Brady F. P. Corcoran Wm. S. Dickey A. E. Foster L. S. Faunce T. E. Goodwin O. A. Hess K. L. Key R. J. Koch H. L. Moore L. Nixon J. F. Nolde R. E. Ohler T. Pennebaker R. A. Peveto O. M. Raynor J. Reyes, Jr. L. W. Rhew J. J. Schaeffer M. R. Sebring J. Shell, Jr. J. W. Smith, Jr. R. D. Welch C. L. Williams G. Williams Edgar S. Bagley M. W. Fowler F. 0. Harris M. Nash, Jr. N. Perron O. B. Powell M. G. Smutek J. A. Tims W. P. Beckwith N. W. Cooper H. Warham J. Wilhams J. C. Burnett J. Collins D.RDowd L. Dueitt, Jr. R J. Gable W. Hinton R Hollings W.M.Lee CD. Polk W. R Schug RLScypes L. Stevens R. H. Taylor R G. Weeks E. L. Whisenhant M. Buffa R. Cashmon R. Danielak M. Duckworth B. Loane J. D. Parrish L. B. Turner L. O. Bumatay A. Brunet S. Dent C. Duncan B. Duplantis F. Ferron K. W. Ford N. Gray G. James T. Mcraney R. O'Neil S. Orkwiszewski M. Pell S. Ryans, Jr. J. Tablas I. Bailey N. L. Bergeron J. Chapman C. Crowder R. Cunningham R. Cuthrell S. D. Erlich J. D. Leech S. Lewis A. Lindsey J. J. Maroway M. Rodriguez L. S. Rushing C. P. Sawyer F. P. Speer K. Thompson W. G. Trile W.T. Tucker T. Walker, Jr. G. Wbeelington C. H. Kouchyema R. E. Oliver P. O. Keyton S. Calvacante C. H. Pears D. Bilerio J. Cht^man G. Cyress B. Cuenca C. Chatelain J. E. Davis E. Gallop F. J. Manchor A. L. Midgett R. W. Mateo L. W. Poper W. F. Pulliam C. Pierce K. Rankoven B. D.Saxon E. L. Silver W. H. Simmons M. Stefanick T. O. Taylor D. Turner J. Viera S. L. Warren C. C. Williams W. L. Walker L. C Winfield E. Winslow B. B. Bailey V. Egel P. J. Feeley C. S. Galbraith J. L. Hart J. R, Nelson T. R. Reading R. W. Smith V. L. Willimson N. R. Rakos W.N.Conley D. P. Davis E. R. Gil R. F. Mclan R. Powers K. J. Sabot J. R. Shaffer RDownes J. Henderson K. Treimlnn J. A. Kelly J. W. Barrott H. G. Bradshaw G. M. Bryant S. E. Burwell S. L. Coker W.D. Crawford C.L. Cross C. Davis W. Dupree Wm. H. Gray O. Gonzalvez R. Hazenlash M. E. Hughes N. Kiser E. Ladly G. Mefford J. Mclain E. S. Molten, Jr. J. S. Schaller L. N. Scott T. A. Stubbs W. R. Vanduyn T. A. Bircher H. L. Brass D. R. Buffa H. B. Cooper I. Diaz C. L. Gard G. J. Gonzales D. L. Handley G. E. Johnson J. L. McBride R. H. Newcomb J. W. Parson L. M. Richardson K. J. Swille W. E. Snoville S. K. Yoichi J. Ferro R. E. Keffe S. McNeil M. Omiu-a W. K. Stone O. R. Vasquez B. P. Bennett 111 B. Elfstrom P.W.Foley R. F. Floiunoy H. Meredith G. O. Mohamed J.Panjsh E.L. Stark C. Veazie J. Smith L. Reinchuck J. C. Brazzel A. Cruzada R. A. Thomas New SlU Pensioners Louis E. Barch, 62, was bom in Illinois and now makes his home in Dade City, Fla. Brother Barch joined' the union in 1940 in the port of Phila­ delphia. He sailed in the deck depart­ ment. Ulpiano A. Enriquez, 77, is a native of the Philippine Islands and now makes his home in Philadelphia. Brother Enriquez joined the union in 1947 in the port of New Orleans. He last sailed as chief steward aboard the Steel Architect (Isthmian). He is a Navy veteran of World War I. Ramon Gonzalez, 64, is a life-long resident of Puerto Rico. He joined the SIU in 1944 in the port of New York. Brother Gonzalez sailed in the engine department. Yao F. King, 68, is a native of China and now lives in San Francisco. He joined the SIU in that port in 1948. He sailed in the deck department. Felix LeBarde, 63, was born in Louisiana and at present resides in Port Arthur, Tex. He joined the union in 1955 in the port of Lake Charles, La. Brother LeBarde last sailed as oiler aboard the Ogden Wabash (Ogden Marine). Lonis T. Marshall, 65, is a native of Louisiana and now resides in New Orleans. Brother Marshall joined the SIU there in 1951. He last sailed as bosun. Robert T. McCarthy, 64, is a native of Syracuse, N. Y., and now makes his home in San Francisco, Calif. He joined the union in 1946 in the port of Balti­ more. Brother McCarthy last sailed in the engine department. J<An McKaick, 56, was bom in Brooklyn, N. Y., and now makes his home in Yokohama, Japan. Seafarer McKarek joined the SIU in 1943 in the port of Baltimore. He last sailed as AB on the Monticello Victory (Victory Carriers). Roberto Natal, 65, is a life-long resi­ dent of Puerto Rico. He joined the union in the port of New York in 1947. Brother Nat^ sailed in the engine de­ partment. Alvln A. Selico, 55, was bom in Louisiana and now makes his home in Gretna, La. He joined the SIU in the port of New Orleans in 1942. Brother Selico sailed in the steward department. , ' ' yi Port Date New York Sept 4 Philadelphia Sept. 4 Baltimore Sept. 5 Detroit Sept 7 Houston Sept 10 New Orleans Sept. 11 Mobile Sept. 12 San Francisco .. .Sept. 13 IBU — 5:00 p.m 5:00 p.m 7:30 p.m 5:00 p.m 5:00 p.m 5:00 p.m — ]'! I' Great Lakes Tug and Dredge Section fSault Ste. Marie Sept. 13—7:30 p.m. Chicago Sept. 11—7:30 p.m. Buffalo Sept. 12—7:30p.m. Duluth Sept. 14—7:30 p.m. Cleveland Sept. 14—7:30 p.m. Toledo '..Sept. 14—7:30 p.m. Detroit Sept. 10—7:30p.m. Milwaukee Sept. 10—7:30 p.m. ii' •Xiii : , . in ill i Philadelphia Baltimore •Norfolk Jersey City • ;? i: II 'T Deep Sea 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m Raflway Marine Region Sept. 11—10 a.m. & 8 p.m. Sept. 12— 10 a.m. & 8 p.m. Sept. 13—10 a.m. & 8 p.m. Sept. 10—10 a.m. & 8 p.m. t Meeting held in Labor Temple, Sault Ste. Marie, Mich. • Meeting held in Labor Temple, Newport News. ' Page 22 UIW .7:00 p.m. .7:00 p.m. .7:00 p.m. .7:00 p.m. .7:00 p.m. .7:00 p.m. Samona Sniiman, 68, is a native of Indonesia and now resides in Brooklyn, N. Y. He joined the SIU in 1943 in the port of New York and sailed as ableseaman. Wlllaid V. Bunts, 65, is a life-long resident of Mathews, Va. He joined the SlU-affiliated Railway Marine Region in the port of Norfolk in 1959. Brother Bums has sailed as a deckhand for the C & O Railroad since 1941. Thomas K. Htriland, 65, is a lifelong resident of Rahway, N. J. He joined the SIU affiliated Railway Marine Re­ gion in the port of New York in 1960. Brother Holland is a Navy veteran of World War II. He has been sailing as a deckhand since 1929 for the Penn Cen­ tral Railroad. Lonis C. Campbell, 68, was bom in Macon, Mo., and now makes his home in Chester, Pa. Brother Campbell joined the Inland Boatmen's Union in the port of Philadelphia in 1959. He sailed as tankerman for the Interstate Oil Transportation Co. Lnclen J. Verbellen, 61, joined the SlU-affiliated Railway Marine Region ' in the port of New York in 1960 and sailed as mate. Brother Verhellen is a resident of the Broc.x, N. Y. George P. Fitzgerald, 66, is a life­ long resident of the Lake Erie port of Ashtabula, Ohio. He joined the SlUaffiliated Great Lakes Tug and Dredge Region in 1961. He started as a lines­ man for the Great Lakes Towing Co. in 1942, and later sailed as boilermaker for the Geary Boiler Works. Joseph L. Kete, 63, joined the SIUaffiliated Great Lakes Tug and Dredge Region in the port of Chicago in 1961. He is a resident of that Great Lakes port. Brother Kete started with the South Chicago Coal and Dock Co. in 1937 as a deckhand and has sailed with the Fitzsimmons & Connell Dredge and Dock Co. Charles M. Addison, 62, is a native of Surry, Va., and now resides in Powells Point, N. C. Brother Addison joined the SlU-affiliated Inland Boat­ men's Union in the port of Norfolk in 1960. He sailed as captain for the McAllister Bros. Towing Co. Floyd Kennedy, 62, is a native of Georgia and now makes his home in Brooklyn, N. Y. Brother Kennedy joined the Inland Boatmen's Union in the port of Norfolk in 1962. He sailed as a cook for the Sheridan Transporta­ tion Co. from 1951 to 1972. One of his tugs was the Chris Sheridan. UNITED INDUSTRIAL WORKERS OF NORTH AMERICA PENSION PLAN 275 20th Street Brooklyn, New York 11215 July 31,1973 TO: All Partidpants of the United Industrial Workers of North America Pension Plan Gentlemen: This letter is to notify you that, pur­ suant to the provisions ci Section 8 of the Welfare and Pension Plans Disclosure Act, as amended, you are entitled to examine a copy ot the plan description and latest annual re­ port of the Plan between the hours of 10:00 A.M. and 4:00 P.M., Monday through Friday, at: United Industrial Workers of North America Pension Plan 275 20th Street Brooklyn, New York 11215 Further, a copy of the plan descrip­ tion and a summary of the latest an­ nual report will be mailed to you within thirty (30) days of receipt of a written request. Your requests should be addressed to: Board of Tmstees United Industrial Workers of North America Pension Plan 275 20th Street Brooklyn, New York 11215 Very tmly yours, UNITED INDUSTRIAL WORKERS OF NORTH AMERICA PENSION PLAN C. Fadem Deputy Administrator Seafarers Log �The life of a pilot hung in the balance at sea for days until the SlU-manned Carrier Dove (Waterman) took him from the waters of the Persian Gulf. SlU Crew Rescues Downed US, Pilot in Persian Gulf After spending nearly 48 hours help­ lessly adrift in the waters of the Persian Gulf, passed up by ship after ship, a downed American pilot was finally rescued by the crew of the SID-manned freightship Carrier Dove (Waterman) on Thursday morning, June 7. The pilot, N. L. Faucett of Colum­ bus, Ohio, later told the Seafarers that during the time he was adrift in the much travelled shipping lane, a total of 17 ships passed him by—nine of them came closer than the Carrier Dove be­ fore she spotted him. A check of the radio log for a two day time period showed that no other American-flag ship had been in the area. He also related the tragic story of how his four companions on the com­ mercially-chartered Iranian government flight had escaped the plane wreck safely but later dropped off and drowned one by one due to exhaustion —and despair that they would never be rescued. The Carrier Dove was enroute from Assab, Ethiopia to Bandar Shapur, Iran when the rescue occurred. The skies were clear and had been that way for many days. Slow, steady northwest winds over the Gulf caused only a slight swell in the sea. Everything on board was running smoothly and on schedule. At 5 a.m., the Carrier Dove's 4 to 8 watch heard a faint, desperate cry for Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid June 22—July 26,1973 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras .... f Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums Number MONTH TO DATE YEAR TO DATE 19 439 241 20 7 7,819 3 220 135 135 4,271 2,708 146 39 60,552 15 1,868 347 507 55 132 3,596 507 1,068 188 40 1,499 1 98,330.38 1,238.43 15,065.50 5,700.00 7.00 3,644.88 — 680,997.97 13,927.72 130,527.63 46,934.14 2,236.25 30,176.22 144.00 7 192 148 11 62 — 4 — — 1,757 61 1,107 1,080 123 576 10 28 2,259 2 11,653 21,000.00 34,553.15 5,038.79 560.00 1,092.95 — 449.57 — — 10,953.40 183,000.00 201,210.86 35,459.55 20,233.91 10,064.44 639.00 4,317.71 22,590.00 600.00 71,919.90 1 71 750.00 24,724.17 .. 11,965 .. 2,094 1,119 , , 15,178 93,950 16,374 10,126 120,450 , .. DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical Special Equipment 1 PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Exp. ... Surgical Optical Blood Transfusions Special Equipment Meal Books Dental , Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan , Total Welfare, Pension & Vacation August 1973 Amount MONTH TO DATE $ 55,523.20 439.00 723.00 1,705.80 487.50 62,552.00 382.25 4,722.00 1,951.00 YEAR TO DATE $ 357,325.32 4,271.00 8,124.00 28,661.90 2,286.00 484,472.00 3,365.16 39,857.94 8,548.70 2,416,615.49 326,869.80 3,929,129.51 499,020.00 5,286,722.83 621,100.66 $1,446,990.46 $11,632,467.83 help coming from somewhere off the port side. He strained his eyes in the direction of the voice but could see no one. He immediately notified the ship's Master of the circumstances. The captain sounded a general alarm and put the ship into a Williamson turn. Crewmembers rushed to their sta­ tions on the bridge, in the engine room, near the lifeboats, and the word was passed to keep a sharp eye. After several tense minutes of wait­ ing, the helpless pilot, surrounded by floating debris, was spotted off the star­ board bow. The SIU crew sprang into action. Engine department members quickly and expertly carried out maneuver orders from the bridge—and within minutes, the Carrier Dove was brought to nearly a dead stop in the water along­ side the airman. Both the pilot ladder and gangway were lowered and several life preserv­ ers were thrown over the side. Faucett weakly reached out for one and grabbed hold, but was unable to hoist him­ self up. One of the crew entered the water and aided the pilot toward the gangway where three more crewmembers pulled him out of the sea and carried him aboard. He was rushed, nearly unconscious, to the ship's hospital, stripped of his wet clothes and wrapped in blankets. His pulse and blood pressure were strong. He was fed plenty of hot tea and honey for a stimulant and after several hours was put in a fresh water shower to wash off the abrasive sea salt, and given a clean set of clothes. After hearing his story, the crew wrote a letter to the LOG outlining what had happened. Their letter also contained the following statement. "We, the crew of the Carrier Dove, will always believe that the four dead men could have been, and should have been saved. The main reason why they were not is the ineffective manning scales and watch requi-'oments em­ ployed on foreign-flag ships. "No one of us wishes to be singled out as a hero—^we were just doing our job as seamen." Page 23 �iil? Digest of SlU V. DEL SOL (Delta Lines), June 3— Chairman R. Chiasson; Secretary A. Rudnicki; Educational Director U. H. Sanders; Engine Delegate Selbata Serio. $20 in movie fund, $9.50 in ship's fund. No disputed OT. Every­ thing running smoothly. WACOSTA (Sea-Land), June 17— Chairman Ronald Burton; Secretary V. M. Perez; Educational Director Manafe. Some disputed OT in engine and steward departments. Vote of thanks to the crew for their cooper­ ation, especially the deck department. BALTIMORE (Sea-Land), June 13 —Chairman L. Mc Glohe; Secretary F. T. Di Carlo; Educational Director S. Green. No disputed OT. Everything ninning smoothly. Stood for one min­ ute of silence in memory of our departed brothers. NOONDAY (Waterman), June 3— Chairman Joe Blanchard; Secretary Walter Lescovich; Deck Delegate Etewey Jordan; Steward Delegate Ne­ ville Johnson; Engine Delegate Charles Smith. $58 in ship's fund. No disputed OT. Had a full discussion on SPAD and the reason for it, what it does, and why everyone should donate to it. IBERVILLE (Waterman), June 10 —Chairman Donald Chestnut; Secre­ tary Harvey M. Lee; Educational Di­ rector H. H. Johnson. Some disputed OT in engine department. Vote of thanks to the steward department for a job well done. AMERICAN VICTORY (Victory Carriers), June 3—Chairman Billy R. Scott; Secretary F. Mitchell, Jr.; Edu­ cational Director J. Peterson; Deck Delegate J. T. Carnes; Engine Delegate Joseph T. Ryan; Steward Delegate Joseph E. Richard. Some disputed OT in engine department. General discus­ sion held on the SIU pension and welfare plans. Next port Sattahip. . SEA-LAND EXCHANGE (SeaLand), June 21 — Chairman Frank Teti; Secretary T. R. Goodman; Edu­ cational Director W. J. Dunnigan. No disputed OT. Vote of thanks to the steward department for a job well done. Next port Elizabeth, N.J. TRANSEWIANA (Seatrain), June 10—Clhairman A. Hanstvedt; Secre­ tary D. Dunn. No disputed OT. Vote of thanks to the deck department for keeping messroom and pantry clean at night. SAN FRANCISCO (Sea-Land), June 17 — Chairman B. Weinberg; Secretary H. Galicki; Educational Di­ rector B. Waddell; Engine Delegate W. H. Walton. $5 in ship's fund and $98 in movie fund. No disputed OT. Vote of thanks to the steward depart­ ment for a job well done. Next port Elizabeth, N.J. GEORGIA (Seatrain), June 10 — Chairman D. Backrak; Secretary G. M. Wright; Educational Director D. T. Dale. Some disputed OT in deck department. Everything running smoothly. Next port Kwajalein. OVERSEAS ULLA (Maritime Overseas), June 17—Chairman H. L. Perkinson; Secretary James A. HoUen; Educational Director Gary J. Bryant. $22.40 in ship's fund. Some disputed OT in engine and steward depart­ ments. Vote of thanks to the steward dq>artment for a job well done. Ob­ served one minute of silence in mem­ ory pf our departed brothers. Page 24;; NEWARK (Sea-Land), June 27 — C3iairman L. E. Joseph; Secretary Jack Utz; Educational Director P. Shaughnassy. $23 in ship's fund. Some dis­ puted OT in deck department. Every­ thing running smoothly. HOUSTON (Sea-Land), June 25— Chairman Joe Carroll; &cretary T. William. Some disputed OT in deck de­ partment. Vote of thanks to the stew­ ard department for a job well done. Everything running smoothly. SCHUYLKILL (Hudson Water­ ways), June 24—Chairman Charles V. Majette; Secretary W. Reid; Education­ al Director B. E. Stockmon. No dis­ puted OT. Vote of thanks to the steward department for a job well done. Next port Aruba. EAGLE TRAVELER (United Mar­ itime), June 27—Chairman Frank Cottongin; Secretary J. Harris. No disputed OT. Everything running smoothly. Ob­ served one minute of silence in memory of our departed brothers. CHICAGO (Sea-Land), June 24 — Chairman Maxwell; Secretary Reasko. $66 in ship's fund. No disputed OT. Observed one minute of silence in mem­ ory of our departed brothers. Next port New York. MILLICOMA (Hudson Waterways), June 10—Chairman P. Bumtte; Secre­ tary V. L. Swanson; Educational Direc­ tor G. Bryn. $13.17 in ship's fund. No disputed OT. Vote of thanks to the cook and baker and all of steward de­ partment for a job well done. Stood for one minute of silence in memory of our departed brothers. GALVESTON (Sea-Land), June 12 —Chairman James J. O'Mara; Secre­ tary Gus Skendelas. No disputed OT. Everything running smoothly. Next port Seattle. PECOS (Hudson Waterways), June 10 — Chairman G. P. Libby. No dis­ puted OT. Everything running smooth­ ly. Vote of thanks to the steward de­ partment for a job well done. BOSTON (Sea-Land), June 17 — Chairman J. J. McHale; Secretary S. Piotak. Some disputed OT in deck de­ partment. Communication concerning latest raises read and discussed. Every­ thing running smoothly. PORTMAR (Calmar Steamship), June 17—Chairman Edward C. Riley; Secretary John R. Marshall; Educa­ tional Director Emil Nordstrom; Deck Delegate Chester Allen; Engine Dele­ gate (Tlifton W. Askers Jr.; Steward Delegate George Manning. No dis­ puted OT. Vote of thanks to the stew­ ard department for a job well done. Next port Long Beach, Calif. WALTER RICE (Reynolds Met­ als), June 9—Chairman D. Calogen; Secretary J. Lamb; Steward Delegate R. J. Sherman. $9.32 in ship's fuiwi. No disputed OT. Everything running smoothly. PUERTO RICO (Hudson Water­ ways), June 3—Chairman Leo Koza; Secretary Frank Allen; Educational Director Victor A. Cover; Steward Delegate Jacob Gnagy Jr. No disputed OT. Everything running smoothly. Next port Anchorage. SHENANDOAH (Hudson Water­ ways), June 3 — Chairman W. H. Butts; Secretary R. Fagan; Educational Director Venable; Deck Delegate Hughart; Engine Delegate Prange; Stewart Delegate Anderson. $5 in ship's fund. Would like to buy a movie projector for the crew. Everything running smoothly. Next port Searsport, Me. OGDEN YUKON (Ogden Marine), June 17 — Chairman H. L. Weaver; Secretary F. Kustura; Educational Di­ rector H. S. Butler. $24.50 in ship's fund. No disputed OT. Vote of thanks to the steward department for a job well done. All hands to cooperate in keeping messhall and pantry clean at night. BROOKLYN (Sea-Land), June 17 —Chairman D. B. Atkinson; Secretary J. Mojica; Educational Director L. Cepede. No disputed OT. Ordered new washing machine. Vote of thanks to the steward department for a job well done. The food was excellent. OVERSEAS ULLA (Maritime Overseas), June 24—Chairman Henry L. Parkinson; Secretary James A. Hollen; Educational Director Cary J. Bry­ ant; Steward Delegate Richard G. Smith. No disputed OT. Vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. John B. Waterman Just back from a amooth three-mcmth trip to the Far East is the ship's committee aboard the John B. Waterman (Waterman). From left aronnd aret F. W. Neil, engine delegate; M. J. Singletary, deck del^;ate; C. A. Gnerra, steward delegate; F. DiGiovanni, secretary-reporter; G. Dickmis, educational director, and C. Stennetti, chiiirman. The ship paid off in Fort Newark, N.J. last month and was headed out on the same run. THETIS (Rye Marine), June 3 — Chairman Hendrey J. Rucld; Secretary M. Deloatch; Educational Director W. Kosicki; Steward Delegate John A. Waith. $9.25 in ship's funds. No dis­ puted OT. Everything running smooth­ ly. Next port Subic Bay. CHARLESTON (Sea-Land), June 17—Chairman J. F. McCallon; Secre­ tary Ramos P. Roque. No disputed OT. A motion was made by all union mem­ bers on the SS Charleston to donate some money to help out the family of A. Larsen whose father passed away on June 13, 1973. BROOKLYN (Sea-Land), June 24 —Chairman D. Atkinson; &cretary J. Mojica; Educational Director L. Cepe. No disputed OT. Everything running smoothly. TRANSPACIFIC (Hudson Water­ ways), June 24 — Chairman C. B. Pickle; Secretary R. Buie; Educational Director J. Meo; Engine Delegate Robert C. Miller. No disputed OT. Vote of thanks to the steward depart­ ment for a job well done. Observed one minute of silence in memory of our de­ parted brothers. Next port New Or­ leans, La. SEAMAR (Calmar Steamship), June 10—Chairman I. S. Moen; Secre­ tary J. Cruz. No disputed OT. A vote of appreciation to the crew for their cooperation and a vote of thanks to the steward department for a jpb well done. Observed one minute of silence in mem­ ory of our departed brothers. MILLICOMA (Hudson Water­ ways), June 24—Chairman P. Burntte; Secretary Virgil Swanson; Educational Director G. Bryn. $13.17 in ship's fund. No disputed OT. All communica­ tions posted. Vote of thanks to cook, baker and all of steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Boston, Mass. LAFAYETTE (Waterman), June 24 —Chairman Ray Hodges; Secretary W. G. Williams; Educational Director T. Humal; Deck Delegate P. Berthiaume; Engine Delegate E. Cox; Steward Dele­ gate J. Calhoun. Some disputed OT in deck department. Everything running smoothly. Next port Honolulu. TRANSOREGON (Seatrain), June 28—Chairman L. Larsen; Secretary Jose Ross; Educational Director Welsh. $20 in ship's fund. No disputed OT. Vote of thanks to the steward depart­ ment for a job well done. TRANSPANAMA (Hudson Water­ ways), June 24 — Chairman E. K. Bryan; Secretary W. L. Rackley. Some disputed OT in deck department. A vote of thanks to the steward depart­ ment for a job well done. WILLIAM T. STEELE (Texas City Tanker), June 24 — Chairman James Thomas Mann; Secretary J. G. Lakwyk; Educational Director Walter L. Pritchett. $11 in ship's fund. Some dis­ puted OT in deck department. All com­ munications were posted. Deck Dele­ gate George Treddin; Engine Delegate Joseph Ronald Hales; Steward Dele­ gate Emmons A. Kirchharr. SCHUYLKILL (Hudson Water­ ways), June 24—Chairman Charles V. Majette; Secretary W. Reid; Educa­ tional Director B. B. Stockmon; Deck Delegate C. W. Marimer. No disputed OT. Vote of thanks to the steward de­ partment for a job well done. Next port Aruba. Seafarers Log / �'i SEA-LAND TRADE (Sea-Land), June 10—Chairman Pete Drewes; Se^ retary I. Buckley. Some disputed OT in deck department. Vote of thanks to the steward department for a job well done. SACRAMENl'O (Ogden Marine), June 17 — Chairman Roy M. Carver; Secretary A. W. Hutcherson; Deck Delegate Jack Rodriguez; Steward Delegate David Bronstein. $12.89 in ship's fund. No disputed OT. Observed one minute of silence in memory of our departed brothers. Next port Gibraltar. LONG LINES (Isthmian Lines), June 27—Chairman H. Libby; Secre­ tary I. Brown. No disputed OT. All crewmembers pleased with new wage scale. Next port Honolulu. DEL RIO (Delta Steamship), June 17—Chairman Arthur Campbell; Sec­ retary A. R. Booth; Educational Direc­ tor Jack Brock. Some disputed OT in engine and steward departments. A vote of thanks to the steward depart­ ment for a job well done. MOBILIAN (Waterman), June 10 —Chairman W. Schug; Steward Dele­ gate H. C. Frazier. No disputed OT. Vote of thanks to the steward depart­ ment for a job well done. Next port Bombay. CANTIGNY (Cities Service), June 17—Chairman John Wilson. No dis­ puted OT. Received radiogram from headquarters concerning pay raise.Vote of thanks to the steward department for a job well done. ROSE CITY (Sea-Land), June 3— Chairman Stanley Bojko; Secretary F. Sullins. $75 in ship's fund. Some dis­ puted OT in engine department. Every­ thing running smoothly. LOUISIANA (Seatrain), June 10— Chairman Coker; Secretary F. Fletcher. $37 in ship's fund. No disputed OT. Everything running smoothly. Observed one minute of silence in memory of our departed brothers. PUERTO RICO (Hudson Water­ ways), June 25—Chairman Leo Koza; Secretary Frank Allen; Educational Di­ rector Victor A. Cover. No disputed OT. Ordering new washing machine for steward department. Everything run­ ning smoothly. WARRIOR (Sea-Land), June 17— Chairman J. Gomez; Secretary E. B. Tart; Educational Director J. Pantoja. Some disputed OT in engine and stew­ ard department. Everything running .smoothly. YUKON (Hudson Waterways), June 24—C!hairman J. Dixon; Secretary E. Lambe; Educational Director Rkzo; Deck Delegate Nicholas R. Tatar; Stew­ ard Delegate Victor Alecia. $16 in ship's fund. Some disputed OT in deck and en^ne department. Explained about SPAD and what it means to the members. Next port Curaco. TAMARA GUILDEN (Transport Comm.), June 24 — Chairman J. W. Parker; Secretary S. Hawkins; Educa­ tional Director Poulakis. $22 in ship's fund. Some disputed OT in deck de­ partment. Communication from head­ quarters about raise posted. Thanks given to all crewmembers who helped to keep pantry and recreation room clean. Vote of thanks to the steward de­ partment for fine food and a job well done. NOONDAY (Waterman Steamship), June 21—Chairman Elmer Bamhill; Secretary Walter Lescovich. $58 in ship's fund. No disputed OT. Every­ thing running smoothly. Next port Beaumont, Tex. SAN JUAN (Sea-Land), June 17 — Chairman Cyril Mize, Jr.; Secretary Lorenzo Bennett; Educational Director Bobby E. Stearman. $64.34 in ship's fund. Everything running smoothly. Observed one minute of silence in mem­ ory of our departed brothers. Next port Kobe. August 1973 Ogden Yukon Committee ; :"K' After a trip to warm and sunny Trinidad, the Ogden Yukon (Ogden Marine) "returned to Carteret, N. J. for payoff. Her committee includes, from left: T. Chilinski, deck delegate; F. Kustiira, secretary-reporter; H. Weaver, ship's chairman; M. Degallado, steward delegate, and C. Coello, engine delegate. Long Lines Ship's Committee STEEL TRAVELER (Isthmian Lines), June 3 — Chairman Anthony Barnes; Secretary 1. R. Llenos; Educa­ tional Director J. Mitchell; Deck Dele­ gate Thomas D. Reynolds; Steward Delegate Howard Whitelip; Engine Delegate Stephen E. Smith. $1.50 in ship's fund. No disputed OT. Vote of thanks to the steward department for a job well done. Next port Keelong. TALLULAH (Hudson Waterways), Jime 16—Chairman P. G. Wingfield; Secretary E. M. Bryant; Educational Director C. G. Hall. Some disputed OT in deck and engine departments. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed' brothers. ELIZABETHPORT (Sea-Land), June 17—Chairman Dan Butts; Secre­ tary K. Lynch; Educational Director Helge Holmstrom; Deck Delegate Emilio Sierra. Some disputed OT in deck department. Everything running smoothly. Observed one minute of si­ lence in memory of our departed broth­ ers. Next port Elizabeth, N.J. STONEWALL JACKSON (Water­ man), June 8—Chairman B. Firmovics; Secretary H. Donnelly; Educational Di­ rector J. Lamb. No disputed OT. Everything running smoothly. Discus­ sion about new LASH ships. LOS ANGELES (Sea-Land), June 17—Chairman Earl N. Brannon; Sec­ retary Johnny W. Givens; Deck Dele­ gate David Noll; Engine Delegate Oscar Vasquez; Steward Delegate John E. Bromlio. The SlU fact sheet was read and discussed. Some disputed OT in deck, engine and steward departments. A vote of thanks to the steward depart­ ment and for job well done by Earl N. Brannon. FAIRLAND (Sea-Land), June 17— Chairman G. A. Burke; Secretary R. Hutchins; Deck Delegate R. Steward; Engine Delegate Stanton Jones; Stew­ ard Delegate F. Motus. No disputed OT. Vote of thanks to the steward depart­ ment for a job well done. SEAFARERS PENSION PLAN 275 20fh Street Brooklyn, New York 11215 July 31,1973 The unique cable-laying vessel CS Long Lines (Isthmian) stopped off in Boston on her way to other cable repair jobs in the waters of the North Atlantic recently after repairing underwater cables off Rhode Island in June. From left are: T. Flemming, steward delegate; I. Brown, secretaryreporter; S. Sloneski, deck delegate, and H. Libby, ship's chairman. Ogden Willamette TO: All Participants of the Seafarers Pension Plan Gentlemen: This letter is to notify you that, pur­ suant to the provisions of Section 8 of the Welfare and Pension Plans Disclosure Act, as amended, you are entitled to examine a copy of the plan description and latest aimual re­ port of the Plan between the hours of 10:00 A.M. and 4:00 P.M., Monday through Friday, at: Seafarers Pension Plan 275 20th Street Brooklyn, New York 11215 Further, a copy of the plan descrip­ tion and a summary of the latest an­ nual report will be mailed to you within thirty (30) days of receipt of a written request. Your requests should be addressed to: Board of Trustees Seafarers Pension Plan 275 20th Street Brooklyn, New York 11215 The Ogden Willamette (Ogden Marine) has logged still another voyage to Russia after becoming the first U.S.-flag ship to Russia with grain earlier this year. From left are: H. Milstead, educational director; B. Butts; ship's chairmfin; E; Kelly, s^retary-i^porter, and G. Jones, steward delegate. Very truly yours, SEAFARERS PENSION PLAN C. Fadem Deputy Administrator Page 25 �Social Security Checks Will Be Unusually Early il-f^ 'I by A. A. Bernstein SIU Welfare Director I ii'; Social security checks for August will be delivered on September 1 this year, which is unusually early. "Checks for a given month are usu­ ally delivered on the 3rd of the follow­ ing month," a social security spokes­ man said. "When the 3rd falls on a day mail isn't delivered—a Sunday or a na­ tional holiday—the checks are usually delivered a day ahead, the 2nd of the month. "This year September 2nd is a Sun­ day and September 3rd is Labor Day; • so social security checks will be deliv­ ered on Saturday the 1st. It doesn't hap­ pen very often," he said. Social security pays over $4 billion a month in retirement, disability, and sur­ vivors benefits to almost 29 million people. A leaflet that explains how to apply for medical insurance payments from Medicare is available at social security oifices. Called "What Your Medical Insur­ ance Pays," the leaflet explains how to submit claims, when and where to send bills for doctors' services, and how much Medicare pays. The medical insurance part of Medi­ care helps pay the doctor bills and many other medical expenses of people 65 and over and severely disabled peo­ ple under 65 who have been eligible for monthly social security disability pay­ ments for 2 years or more. Single copies of "What Your Medi­ cal Insurance Pays" are free on request at any social security office. Ninety three percent of the people reaching 65 last year were eligible for monthly social security benefits and full Medicare protection. More than 95 percent of the popula­ tion over 65 have medical insurance protection under Medicare. U you're getting social security letfrement payments, you can earn as much as $2,100 a year and still get your full social security benefits. If your earnings are more than $2,100, $1 in benefits will he deducted for every $2 earned. Retired workers can get their full social security benefits at 65 or reduced retirement benefits as early as 62. Over 28 million people get social se­ curity payments amounting to almost $4 billion a month. GREAT LAKES TUG AND DREDGE PENSION PLAN 275 20th Street Brooklyn, New York 11215 July 31,1973 TO: All Participants of the Great Lakes Tug and Dredge Pension Plan Gentlemen: This letter is to notify you that, pur­ suant to the provisions of Section 8 of the Welfare and Pension Plans Disclosure Act, as amended, you are entitled to examine a copy of the plan description and latest annual re­ port of the Plan between the hours of 10:00 A.M. and 4:00 P.M., Monday through Friday, at: Great Lakes Tug and Dredge Pension Plan 275 20th Street Brooklyn, New York 11215 Further, a copy of the plan descrip­ tion and a summary of the latest an­ nual repo^ will be mailed to you within thirty (30) days of receipt of a written request. Your requests should be addressed to: Board of Trustees Great Lakes Tug and Dredge Pension Plan 275 20th Street Brooklyn, New York 11215 Very truly yours, GREAT LAKES TUG AND DREDGE PENSION PLAN C. Fadem Deputy Administrator ChongidMtm . Of I I I Editor, SEAFARERS LOG, 675 Foorth Ave., Brooklyn, N. Y. 11232 I wonld like to receive the SEAFARERS LOG—please put my name on your mailing list. (Prim In/ormaOon) NAME ADDRESS ,.... CITY OTATE SIU-IBU members please give; Soc.Sec. # / Bk# TO AVOID DUPLICATION: U you are an old subscriber and have a change of address, please give your former address below or send mailing label from last issue received. i ADDRESS «i; CITY Page 26 STATE. jfinal Beprturesi SIU Pensioner Michael A. Liuzza, 66, passed away on April 16 at the USPHS hospital in New Orleans, La. He was a life-long resident of that city. He joined the union there in 1941 and sailed in the steward department. Brother Liuzza was buried at Hope Mausoleum in New Orleans. Among his survivors is his sister, Anna. SIU Pensioner Jose Morales, 63, died of heart disease on March 29. He was a life-long resident of Ponce, P.R. Brother Morales joined the SIU in 1943 in the port of New York and sailed in the engine department. He is survived by his son, Jose Carlo, and his daughter Sofia. Joseph Smith, 66, passed away on June 1 at the USPHS hospital on Staten Island. Bora in Kingston, N!Y., he re­ sided in Passaic, N.J. at the time of his death. Brother Smith joined the SIUafSliated Railway Marine Region in 1960 and sailed as a deckhand for the Penn Central Railroad. He was buried at Rest Haven Cemetery in Clifton, N.J. Among his siuvivors is his wife, Yolanda. Claieiice C. 62, passed away on April 9. He wiis a life-long resident of Fennville, Mich. He joined the SIU in 1962 in the port of.LIUcago and sailed in the engine department. The Great Lakes Seafarer was buried at Fennville Cemetery in Fennville. He is survived by his wife, Dorothy, his sons, Carl and Dean, and his daughters, Sally and Irene. SIU Pensioner Alfred Thlelke, 82, passed away on May 8. He was a resi­ dent of Lorain, Ohio at the time of his death. Brother Thielke joined the SIUafifiliated Great Lakes Tug and Dredge Region in 1961. He sailed as a lines­ man for the Great Lakes Towing Co. Among his survivors is his wife, Mildred. Arnold Zlatnik, 55, died of heart disease on Feb. 19. A native of Algoma, Wise.,'he resided in Green Bay, Wise, when he died. The Great Lakes Sea­ farer joined the SIU in 1961 in the port of Detroit and sailed as wheelsman. He was buried at Evergreen Cemetery in Algoma. Among his survivors is his sister, Eleanor. SIU Pensioner Samnel T. Bennett, 59, passed away on May 6. He was a resident of Supply, N.C. at the time of his death. Brother Bennett joined the SlU-afifiliated Inland Boatmen's Union in 1962 in the port of Norfolk and sailed as engineer. Among his survivors is his wife, Maybelle. Albert D. Brown, 65, passed away on July 5. A native of North Carolina, he was a resident of Norfolk, Va. at the time of his death. He joined the Inland Boatmen's Union in 1970 in the port of Baltimore and sailed as cook. Among his survivors is his sister, Carrie. Nelson S. Cash, 50, died in an auto accident on May 17. He was a resident of Orange, Tex. at the time of his death. Brother Cash joined the Inland Boat­ men's Union in 1971 in Port Arthur, Tex. and sailed as tankerman. He was an Air Force veteran of World War II. He was buried at Magnolia Cemetery in Beaumont, Tex. Among his survivors is his wife, Clara. Alvin L. Cashman, 60, passed away on April 4. Bora in Harvey, La., he resided in Chalmette, La. at the time of his death. He joined the IBU in 1960 in the port of Houston and sailed as tankerman. He was buried at St. Louis Cemetery in New Orleans, La. He is survived by his wife, Anna, his son, Alvin, Jr., and his daughters Rosemary and Linda. Joseph Duplechain, 64, passed away on June 30. He was a resident of Port Arthur, Tex. at the time of his death. He joined the Inland Boatmen's Union in 1963 and sailed as captain for the Sabine Towing Co. He was buried at Greenlawn Memorial Cemetery in Groves, Tex. Among his survivors is his wife, Jane. Forrest G. Harper, 51, was lost at sea on Nov. 9 while on duty aboard the Calmar. He was a resident of Franklin, W. Va. at the time of his death. Brother Harper joined the SIU in 1944 in the port of Baltimore and sailed in the deck department. He was an Army veteran of World War II. Among his survivors is his wife, Nola. Leroy Jiles, 62, passed away on April 22. He was a native of Missouri and resided in Brooklyn, N.Y. at the time of his death. Brother Jiles joined the SIU in 1968 in the port of New York and sailed in the engine department. He was buried at Woodlawn Cemetery in Poplar Bluff, Mo. Among his sur­ vivors is his brother, Everett. SIU Pensioner Joseph P. Meikel, 63, passed away on June 6. Bora in Scranton, Pa., he was a resident of Philadel­ phia, Pa. at the time of his death. He joined the SIU there in 1944 and sailed in the en^ne department. Among his survivors is his wife, Viola. Warren E. Messenger, 49, passed away on May 28. A native of Ohio, he was a resident of Baltimore, Md. at the time of his death. He joined the union in 1944 in the port of Boston and sailed in the steward department. Among his survivors is his sister, Mildred. Edward Modestowicz, 62, passed away on May 5. He was a resident of Glenolden, Pa. at the time of his death. Brother Modestowicz joined the SIU in 1966 in the port of Philadelphia and sailed in the deck department. He was buried at Sts. Peter & Paul Cemetery in Del County, Pa. Among his survivors is his wife, Marie. John J. Morrison, 42, passed away on April 16. Bora in New York City, he resided in San Francisco, Calif, when he died. He joined the SIU in 1951 in the port of New York and sailed in the engine department. He was an Army veteran of the Korean War. Cremation took place at Cypress Lawn Memorial Park in Colma, Calif. Among his sur­ vivors is his wife, Michiko. Molses G. Asinos, 68, accidentally lost his life on June 1 while serving aboard the Steel Navigator. A native of the Philippine Islands, he was a resi­ dent of Philadelphia, Pa. at the time of his death. Brother Asinos joined the SIU in the port of New York and sailed in the steward department. He was buried at Holy Cross Cemetery in Phil­ adelphia. Among his survivors is his wife, Margaret. Seafarers Log �^ did ihe i/fvud American dipper ship Great Republic, In ner day she was the iprg^st ship in the world, and when she arrfyedin tondon, England in March, 1855 sim made front page news/^ . I / -^ ^ THE LARGEST SHIP IN THE WORLD MARCH, 1855 No. 734.—VOL. XXVI.] SATURDAY, MARCH 31, 1855. [WITH A SUPPLEMENT, SIXPENCE. THE AMERICAN CUPPER, "GREAT REPUBLIC. THIS gigantic vessel—partly destroyed by fire soon after she was built, during a great conflagration in New York, having had her damages made good—arrived in the Thames on her first voyage last week; having made the run from New York to Scilly in thirteen days, and beat up Channel to the Downs in three days against the heavy east winds which have been prevailing. She is at present exciting much interest, from her im­ mense proportions and peculiar rig, as she lies at her moorings oS Purfleet. There is nothing particularly different in her hull, as seen from the shore, from the ordinary American clippers, except her length and the great sheer forward from the fore chains to the figure-head; but, oh boarding her, one is struck with her enormous width of beam, which equals that of the largest line-of-battle ships afloat; and one of the great peculiarities of the vessel is her singular rig—she having four masts, and partaking of the qualities of both ship and barque. The topsails, instead of being on the August 1973 >» ordinary plan, are housed, or divided into two; the upper one of which can be reefed to half its depth, or sent down altogether. The yards of the lower topsails are secured to the caps of the lower masts by iron slings, and have no further lift from that position. She has large hurricane-houses on her upper decks; and just abaft the mainmast is a roundhouse, containing an engine of 8-horse power. This engine does nearly all the f heavy work of the ship—lifts yards, hauls on the braces, walks up the anchor, and assists in receiving and discharging the cargo. In consequence of her immense beam she cannot enter either of the docks here; and, drawing with her cargo nearly twenty-five feet, she is compelled, from insufficient depth of water higher up, to discharge her cargo in the Long Reach; but it is intended when that is accomplished to bring her up to moorings at Blackwall. She is 3400 tons burthen; 305 feet long; 53 feet beam; hold, 30 feet; and has come here ballasted with 3000 tons of guano. She is the largest sailing ship in the world. Page 27 �SEAFARERS ":i LOG August 1973 OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION* ATLANTIC.GULF. LAKES AND INLAND WATERS DISTRICT•AFL-CIO L_as "II I i • iiv'•• 65 Don't Gamble With Your Benefits 65 iiS:i...65 •• ;iOi 60^fiR «c k; •^ I II , 65 C EAFARING takes a man all aroond the world—thousands of ^ miles from home. During these periods of a Seafarer's absence from home, it is comforting to know that one's dependents and beneficiaries are well<protected by all of the comprehensive SIU welfare programs. hi To secure this protection and to facilitate prompt processing and payment of claims, Seafarers are urgently reminded of the necessity of keeping up-to-date enrollment-beneficiary cards on file in the SIU Welfare Plan office at headquarters. Seafarers who have never filled out one of these cards should 35' . do so immediately. ^ \ A reproduction of both sides of the card appears on this page 5, '7 for convenient clipping and mailing. It is essential that both sides 3 be filled out carefully, legibly and completely. ' Should any change have occurred since a card was filed—an- ^ other dependent, a change in beneficiary, a change in address—a ^ new card must be submitted as soon as possible. The beneficiary's name and address must be entered clearly. > '< L The Seafarer's signature must be witnessed, but a notary is not 'np:t3 required* The correct date of signing is also important since the latest card on file is the one referred to in the event of a claim. Additional cards are avaflable on all SlU-contracted vessels and in SIU halls. They require no postage if mailed from any part of the Continental United States. 65 • 6S?rr 1 ^gua Clara,.. il Bay •,45 ^ Y 55 65 65 65 60 65 60 65 65 65 5.. 65 N\ '(*5; I., 65 MIDDLE INITIAL PRINT: NUMBER AND STREET CITY ZONE NO. COUNTY STATE .1 55 55 55 45 i\j^ ip7 45 , I .•••• <>0 •••5 i ; • • 5^ ...-is.V... •i45. ..-^'5^0 '5 I I rsvoks all prsviows bsnsftciary nomination* and moks Ihs following nomination with rsipsct to all bsnsflts • providsd now or at any tims in ths futurs undsr ths S*afarsrs Wslforo Plan, itill rstsrving to myiolf ths priv- ' ilogs of othsr and furthsr chongo*. | Nome of Benefkiory Relotionship .to You PRINT: Address of Benefkiory. NUMBER ANR STREET ZIP CODE CITY COUNTY STATE Employee's Signoture w 65 I I <1 I 65 65 • \\35 35 65 65 55 55 65 Witness. SlONATURI Address. PRINT: NUMBER AND STREET IRIRORTANT CITY ZIP CODE COUNTY STATS eopswdssts wast be ilsfd on Revorae Side Bil 35 I fou/^^roond 3^ LIST RIlOW NAMIS OP YOUR WiR AND UNMARRIU CHILORIN UNDIR CHECK 1 /) RELATIONSHIP Wife Husband San Daughter list NAMES IN ORDER OF AGE—6LDEST FIRST 19 YIARS OP AM DATE OF BIRTH MONTH DAY YEAR 45 AS 65 65 r - 45 65 V 35 1 45 35 45 55 35 -• 45 55 55/d^ 35 .45 i • ^ ff • i _ IMPORTANT: As soon as posslbis, mail photostaHc copies of your marrlago corflllcata and tha birth • I cortlflcata* of all wnmarrlod childraii on this card to ths Ssafarors Wolfara Plan, 27S — 30th Stroot, |» aooo 'P? I **'*"'''7"' impmM .e I I M 45 -• 9o» 1131S PalliirB to do so could dolay tho paymsnt of walfara bgnoWt*. mmmmm^m B < g'OOO .• 45 V Bay \n Z No. Dote of Birth 5J 45 FIRST NAMC Social Security No. :.l5l 45- I 65 65 ^ ..55 65^65 —— LAST NAME I Address 65 65t-"V 65 \ \ I I Nome 65 .0. 60 I /•5 65 "Peha Blanca., 275-20th Street, Brooklyn, N.Y. 11215 I BMOUMiNr-BENeiCIARY CARD • 65 U I Seafarers Welfare and Pension Plans Mffers 3000 . � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource August 1973 Description An account of the resource Description: RESOLUTION SUBMITTED BY THE QUARTERLY FINANCIAL COMMITTEE LEGISLATIVE WHEELS TURNING RECERTIFIED BOSUNS AND LATEST UPGRADERS GRAUDATE ALASKA PIPELINE-CONGRESS CLEARS WAY DUES, INITIATION FEE RESOLUTION ACCEPTED AT MEETING BOSUN RECERTIFICATION PROGRAM - FULL SPEED AHEAD SENATE COMMITTEE TOLD, 'SUPERPORTS FIRST PRIORITY' SIU GRANTED INJUNCTION PROHIBITING PHS CLOSINGS REAGAN SIGNS BILL SIU SHIPS PLAYED MAJOR ROLE THROUGHOUT VIETNAM WAR SEAFARERS REALLY PRACTICE BROTHERHOOD ON TALLULAH SEAFARER'S MUSICAL LYRICS REFLECT HIS LIFE AT SEA CS LONG LINES CONFRONTING OUR OPPOSITION THEY'RE YOUR PROGRAMS TUGS AND TOWBOATS FOR DIFFERENT JOBS USNS TALLULAH - 1 OF 13 NAVY TANKERS ON THE JOB SAILING TRADITION MAKES SEAFARING ALL IN THE FAMILY OHIO RIVER SWIFTLY MOVING TOWARDS INCREASED TRAFFIC SIU HIGH SCHOOL PROGRAM AVAILABLE TO SEAFARERS SIU CREW RESCUES DOWNED U.S. POLOT IN PERSIAN GULF SOCIAL SECURITY CHECKS WILL BE UNUSUALLY EARLY THE LARGEST SHIP IN THE WORLD, MARCH 1985 DON'T GAMBLE WITH YOUR BENEFITS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Date A point or period of time associated with an event in the lifecycle of the resource 8/1/1973 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXV, No. 8 1973 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/8edf5ed3bfec931d4565c66e7f248a15.PDF ffab5e8eeca34d6d1e60975941bab131 PDF Text Text �yMagnuson, Beall Introduce Oil import Bill in Senate Senators Warren G. Magnuson CDWash.) and J. Glenn BeaU, Jr. (R-Md.) have introduced in the U.S. Senate legislation to require that a portion of the nation's oil imports be carried on American ships. Similar legislation, sponsored by more than 108 Congressmen, is now pending in the House of Representa­ tives. The bills call for 20 percent of im­ ported oil and oil products to be car­ ried on U.S.-flag tankers. The required percentage would increase to 25 per­ cent on June 30, 1975, and go to 30 percent on June 30, 1977. In introducing the measure, .Senator Beall declared that "the only sure way to safeguard the delivery of foreign oU is through an American-flag tanker fleet." He pointed out that "there is no question that our nation is becoming increasingly dependent on foreign sources for the oil which we must have and I think it is equally apparent that we must have a dependable system for receiving those vital shipments." He added that "just because we are dependent on foreign nations for oil does not mean that we should double the risk of being blackmailed or shut off from our supply of foreign oil." Senator Magnuson, chairman of the Senate Commerce Committee, declared last year in floor debate on a some­ what different proposal: "I just heard (some expression) of fear of retaliation. Retaliation from what? All these countries have almost 90 percent of their quotas, their ship­ ments and their cargoes, in their own bottoms. When we ask for something for ourselves that we do not have now, what are they going to retaliate with?" "The oil companies do not want this amendment and they have done a pretty good job lobbying since we put it in the bill. Perhaps it does not be­ long in the bill, but unless we start to do something, we are going to find our­ selves in a dangerous position. We are now 16th in the world in shipbuilding. I expect to pick up a paper someday to see that the Belgian Congo is ahead of us." In that same debate, Magnuson said: "If we make these American oil companies pay and tell them to bring their own ships back under the Ameri­ can flag and employ American people, it will not hurt the consumer, I will tell you that, and we will get the taxes from them that they are now evading all over the world, every place." As previously reported, the legisla­ tion is being supported by the AFLCIO Executive Council which declared recently that the measure would "guar­ antee the development of an American AdministrationMoves on Energy Crisis Calling for voluntary conservation of energy supplies. President Nixon has announced new plans to meet the na­ tion's growing energy problems. He named Gov. John A. Love of Colorado to head a new White House office responsible for forming and co­ ordinating energy policies throughout the executive branch. This marks the first time that na­ tional energy policies, in which some 44 different agencies now have some involvement, have been centralized in one office. In announcing his energy plans. President Nixon said that "America faces a serious energy problem. While we have only 6 percent of the world's population, we consume one-third of the world's energy output. The supply of domestic energy resources available to us is not keeping pace with our ever­ growing demand, and unless we act swiftly and effectively, we could face a genuine energy crisis in the foreseeable future." The President had some definite pro­ posals, Including the following: • Federal agencies are being ordered to report on measures to reduce their consumption of fuel by 7 percent. • State governors are being asked to lower speed limits on highways. Gov­ ernment estimates indicate this could lead to major savings on gasoline. • Legislation will be sent to Con­ gress to create a Cabinet-level Depart­ tanker capability that would be in the best interests of national security, the economy and a more favorable bal­ ance of payments position." ment of Energy and Natural Resources to consolidate energy programs. • Congress will be asked further to set up an Energy Research and Devel­ opment Administration to consolidate government efforts in this area. Presi­ dent Nixon also proposed a $10 bil­ lion, five-year program to develop new sources of energy. The President called on private citi­ zens to help by driving more slowly, using car pools and public transporta­ tion, using less air conditioning in the summer and less heat in the winter. He also called on the nation's air­ lines to reduce flight speeds. A 3 per­ cent cut in flight speeds could save 200 million gallons of jet fuel a year, of­ ficials estimated. Sen. Warren Magnuson Sen. J. Glenn Beall, Jr. the PRESIDENT'S REPORT. ^ Better CompeHfive Position There is growing evidence of a new and promising attitude toward the U. S. Mer­ chant Marine—a recognition that the mari­ time industry is an important part of the nation's economy and well being. As a result, the industry may be finally turning around and starting to move ahead. Paul Hall Just this month, for example, three new American- flag ships hit the water, the first time in the peacetime history of the U. S. Merchant Marine that three commercial vessels were launched on the same day. As Robert Blackwell, Assistant Secre­ tary of Commerce for Maritime Affairs, put it: "It is hard to image a better symbol of the emerging strength of the American shipping industry." Further evidence of this "emerging strength" is found in the fact that during the last fiscal year the nation's maritime nroeram resulted in contracts for 17 new ships with a value of more than $1 billion. These new ships will help to give the merchant fleet new vigor for the job ahead, placing the United States in a better com­ petitive position with the other maritime fleets of the world. But, it must be remembered that if the U. S. Merchant Marine is moving ahead, so are the merchant fleets of our world-wide competition. For example, it was reported recently that Britain—with one of the oldest mari­ time traditions in the world—today pos­ sesses the "youngest" merchant fleet in its history. The average age of its 1,600 ships is under seven years and half of this ton­ nage is less than five years old. Compare that with the average age of the U. S. merchant fleet—approximately 14 years old. This means that the younger British fleet, and the younger fleets of other maritime na­ tions, puts them in a better competitive posi­ tion in the world markets. Their ships are more modern, faster, and more efficient than most of the ships of the U. S. Merchant Maripe. The U. S. maritime industry is moving ahead, perhaps even catching up with the more modern foreign fleets. But if the fleet is to be in real competition with the foreign fleets, then we must accelerate the forward progress. To achieve the ability to compete is go­ ing to take even greater effort than we have seen so far—a concerted effort by all seg­ ments of the industry. Labor, management, shippers and the government must work together in an inno­ vative and aggressive manner to give the U. S. maritime industry the ability to com­ pete around the world. Certainly, our current national maritime policy—based on the Merchant h^arine Act of 1970—is helping. Government subsidies for shipbuilding and new ships sliding off the ways are progressive signs. However, more is needed. We must have stronger U. S.-flag participation in the car­ riage of cargoes, particiularly in the carriage of liquid bulk cargo. And we must move to develop an adequate tanker fleet to carry that cargo. Such cargo preference is absolutely nec­ essary if the American Merchant Marine is to continue its forward progress and make its contribution to the nation's economy. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, New York 11232. Published monthiy. Second Class postage paid at Brooklyn, N. Y. Vol. XXXV, No. 7. July 1973. Page 2 Seafarers Log �225,000 Tons TT Brooklyn^Largest Merchant Ship Ever Built in US. The 225,000-ton supertanker TT Brooklyn, the largest merchant ship ever built in the United States, was launched at the old Brooklyn Navy Yard on Saturday morning, June 30. Construction of the vessel was skill­ fully handled by the SIUNA-affiliated United Industrial Workers of North America. The $80 million oil carrier is the first of four identical supertankers al­ ready under contract to the builder, Seatrain Shipbuilding Corporation, a subsidiary of Seatrain Lines. The sec­ ond ship, the TT Williamsburg, is one quarter completed and is slated for delivery in early 1974. The TT Stuyvesant will be ready for launching in late 1974, and the fourth ship, yet un­ named, will be off the ways sometime in 1975. These vessels are another strong in­ dication of the forward movement of both the U. S. merchant marine and shipbuilding industries. Among the 5,000 shipyard workers and officials that turned out for the launching ceremony at the Navy Yard in Brooklyn, N. Y., were Howard F. Casey, deputy assistant secretary of commerce for maritime affairs, and New York City's Mayor John V. Lind­ say. The mayor's wife, Mrs. Mary Lindsay was on hand to christen the ship. The TT Brooklyn is the first ship launched in nearly ten years at the 193-year-old Brooklyn Navy Yard which was closed down in the early 60's. Yet, she carries with her a proud tradition of the nation's oldest ship­ yard—and now joins an impressive list of other historic vessels also built at the yard, such as the Monitor, the world's first ironclad warship, and the battleship Maine which was blown up in Havana Harbor, Cuba, in 1898, touching off the Spanish-American War. The Arizona, sunk at Pearl Har­ bor, and the Missouri, upon which the Japanese surrender was signed, were also built at the Navy Yard. The New York City Fireboat John McKean honors the newly christened supertanker TT Brooklyn with huge streams of water. Five-thousand turned out for the ceremonies. The 1,094-foot TT Brooklyn is an all-welded single screw geared turbine tanker with a cylindrical bow and transom stem. The bridge, all living accommodations for the crew, and the propulsion machinery are located aft. The tanks are compartmented by two continuous oil-tight bulkheads which separate the cargo space into 15 com­ partments. The supertanker is capable of transporting 1.5 million barrels of oil. The ship is also fitted with a deck maintenance shop, wire and nylon hawser storage room, and a bosun's storeroom located in the forepart of the vessel above the forward deep tank, and all have access to the open deck. The TT Brooklyn has a breadth of SlU Financial Committee Meets 143 feet, 6 inches and is powered by a 55,000-hp DeLaval propulsion turbine. She possesses the largest spade mdder in the world—and is the first American ship built with a Tumbull stem gear which permits the out­ board seal of the propeller shaft to be changed without dry docking the ship. The design of the TT Brooklyn also incorporates many unique engineering features which contribute to the ease of maintenance, and to the safe, ef­ ficient, pollution-free operation of the ship. She uses the load-on-top method of deballasting and loading, which in­ cludes the use of high capacity oilwater separators. All dirty ballast and bilge water pa§s through these separa­ tors. The oil isi separated and returned to the cargo tanks and only clean seawater is pumped overboard. An ultra­ violet ray detector automatically stops the discharge of water if it contains more than 100 parts of oil per 1 mil­ lion parts of water. In empty tank spaces, a blower re­ places air with inert nitrogen and car­ bon dioxide to minimize the chance of explosion—and remote monitoring sys­ tems will give engine department mem­ bers instantaneous information on the fuel oil, water and draft levels. Other environmental advances in­ corporated in the TT Brooklyn include a complete sewage treatment and dis­ posal system and a pollution-free incinerator for bumable trash. All in­ cinerator residue is held for shore dis­ posal. The supertanker is now undergoing complete outfitting. Thorough tests will be conducted to insure precision alignment of both the reduction gear and the shafting. She will also receive salt water service and generator cool­ ing water service. Dock trials will begin in August, and actual sea trials are slated for Sept. 1. AFL-CIO Urges Immediate Start on Alaska Pipeline The SlU's membership-elected Quarterly Financial Committee met at heaoquarters recently to conduct business. From left to right around table are; J. DeJessa, W. Gustavson, J. Campfield, W. Lovett, J. McHale, W. Koflowitch and W. Cassidy. July 1973 The 13,5-million strong AFL-CIO nas urged an immediate start on con­ struction of the Trans-Alaska oil pipe­ line. With today's oil shortage, AFL-CIO Legislative Director Andrew J. Biemiller wrote to all senators, "there is a compelling need for the pipeline." America must develop its own petro­ leum resources to lessen dependence on uncertain foreign sources, ease the na­ tion's balance of trade deficits, clean the environment, and in the process, gen­ erate thousands of jobs, Biemiller said in his letter. "Construction of the Alaska pipeline will necessarily stimulate employment in construction, maintenance and ship­ ping," he added. The legislative director said he sup­ ported passage of legislation before the Senate which would remove a right-of- way obstacle to construction of the pipeline. The legislation is needed because of a court decision which held that exist­ ing law doesn't allow the government to grant rights-of-way over federal lands wide enough for construction of large pipeline. The Senate Interior Committee has reported the legislation is needed, "to resolve major legal uncertainties" caused by the court decision, "as to the status of hundreds of existing oil and gas pipelines, electric transmission lines and rights-of-way for other purposes across federal lands." The proiected, privately-financed pipeline would bring the oil resources of Alaska's North Slope overland to the year-round port of Valdez on the Gulf of Alaska. The oil would then be shipped in American-built tankers. Page 3 �Joe "Tiger" Harrison: At 74, Still The Most Aggressive Man They call him "Tiger" because he is the "most aggressive man on the ship." He's SeafasM«->B9eph Jay Harrison, 74years old and a member of the deck de­ partment—which he has no intention of leaving in the near future. When he reached his 74th birthday last Mar. 23, the crew of the Walter Rice (Reynolds Metals) gave Harrison a surprise birthday party that included a sumptuous cake and large jug of punch. Brother Harrison was "caught off guard" by the surprise party, but other­ wise he's fit enough to work four hours overtime every day. Sailing as ordinary seaman, Harrison proudly told the LOG, "everyone says I can do as much work as any of them." And because he likes working on deck so much. Brother Harrison didn't try to move into any easier job on ship as he got older. Even though he could have retired years ago. Seafarer Harrison staunchly contends, "I'm in good health and see no reason for quitting." He's been a member of the SIU since its inception in 1938, when he signed up in the Port of Baltimore. Previous to that time, Harrison had been sailing with the International Sea­ men's Union which he joined in 1937 in the Port of Tampa. Employed on public work projects in Florida in the 1930's, Harrison decided to give seafaring a try after "talking to a bunch of guys sailing on the Lakes." His first ship was the old Azalea City which he cau^t in Tampa. On his first few ships Harrison sailed as messman before finding out that the deck depart­ ment was where he belonged. Seafarer Harrison sailed all during World War II and made trips to Russia, England and Italy. In January of 1943, he went to Murmansk on the Yorkmar. Harrison also sailed on the old Bull Line's Benjamin Williams and on a number of Waterman vessels. Luckily, Brother Harrison can say he "never lost a ship." A hard-working union man, Harrison walked many a picket line in many cities—^New York, Houston, Balti­ more, just to name three. Brother Harrison has now been on the Walter Rice for a year-and-a-half and he plans to stay with her for awhile. The ship recently came back from Hawaii, and Seafarer Harrison jokingly emphasizes that when he does retire, he'U go live on that sunny island "be­ cause of the beautiful girls there." Bom in Midland City, Ala., Brother Harrison now makes his home in Ariton, Ala. Though Harrison never married, foi a man like him, the old adage, "It's never too late", is more than ap­ propriate. EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak Joe 'Tiger' Harrison Change in Shipping Rules On Dec. 5, 1972 an important change was made in the SIU's Shipping Rules relative to the Shipping Procedures. The change is outlined in section B-2 of the Shipping Rules. It reads: All seamen possessing U.S. Coast Guard endorsements verifying certified deck or engine ratings, shall be registered in Group I or Group II of their respective departments. In the steward department, seamen shaU be registered in Group I-S, I or n upon presentation of their seniority identification card, and pro­ viding proof of qualification for such registration. All other seamen shall be registered as "Entry Ratings"—as defined in Rule 3 of the Shipping Rules—and may bid for any job in the "Entry Ratings" department. A seaman, upon attaining U.S. Coast Guard endorsements of certi­ fied ratings in the Group I or n category in either the deck or engine departments—or having sailed in the steward department for a mini­ mum of six months, may make application to the Seafarers Appeals Board for consideration for permanent registration in the deck, en^e or steward departments. ers to bring in motor gasoline or fin­ ished products or unfinished oil manufactured in the Virgin Islands, American Samoa or Guam get a spe­ cial break on import fees. Under the import fee system, crude oil is subject to a charge of 10.5 cents per barrel—a fee which will go up to Receiving Their Full Books PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio Nixon Gives Incentive To Use U.S. Tankers By proclamation. President Nixon has opened the way for the first time to increased use of American-flag ships in the carriage of some of the nation's oil imports by providing financial in­ centives to importers. Under terms of the proclamation, importers who use American-flag tank­ SIU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers 21 cents by Nov. 1, 1975. Gasoline carries a charge of 52 cents a barrel now and goes to 63 cents by Nov. 1, 1975. Other finished products and un­ finished oil are at 15 cents now and will go to 63 cents in IV2 years. The Presidential Proclamation gives some incentive tb importers to use American-flag tankers by lowering the fees. For example, importers bringing in motor gasoline or finished products would pay only the fee charged for crude oil imports. If an importer makes a good faith attempt to arrange shipment by U.S. vessel and no American-flag vessel is available, then the same exemption would apply if a foreign-flag ship is used. Ihe SIU is pointing out to the appropriate government agencies the need for implementation of these rules in order to protect American-flag par­ ticipation. 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Box 429 Yokohama Port P.O. 5-6 Nlhon Ohdori Naka-Ku 231-91 2014971 Ext 281 Whittling Ship Models SIU Vice President Frank Drozak (center) administers union oath to twelve Seafarers who received their fuli books at union headquarters this month after completing the SIU's "A" Seniority Upgrading Course, as SIU President Paul Hall and SIU Representative John Yarmola look on. From left around table are: L. Burke, W. Ripley, D. Spencer, G Spell, R. Lentsch, J. Kelley, 0. Sabb, Yarmola, Hall, Drozak, K. Conklln, T. Thomas, P. Hawker, W. Daniel, and W. Moore. Page 4 Whittling ship models has been a craft since man first set sail. Today, the craft has been uplifted into an art. Mod­ em day techniques and yesterday's skills result in traditional ship models shining under a 1973 finish. Exotic woods are used for the models, but the finish has jumped from the age-old process of layer after layer of varnish to polyester . resin finishes, which create a clear fin­ ish that will not yellow, and which will accentuate the grain of the wood. Seafarers Log �IBU Urges New Facility To Alleviate Bottleneck % Immediate constructioa of a re­ placement for Lock and Dam 26 at Alton, 111. has been urged by the SIUafiSliated Inland Boatmen's Union in order to alleviate the now critical traffic bottleneck on the upper Mississippi and Illinois Rivers caused by the pres­ ent obsolete facility. Speaking for IBU members who must utilize the present out-dated waterways facility daily, SIU Vice President Paul Drozak, national direc­ tor of the IBU, pointed out in a letter to Sen. Alan Bible (D-Nev.), chairman of the Senate Public Works Subcommittee that: "The present facility was designed to handle a maximum capacity of 41 mil­ lion tons. This amount was surpassed five years ago. Consequently, Lock #26 has become a critical bottleneck. Delays in the movement of traffic range from three to eighteen hours, costing the shippers and consumers millions of dollars a year. "By 1980, an estimated 69 million tons of traffic will be going through Lock #26, which is 28 million tons Leaflet Explains How to Estimate Retirement Pay A leaflet explaining how to estimate social security retirement benefits is available at all social security offices. The leaflet, "Estimating Your Social Security Retirement Check," is designed to help people iii their retirement plan­ ning, and includes a chart showing the number of quarters required to qualify for benefits and a worksheet to help in estimating the amount of benefits. The leaflet can be used to compute a rough estimate of your retirement bene­ fits, a social security spokesman said, but an exact figure cannot be deter­ mined until you apply for benefits. The exact amount of a worker's social secu­ rity benefits is based on his average earnings imder the program over a pe­ riod of years that may include his most recent work. Single copies of the leaflet are free on request at any social security office. more than the structure was designed to service. "We feel that a delay of even one year could have severe consequences for the upper Mississippi and Illinois Rivers regions, and the country in gen­ eral. The coal reserves of southern Ill­ inois are funneled through Lock #26 to the power plants along these rivers. The refineries south of the Lock service Chicago and other cities upstream by sending fuel oil by barge through Lock #26. "In view of the current energy crisis and the almost certainty of increasing fuel shortages in the future, it is essen­ tial that fuel move rapidly and unham­ pered. "Failure to move fuel supplies rapidly will result in brown-outs and black-outs in homes, schools and hos­ pitals in this populous mid-western re­ gion," Drozak emphasized. The IBU Director also noted that the Army's Corps of Engineers has already prepared tentative plans for new locks to replace the present, inadequate lock and estimate that the entire project will take approximately 9Vi years, although the locks will be usable within 6V2 years. Seven hundred forty-six thousand dollars has been requested for fiscal year 1974 to continue the preconstruction planning phase of this project, with the start of construction only tenta­ tively scheduled for fiscal year 1975. "Therefore, unless the funds neces­ sary, over and above the $746,000 al­ ready requested, to begin construction in fiscal year 1974 are appropriated, we can anticipate costly delays and inter­ ruption of vitally needed services," said Drozak. "The delay of this construction will place a double burden on the nation's consumers and taxpayers. The people will pay higher prices for the goods transported as the cost of the Lock #26 bottleneck is passed on to the consumer and rising construction costs will make it more expensive for the taxpayer in fiscal year 1975 than in fiscal year 1974, unless immediate action is taken to replace this facility," concluded Drozak. A Common Interest SIU Vice President Frank Drozak, ieft, discusses some common iabor inter­ ests with representatives from the United Maritime Workers Union located in Buenos Aires, Argentina. Visiting SiU headquarters were Juan F. Arce, second from right, secretary general of the South American union and Luis G. Masmuh, right, member of its executive council. In center is U.S. State De­ partment representative, Benjamin Soweli, who acted as interpreter. July 1973 By B. Rocker Trans-Alaska Pipeline S.1081, the ri^t-of-way bill, has been reported out of the Senate Interior and Insular Affairs Committee, and should reach the Senate floor during the month. SIU supports S.1081, because it would remove one obstacle to con­ struction of the pipeline from the North Shore to Valdez, by granting a 25foot right-of-way on each side of the 48-inch line. This would be an im­ portant step toward the goal of delivering much-needed oil to the United States quickly, easily and economically. The Alaska pipeline could be in operation six or seven years sooner than a Canadian line, because of legal and political complications with the TransCanada line. SIU representatives have met with members of the House of Representa­ tives and urged introduction of a companion bill. Cai-go Preference—Oil At this time, 17 bills, with more than 115 sponsors, have been introduced in the House that would guarantee 20% of oil import cargo to U.S.-flag ships. There is a growing, bi-partisan interest in the need for such a guarantee at this time, because of our increasing energy needs and our dependency on foreign supply of oil. Senators Beall (R-Md.) and Magnuson( D-Wash.) have recently intro­ duced a companion bill in the Senate. Title XI Title XI, to guarantee loans for shipbuilding, is now administered by the Maritime Administration, but an amendment to the Federal Financing Bank Bill, S.952, would give the Secretary of the Treasury that authority. The SIU opposes such action. We support the House version of the bill, recently reported out of the Ways & Means Committee, which would con­ tinue Title XI under the Maritime Administration. The Senate bill has passed that House; there has been no floor action on H.R. 5874. U.S. Public Health Ser/ice Hospitals With the eight PHS hospitals scheduled to be closed by the Department of Health, Education and Welfare, both houses of Congress have passed amendments to prevent closure. A joint committee is considering the bills and resolving differences in the two versions. When the committee work is completed, and both Houses have approved the new version, the bill will go to the President for signature or veto. SIU representatives have testified on the legislation and have stressed the importance of the services performed by the hospitals and the great need to continue those services. There is some indication that the President will support the HEW effort to close the hospitals and will veto the Emergency Health Services bill with the PHS amendment—but the SIU is continuing the all-out fight to keep the hospitals going. Surface Transportation Act S. 1566, the Hawaii and Pacific Islands Surface Transportation Act, now being considered in the Senate Commerce Committee, is opposed by SIU. The intent of the bill is to curb maritime strikes which affect the state of Hawaii and other Pacific non-contiguous areas by providing a 240-day cooling-off period. Although we understand the problem of these areas which are so depend­ ent on ocean transportation of goods, we do not think extension of the cooling-off period from 80 days to 240 days is a good solution. A strike delay does nothing to insure settlement. It simply forces labor to continue to work under the old, unsatisfactory wages and working condi­ tions. Therefore, it discriminates against the union while guaranteeing man­ agement "business as usual." Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in die light for legislation to protect the security of every Seafarer and hi$ family. Page 5 �Most ships and the men who sail them, have searched for adventure at some time in their sailing careers. But for one particular ship, every voyage was a calculated challenge to Lady Luck. The Norwegian Polar Vessel Fram which means "forward" was deliberate­ ly built to contest Mother Nature. Her first dangerqus adventure was on the Nansen Expedition to the North Arctic in 1893-6. When the sailing ship Jeanette was crushed in a Siberian ice pack, her wooden remains drifted up on the shores of Greenland five years later. Nansen, an expert on ocean currents, realized the wreck had travelled through the unknown polar sea beneath the ice. To get to the Far North, Nansen had the Fram designed to withstand tremen­ dous ice pressure. Shaped like a half walnut, with 3-foot wooden sides, the 800-ton vessel would theoretically ride above the ice floe. To combat killing cold, the roof of the fos'cle was made 15-inches thick to keep sailors' mattresses from freezing solid. Electric lights gave out some warmth. However, the Fram stuck in the ice with her crew and drifted westward for 18 months. By 1895 she had gone far­ ther north than any other ship. But Nansen soon found they couldn't make the North Pole, so the crew amazingly made it on foot back to Norway. And the Fram? She wrestled free from the ice and slowly drifted back to Norway where she's now on display in the Bygdo Museum in Oslo. Upgrader, 19, Is a Graduate of First Tankerman Class Much like Mark Twain's Tom Saw­ yer, Ken Kunz, 19, one of the first grad­ uates of the new towboat—tankerman upgrading course offered at the SIU's Harry Lundeberg School of Seaman­ ship at Piney Point, Md., comes from an old family of Mississippi River boat­ men. When interviewed by the LOG late last month, the slightly-built deckhand was completing the two week course for his tankerman license—learning to load and discharge oil onto a barge as a pumpman. The IBU man from St. Louis joined the SIUNA-afiiliated union in Houston last January. Ken's uncle is a retired towboatman. A bro±er, Clyde Reid, is a shore tank­ erman up river at Alton-Hartford, 111. Another relative, Otis Reid, is with IBU-contracted National Marine Serv­ ice where the youngster began his river career with the Alton Towing Co. Papa Nornlan Kunz, 49, has left river work and is now a businessman in St. Louis. Kunz has sailed three voyages on the towboat National Voyager, onetime up the Mississippi as far as St. Paul, Minn. "We were comin' down the Arkansas River at 10 m.p.h. with the flood startin'. When all of a sudden two of our barges backed up hitting one another. The cables broke," he said. "One man rode one of the barges down until it hit a lock near a dam. No one was hurt, but it was my closest shave so far." Asked how he came to Piney Point, Kunz said St. Louis port agent Leroy Jones told him about the course. Jonp thinks Ken has the stuff to go on to become a mate and master; ful­ filling the tradition of his family's river heritage. One of the other three tankerman upgraders in the initial class was deck­ hand Phil Brock, 25, who has been sail­ ing with IBU-contracted Allied Towing Co. of Norfolk, Va., since 1968- He The remaining two tankerman up­ graders, Joe Richburg, sailing out of the port of Mobile and Don Cossette also out of Norfolk, were unanimous in their praise for the course. The second tankerman upgrading course began June 28. Why a Ship Is Female Rudyard Kipling wrote, "The liner she's a lady by the paint upon her face." However, that's not all a ship has to offer in feminine grace. Calling a ship "she" stems from unknown origins, but giving a gender to ships is natural for Seafarers be­ cause they think of them as living things with personalities of their own and spend much of their lives with them. A ship's construction is also human­ like. She has a keel or spine, a rib-like frame, and sheet plating like flesh, with knees connecting her ribs to deck supporting beams. Stanley Wares, 63, Cleveland SlU Agent Stanley Wares, 63, who had been an SIU Great Lakes District agent for 30 years in the port of Cleveland died last month at his home at 372 Elmwood Dr., Bay Village. Brother Wares was a native of Cleveland. He joined the SIU in Detroit in 1940. He is survived by his widow, Ann and a son, Stanley. Funeral services and burial fol­ lowed on June 18. signed on with the IBU in September. A ship also has graceful lines and curved "fashion plates" and a waist like a woman. Her port and starboard hawse pipes in her foremost part are her "eyes". Who will deny, that the overall lines of a fine ship will turn the head of any sailor. Former deckhand Kenneth Kunz undergoes a blood pressure test during his annual medical examination at the IBU clinic in St. Louis. Brother Kunz later passed the exam and completed upgrading to tankerman at Piney Point the end of last month. Page 6 Finally, her quirks are truly fem­ inine. Ask any harbor pilot. She's often shy and obedient, then awkwardly stubborn, refusing to maneuver and needing a skilled hand. No wonder she needs a man to see her safely through a storm. Seafarers Log mm mms m �Fifty-One Years at Sea; First Worked Fishing Trawler; Last Sailed on Containerships r-M In Portugal, a nation so heavily de­ pendent on all phases of its maritime industry, it is not unusual for a young man to choose deep sea fishing as a career—but to be performing this back-breaking work at the age of 14 is very unusual anywhere in the world. Yet, that's exactly what recently-re­ tired SIU member Francisco Caspar was doing at that youthful age. The 65-year old Seafarer was bom in the small seaport town of Figueira da Foz, located approximately 102 nauti­ cal miles north of Portugal's capital city of Lisbon. Figueira da Foz was then, and is still today, a popular resort area—and as a young lad. Brother Caspar picked up a good working knowledge of Spanish from the many vacationers. He was later to learn two additional languages —and now, with relatively no formal education, the veteran Seafarer is able to read and write Portuguese, Spanish, Dutch and English. seas mi The Man in the Glass M ••"'•• ; ->• ^ • V '.r- 1 '' •" 'Tr ' • ' i . .^..1'' ' - ; ...... • „ W« X« T Jingffiird V*.tP'--'! :• .. - When you get what you w^t in your ," ^ p strug^e for self, " /' I, } ^ — - raHav ./' ' And- the world makes you King for a day, ; - ' Just go to the mirror and look at your-f self and see what that man has to say. For it isn't your father,mother or wife whose judgment upon you must pass, the fellow whose verdict counts most ; in your life, is the one staring back from the glass. - A,,-. You may be like Jack Homer and chisel P." ' a plum, and think you're a wonderful r^ ; P guy, ' ' V But the man in the glass says you are only - ; a bum, if you can't look him straight in ^ , the eye. He is the fellow to please, never mind all the rest, for he is with you clear up to the end. And you've passed your most dangerous difihcult test, if the man in the glass is your friend. . * You may fool the whole world, down this pathway of yours, and get pats on the back as you pass, but your final reward will be heartache and tears if you cheated the man in the glass. , " . ;"• • /" A.' •> ,< ' ... . ' -.m..i Never, Never Land . . '.... I ^ sure that when 1 die And everyone must go There will be a special place for me A spot I'd like you to know ^ • IT ^ ' ' ..v / V This place is very far away |And my time is near at hand reminisce along with me never land j Regardless of finishing time, the men were up again before the sun rose. "I really didn't mind the long hours," said Brother Caspar, "because sleeping on those boats was harder than work­ ing. We were piled up one on top of The way is very dark, And the travel very sluw . You don't need a special permit each other in uncomfortable wooden bunks, that reminded me of coffins waiting to be buried." At 17, Frank left the fishing fleets and began sailing the larger freightships up and down the coastlines of Europe. On one of .these trips in 1932, he met his wife of 41 years, Bernarda, in the Netherlands. "I learned to speak Dutch from my wife," he said—"I had no choice." Brother Caspar made dozens of trips to the United States—and in 1942 he decided to relocate here permanently. He sailed on many Liberty ships as bosun during World War II—and on one of these, the Blackout, the youthful crew called him "Pop" even though he was only 35 at the time. The rugged Seafarer was always a staunch union man, walking many picket lines—and he took part in the Ceneral Strike of 1946. "Everything was a struggle then," he said, "even trying to acquire such basic items as fresh milk, fruit and table­ cloths—but our union has changed all that." Brother Caspar also has strong feel­ ings about the forward movement of the SIU. "The Harry Lundeberg School at Piney Point is the future of the Ameri­ can merchant marine," he said. "The men graduating from the school are well-trained, well-mannered young men—and they know their jobs well. "What will we do in another national emergency? We have to provide for ourselves—we can't continue to de­ pend on foreign-flags to do our job." Brother Caspar now resides in Brooklyn, N.Y.—and spends much of his time visting his son, Adrian, 40, and his two grandchildren at their Massapequa, N.Y. home. New Pensioners TV ;'s no use to pack a suitcase . Frank, who says he was "born with the sea in my blood", came from a long line of tough seafaring men, including his father, grandfather and uncles. He was raised by his grandfather, though, because at the age of only three, his father was tragically lost at sea from one of the very same fishing boats Frank would some day be sailing. Brother Caspar began making his living by the sea in 1922. "My grand­ father was the bosun of that ship," he recalls, "but I had to work even harder than the other men because he wanted to prove to the rest of the crew that he held no favoritism for me." Each morning for three fishing sea­ sons, between the summer months of May and September, the youngster was up at 4 a.m. fishing for bait. The re­ mainder of the daylight hours was spent on the tough task of casting out heavy nets and then hauling them back aboard—and sorting out the catch. At sundown, the men broke for din­ ner, but the only cleaning agents aboard were harsh brown soap and salt water. After dinner, it was back topside to clean their catch—and sometimes, depending on the size of the .haul, the work was not completed until 1 a.m. Francisco Caspar ,.v ' -sWW.- ,.,W . .. : . . , ;> .e -0,-^ ' - X'. He will take you there almc«t free of. charge _ charge, For he craves neither silver or gold ^ - V. v VI .. ^ All of the fires will be burning bright . 1^ 7 And you won't ever hear a band ^ When 1 cross over the River Styx '• , p" •*V\ mt/ flP'VAl* f1 Vf*^ '151 tlH never, never, lanu. ^ ^ ^ , fnniM f!. Mftoheil ^ SIU Representative Red Campbell (left) extends his hand to congratulate new pensioner Simeon M. Simos at the June membership meeting at Head­ quarters. Also receiving his first pension check was Seafarer Delmer G. Flynn July 1973 ' Page 7 �•: 'fj e. I f-p •.'''.i , - Aiff & ... V ' ' • • l,r The 811-foot long Notre Dame Victory at her berth in Eagle Point, N.J. Below, photo taken from her bridge displays her sleek deck. te' ' ^ \ . - .V ^ ^ ' 5 ; X . ,A » ..J M^0 ,/J % WM ''' ?3mMi fm , ; " /" X - •* ' " i } ' Page 8 She may be a ship of the future -but she's here today and already manned by SIU members. Built with the protection of America's environment in mind, the Notre Dame Victory (Ecological Shipping Corp.) completed her maiden voyage in June. When the smart-looking, 80,906 DWT tanker pulled into Eagle Point, N.J. last month on the return leg of her 28-day maiden voyage. Bosun Bob Lord reported proudly: "She rides and handles well." He and the other crewmembers agreed her first trip was smooth and the food prepared by the steward department from her self-service galley was "tremendous." The Notre Dame Victory took on oil about 14 miles off Nigeria's coast via undersea pipes in approxi­ mately 30 hours. Every crewmember has his own individual, air conditioned quarters and there is a game room and lib­ rary aboard for all to enjoy. As well as containing ecologically protective features, the 811-foot long ship is also a highly efficient vessel. The loading and unloading of oil is completely regulated by her modern console room — eliminat­ ing the need for many of the ondeck valves. Via a variety of gauges, controls, switches, and dials, the flow of oil is totally controlled throughout the ship. A loud alarm sounds if there is any problem and a light indicates exactly where the trouble lies. Her engine room is also com­ pletely automated with only one large boiler. The ship's ecologically protective feature of separate ballast tanks fore and aft of the ship means that only clean ballast enters the ocean. Accidental oil spillages are better Continued on Page 9 Seafarers Log �Preparing piping hot food is Chief Steward Clyde Gibson. Crew had nothing but praise for the delicious meals served during their 28-day voyage. in highly automated engine room, QMED Bill Parish lights burner by the push of a button. As in the console room, if any problem arises, an alarm will sound and a light will show where the trouble is located. Continued from Page 8 controlled through her double bot­ tom separating her tanks from her hull. Thus, if an accident occurred, her outside hull could be ruptured without damaging the tanks. Another ecological feature is the sewage holding tank which ends sewage disposal into the ocean. This tank receives all of the ship's wastes, chemically treats them and transfers the waste to her boiler where it is burned. The maiden vessel is referred to by her Chief Steward, Clyde Gibson, as a "beautiful ship." In her engine room. Bill Parish, OMED, said he liked his ship a lot. "She's a watchstanders paradise," he noted. July 1973 Bosun Bob Lord, right, makes a point during payoff last month. Listening to him is SlU Philadelphia Port Agent John Fay. second from right, while Ordinary Seaman John Bove talks with Patrolman Ted Babkowski, (back to the camera). Page 9 �I AT SEA SS San Francisco The SlU-manned containership San Francisco (Sea-Land) recently paid off in Port Elizabeth, N.J.—^her first East Coast port of call in over five years. The 628-foot merchant ship had been shuttling supplies to American forces stationed in Vietnam—but will now be permanently switched to the European nm. Three other Sea-Land ships will soon be joining the San Francisco on this run. They are the Los Angeles, the San Juan, and the Elizabetfiport. On her last Far Eastern voyage, the San Francisco was out 54 days and visited such ports as Yokohama, Okinawa, Manila and Hong Kong. SS Steel Voyager Seafarer "Dutch" Keefer has been sailing on the Steel Voyager (Isthmian) for nearly three years. By now her round-trip voyages to the exotic Far East are "just routine", according to the 29 year veteran of the SIU. AB Keefer has been sailing with the SIU since he was 16 years old and has held just about every job in the deck department. SIU Patrolman Ted Babkowski greeted "Dutch" at the New York payoff, remembering Brother Keefer from many a picket line. Babkowski noted: "This man has stood picket duty on every beef we've been involved in since he joined the union." When asked why he chose seafaring as a career, Keefer—who has been called "Dutch" for so many years he can hardly remember his real name— replied: "Why does anybody go to sea?" Seafarer Keefer is staying on board the Steel Voyager for yet another up­ coming run to the Far East. SS Pittsburgh Seafarer Raymond J. Bowman was seriously hurt aboard the Pittsbiirgh (Sea-Land) while in port on the island of Okinawa, but the quick work of the crew, especially the chief steward, helped save his leg. Bowman injured his left leg and back while working on the ship s crane around 8 p.m. on May 18. After Brother Bowman was lowered to the dock from the ship's crane. Chief Steward Rudy De Boissiere rendered first aid, elevating Bowman's left foot. A Navy ambulance was immediately called and Bowman was sent to Camp Kue Naval Hospital. Bowman's foot had swelled to twice its normal size. He had also suffered injuries in other parts of his body and was having trouble breathing. . . ... . , The doctor taking care of Bowman thanked De Boissiere for his quick work and first aid and Bowman later said that he owed his life to the chief steward and would always be in his debt. Brother Bowman saUs as chief electrician. Noire Dame Victory Brother Kendrick displays his latest work, Interlude, aboard the Steel Voyager. Seafarer Kendrick Provides Splash of Shipboard Color A sea of gray and blue swirls, brij^t dabs of green and yellow, a stylish sig­ nature—^what is it? The captain's map? A sloppy menu? No, it's an abstract oil painting by Seafarer-artist David Kendrick. Kendrick, who sails as oiler, began dabbling in painter's oils about a year ago and has since created 16 original compositions. He sends his completed works to friends and shipmates, with appropriate messages on the back. Brother Kendrick's latest painting, "Interlude," was on display on board the Steel Voyager (Isthmian) during a recent payoff in the port of New York. Seafarer Kendrick, a 14-year veteran of the SIU, plans to forward this painting to his former shipmate, Paul Barrial of New Orleans. Shipmates of the seafaring artist ap­ preciate his paintings, even though Kendrick refuses to explain his works. "You see what you want to see in them," he says, "They're as far away from everyday reality as you can get." Although he works mainly in abstract style—^he is an admirer of recentlydeceased Pablo Picasso—he also paints representations of the various signs of the zodiac. His first oil painting was a mural created while on board the SS Gal­ veston, showing San Francisco's Golden Gate Bridge. Kendrick, who now ships out of Houston, has had no formal art train­ ing, and plans to enroll in art classes shortly. He has, however, studied the works of the great Masters displayed in art galleries throughout the world. Brother Kendrick said that he once turned the bulkheads of the SS Trenton into a floating art gallery by exhibiting his paintings throughout the passage­ ways. The 35-year old member of the engine department plans to stock up on art supplies during his ship's stay in the port of New York. Explaining his use of the various hues in his palette. Brother Kendrick emphasized: "Red is an aggressi /e color, while blue is a restful color which actually slows down the heartbeat of the viewer." Stressing that "Art is older than any­ thing, except the sea", the shipboard artist summed up his personal motiva­ tion in these words: "I want to leave something good behind by creating beauty." 24-Hour Notice Required Before Leaving Vessel % i Under the terms of the contract between the SIU and its freightship and I tanker companies, a Seafarer planning to get off his ship must give the Master a 24-hour notice prior to the ship's scheduled sailing time. Tiansportation and Paying Off Procedure: The agreements stipulate in Section 57, Part 3: "Any member of the Unlicensed Personnel will be allowed to pay off the vessel in any port in continental United States or Puerto Rico upon 24 hours notice to the Master, prior to the scheduled sailing of the vessel. However, where a vessel is expected to arrive and depart on a weekend, such notice shall be given not later than 1 p.m. Fri- :| I day..." I It is important that requirement be adhered to because of the pos- j| sibility of vessels sailing undermanned and shorthanded. Ordinary Seaman John Bove got off the Notre Dame Victory (Ecological Shipping Corp.) last month and plans to study this summer at ^e University of Massachusetts. The 1969 Piney Point graduate is going for his B.A. degree in Japanese studies. In addition to supplying the required 24-hour notice, a Seafarer should also see to it that he is being properly relieved before leaving his ship. « i Seafarers Log �Jeff Davis Ship's Committee i— ASHORE Norfolk, Va. Seven SIU brothers are resting comfortably in the USPHS hospital in Norfolk, Va. and would like to hear from their fellow union members. They are: G. W. Alexander, Tracy Anderson, N. C. Mann, Robert Modlin, F. J. O'Malley, Russell Tosto, and David Weaver. Galveston, Tex. Happy after their recent 2S-day trip along the U.S. East Coast is the ship's committee on board the Jeff Davis (Waterman). From left are: R. Johnson, educational-director; C. Davis, steward delegate; J. Latapie, chair­ man; C. Dandridge, deck delegate; A. W. Moreles, secretary-reporter, and L. Crawford, engine delegate. The ship is now headed to the Mideast for four-and-a-half months. Rep. Blatnik Vows faFight Inland Waterways Tolls Congressman John Blatnik (D-Mlnn.), chairman of the House Committee on Public Works, said dur­ ing a recent speech in Chicago that he would fight any attempts in the House of Representatives to impose tolls, or other user charges for traffic on Amer­ ica's inland waterways. Rep. Blatnik said that he would op­ pose such charges "with every weapon at my command," and emphasized that "These waters historically have been toll free, and it is my conviction they must remain free." , Members of the SlU-affiliated Inland Boatmen's Union are opposed to the proposed imposition of a system of tolls on the waterways since such charges would not only eliminate jobs but also destroy the health and growth of the inland waterways industry. Speaking for workers on the nation's waterways, SIU Vice President Paul Drozak, national director of the IBU, recently told a National Water Com­ mission meeting in New Orleans that of all of the factors that can influence the waterways, tolls are the most harmful. The proposal to initiate the toUs sys­ tem was contained in a National Water Commission Draft Report on the future of the waterways. "If waterways tolls were imposed to­ day, the Seafarers International Union is convinced that they would lead to three disastrous results: less cargo be­ ing shipped; use of alternative modes; use of alternative sources of supply. "The end result would be economic dislocation and the loss of jobs aflecting not only waterway workers but em­ ployees in scores of industries which use the waterways," said Drozak. Drozak also leveled sharp criticism at a proposal to allow the Interstate Commerce Commission to regulate the user tax system, an idea he termed a "shopworn panacea." Drozak pointed out that "the United States waterway system has served America well. It has opened up wide regions of the nation for development and economic growth, and has contin­ ued to provide efficient and competitive transportation for America's bulk products. To impose a discriminatory and detrimental waterway toll system, as the National Water Commission's Draft Report envisions, would reverse this long history of waterway progress." The following Seafarers are in the USPHS hospital in Galveston, Tex. and would appreciate hearing from their shipmates. They are: E. Hartless, M. Dickerson, R. McNay, R. A. Savoy, K. Lewis, H. Overton, M. Curry, T. L. Laningham, F. E. Hughes, E. F. Rodgriguez, W. Herrin, and E. Duxbury. Houston The Texas AFL-CIO convention started July 11 in Austin. Major item on the agenda was the election of a president for the state group. Buffalo Port agent Roy Boudreau on medical leave since March after open heart surgery is on the road to recovery at home. He expects to be back on the job in September. Dulufh Not to be outdone by the Russians, the first Japanese ship entered the twin ports of Duluth-Superior early this month to take on grain. Cleveland More jobs for Seafarers sailing on the Great Lakes were seen after the christ­ ening of the new self-unloader ore boat, the SIU contracted William Roesch (Kinsman) here late last month. New Orleans Patients here at the Public Health Service hospital are Seafarers W. Houston, R. Croto, H. Cable, W. Hudson, H. Keenum, H. Newsome, R. Johnston, J. Gomez and C. Owens. Both the deep seamen and towboatmen are recuperat­ ing and would like to hear from their shipmates. Alpena, Mich. The Huron Cement Co. strike ended late in June and cement barges are now moving again and all SIU hands are working. Paducah, Ky. Great interest is being expressed here in a possible port authority. At present, the idea is still in the discussion stage. Legislation is needed from Washington, D.C. A committee is being formed to promote the project and IBU acting port agent Frank (Scotty) Aubusson has volunteered help in the drive. The Ohio River floodstage is now back to its normal level. Operations here and at Cairo, 111., are also back to normal. Thus, IBU barges are sailing once more. Paducah's annual festival is on until July 29. The festival features a water­ front exhibit, tugboats festooned with bunting and fireworks. Steel Voyager Committee Odessa, Russia The Soviet Union is now planning to build a series of supertankers which would be used in worldwide trade, but not necessarily only to or from Russia. The oil carriers will have a displacement of 350,000 tons each which is twice the capacity of any Russian tanker now afloat. The number of supertankers planned has not yet been determined, but it is clear than the Russians desire to keep up their active role in international shipping wi^ the help of such shipbuilding projects. V . After carrying lumber from Oregon, the Steel Voyager (Isthmian) tied up in the Port of New York before heading to the Far East. Her ship's com­ mittee from left includes: W. Ingeberg, educational-director; J. Woods, steward delegate; J. Werselowich, deck delegate; D. Kendrick, engine delegate; A. Hovde, chairman, and F. O. Airey, secretary-reporter. July 1973 New Orleans The SlU-contracted LASH/containership Delta Mar (Delta) successfully completed her sea trials last month. The ship is scheduled to enter service shortly. She will be joined by her combination LASH/container sister ships the Delta Norte and the Delta Sud on the U.S., Caribbean and South American trade routes. Another Delta vessel, the Del Oro, homeward bound for Houston, recently picked up 11 men and a woman who had been stranded at sea in a small fishing boat for two days without food or water. The early morningirescue took place some 70 miles north of Cabo Engano on the eastern tip ^ the Dominican Republic. \ The rescue was accomplished when the Del Oro lookout heard a cry for help. The vessel reversed her course, training her searchlight on the area. In a few minutes the fishing smack was spotted and brought aboard along with her passengers. Later, the ship diverted to the port of Puerto Plata in the Dominican Republic to disembark the passengers. Page 11 �useum T Seen here is a model of 'Old Ironsides', the USS Constitution with position map in the,background. The sea gives up Its secrets in the form of a 1740 anchor from the merchantship Nymph and a 1700 3-pound mer­ chantman cannon and cannon balls. Page 12 Wooden rail holds belaying pins from the Hartford. [E sailor's life at sea and U.S. seafaring history H wi soon be told in the budding marine section of will the Hall of American Maritime Enterprise in the Smithsonian Institution National Museum of History and Technology, Washington, D.C. There, the old Yankee tradition of the art of living by the sea will come back to life in a spacious and magnificent display. The sights and sounds, the feel and the smell of America's ships, ports and seacoasts will be recreated in exhibits now being fashioned. Also, the story of our nation's expansion througli her use of the Great Lakes, rivers and canals will be shown. Curator of the museum's marine transportation di­ vision, Dr. Melvin Jackson, a longtime seaman him­ self, calls the Hall of American Maritime Enterprise his "dream hall." He says a third or more of the doubled hall will be devoted to the merchant marine of today with a peek at what tomorrow may hold. The ex-seaman adds the hall is scheduled to be ready for the U.S. Bicentennial Anniversary in 1976. Dr. Jackson pointed out that more than six million persons are expected to visit the Maritime Museum at the Smithsonian Institution each year to see the saga of America's connection with the sea, her rivers and lakes. The story being told is the saga of yankee seafaring ingenuity and daring. Throughout tne permanent exhibit there will be posters and other mementoes of the U.S. Maritime labor movement and its struggle. Beside the story of trade routes and ships and the role of the river systems, the story of the breed of men who manned those ships and river boats and how they lived, their joys, sufferings and deeds will be told in Lighthouse lantern from the year 1884 was used o near the SlU's Harry Lundeberg School of Seamans i �V SEAFARERS LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION® ATLANTIC. GULF, LAKES AND INLAND WATERS DISTRICT •AFL-CIO Training For America's Inland Waters ommerce on our inland waterways and along our East Coast and C Gulf Coast, is an important and expanding part of our nation's trans­ portation industry and stricter Coast Guard regulations as well as the needs of the industry demand hetter-trained men on hoard towboats and barges. The SlU-IBU Lundeberg School & meeting this challenge through a continuing training program heginnihjg with training for entry-rated deck­ hands through licensed mates and masters. The program bej^n earlier this year when manageinent leaders repre­ senting the leading towing and barge lihe cpmpanies niet with the officers and staff of the Inland Boatmen's yniph apd tbe Harry Lundebei^ School to review the overall training program developed by tlie school. The first program was designed to licence quaUfied towboat operators under Coast Guaid regulations which require licensed for all operators of uninspected towing vessels by Sept. 1. This was followed by the devel­ opment ofa trabiffig program to Qhalil^ experieped deckhands for origi­ nal licenses. ^^ ^ " Since then, othhr training progiai^ have j^en developed and imple­ mented. They incliiille the entry-rating deckhand class for young men be­ tween 18-21 years; a training program for Tankerman; courses for Mas­ ters and Mates of unh||^eied vessels not over 300 tons; Radar Observer; Able Seaman; Lifefopatman; and an academic program leading to a high school diploma. (Eor a complete description of all courses available at the Lundeberg School, see page four of this Special Supplement.) All of these training programs ai^|the result of a joint labor-manage­ ment effort and are reviewed by bit advisory committee of IBU and company management officials. No federal, state or local funds are involved in the training programs which are constantly being updated and expanded to meet the needs of the industry. "From my experiences at the Lundeberg School, I have found that inspiration is the greatest product of the school. The school inspires its students to want to acquire knowledge. Unlike most eominercial maritime schools which are located in the heart of large, impersonal cities, the Lundeberg School provides seamen and rivernien with an alinosphere ccndiicive to study and an environment with which he can identify.' �Special Supplement Page 2 T Rep. Hugh Carey (D-N.Y.), a ranking member of the House Ways and Means Committee, addressed first graduating class of towboat trainees last month. Also speaking at the commencement ceremonies were, from right. Hazel Brown, HLS president: Paul Drozak, national .director of the Inland Boatmen's Union and an SlU vice president; and Gerry Brown, Piney Point agent! HE first two classes of deckhand trainees—from the Atlantic Coast, the Gulf and the western rivers—^have graduated after an intensive training program at the Lundeherg School in Piney Point and are now working on board the tugs, towboats and barges of our coastal and inland waterways. Th^pt^gram was developed by tl!e~SIU and IBU to proviSe oppor­ tunities for good jobs for young men, and to answer the industry's need for more qualified men on board their boats and barges. Under the supervision of experienced instructors, the deckhand trainees receive both classroom and on-the-job training which includes the proper use of ratchets, wire, heaving lines and hawsers in making up a tow; various splices for both manila and nylon rope; basic knots; rules of the road; repair and maintenance of carbon arc lights; first aid, and firefighting. Safety is stressed throughout die entire training program. All graduates of the deckhand training program are provided with jobs, and have the opportunity to advance to Operator, Pilot, Mate and Master through various upgrading programs at the Lundeherg School. All members are urged to refer young men from 18-21 who are interested in a career on board our towboats and barges to contact the nearest Union Hall, or write to: The Harry Lundeherg School Piney Point, Maryland 20674. Starting dates for the next three classes are August 13, Sept. 10 and Oct. 8. 1/ > ' • Heaving the eye of a heavy hawser to catch a timberbead is necessary skill towboat trainees master before they go aboard their first boats and barges. Dwaine Gee, 18 Houston Tom Petersen, 22 Houston "I am really thankful for this entire program at the Lundeherg School in Piney Point. It has helped me build many new goals in my life, and it will continue to help me to advance even further. The train­ ing program here will help me and all of the students here to gain a good fob and a rewarding life." *7 have learned much about the operation of the Seafarers Interna­ tional Union, a tight fellowship of men bonded together to achieve the goals they share together. In our country today shipping is a billion dollar industry in need of many skilled workers to get cargo from one part of the world to another safely. As a tugboat deckhand, I feel I will be contributing just as much to this goal as the captain of a large freighter or tanker. We both need each other to get the job done, we both need training, and we both share a common interest which is bound together by the "Brotherhood of the Sea." Jim LaForge, 18 St. Louis "A new life, a good job, a high school diploma. These are things that all young men want and need. The Harry Lundeherg School offers all these things and more. All angles of the job that the students are learning are presented thoroughly. Much of the student's time is spent in practical application of his new­ found knowledge — learning-bydoing. When the student is shipped to his guaranteed job, he has every­ thing he needs but the experience to upgrade, and he will be in a position to get that for himself in time." mm mm ,^ David Owens, 23 St. Louis On-the-job training aboard the Lundeberg School's tugboat "C.L2" is an Important part of overall training for towboat trainees. Instructor Bill Dean watches as trainees practice tying up boat. Pictured are Gene Garcia, Keith Roan, Tom Petersen, Dwaine Gee, Mike Samarco, Kirk Fronner, Brian Lewis, Tim Allwine, and Stephen Prey. "I wish to express my deepest ap­ preciation to the SIU, the IBU and all its members for making this pro­ gram possible for me to attend. I not only learned how to do my job safely and well, but I also have a better understanding of the industry and the union." �On-the-job training as well as classroom work contributes to the success of the upgrading programs at the Lundeberg School's IBU Upgrading Center. Here, Lee DeMasters instructs Don Cossette from Norfolk; Joe Richburg, Mobile, Kenneth Kunz, St. Louis, and Phillip Brock, Winston-Salem, on proper procedures for discharging fuel aboard the school's tanker barge. All four passed their exams for Tankerman. Celestial navigation for masters, mates and ocean operators is available at the SlU-IBU Upgrading Center. Taking a noon sight are, left to right, R. F. Rogers, D. E. Polk, Sam Murphy and Elbert Davis. , Three recent graduates of the towboat operators program were all smiles as they posed with their instructor after passing the Coast Guard examination. From left are Instructor Jim Tallant, Robert Giles, John Long, and Gordon Ramey. " ' -«•" f" Five Licensed Towboat Operators pose for a picture after passing their ex­ aminations. Left to right are Jim Todd, Marvin Gates, Sam Evans, Instructor Chris Krusa, Dan Haase, and Bill Bailey. k. . , ^ •jBsiiiialll . .v< >ne, r^oriouf. , r ifames Donald Cossette, Norfolk piunes^^l^ New Orleans ^ rman Operator- Inland and Oceans Tankcrmaii "The Harry Lun^berg School is ; j; . "/'.i (nnoer ,6ww mnes; another of the masterful pieces of / "One of One the greatest achiever* achievements ^ work the Union has done, hot only our Union has made for its mem­ ^pr people like myself, but for the. bers is the Harry Lundeberg Schools younger men who are just starting ' I was very much with the school's facilities and the . ^ through upgradin, splendid training programs. . ' grams at the school J have never Aptv/tnfi whn hnv h/t/t tha nrhtilntoa 'V;. ntft a n #»«/>»• ornun of ni t%oe\n1. Anyone who has had the privilege met finer group people. The /„\.i ' ^ "I don't know where to begin to describe my surprise at the educational facilities we have here at will tell everyone I meet both sodally and at work what a wonderful tnU this tUif school v^hnnl is if doing and nvtA the tha job • ,; ' , / , 'K'' - sA:'> ra 'inti/>rt/1Sno thi<! c/^Ptnnf ing up the pay scales, has other benefits suck as the medical and hos­ pital plan for members and their families; also retirement which will allow me to live in comfort, and death benefits which would help my . family. And further, I have the op­ portunity to advance myself in my field by returning to the school. It's a wonderful opportunity.'" j industry as well. . SSB Starting Dates for Classes Tankerman: Aug. 9,23; Sept. 6,20; Oct. 11,25. Master: Aug. 13. Mate: Aug. 13. Able Seaman: Aug. 9; Sept. 6; Oct. 11. Tugboat & Towboat Operator: Aug. 23. Deckband Training: Aug. 13; Sept. 10; Oct. 8. Lifeboatman: Aug. 9,23; Sept. 6,20; Oct. 11,25. Radar Observer: Sept. 20. ion/^horv tho lijfcrt -»»i/TFr»>#x»r« this is only the beginning stage for the school. I want to say to one and all that I am proud to be a mentber of this Union, and I am very thankful for it." \ 'aa a / a 'fviS �^ Page 4 Tankerman The course of instruction leading to certification as Tankerman consists of all aspects of loading, transferring and unloading of various cargoes carried to tank barges. The course also stresses diesel engine operation and repair with particular emphasis being placed on all safety aspects occurring in conjunction with handling fuels. All candidates,.wishing certification as Tankerman must have a letter from the cohipany for whom they have worked certifying their ability to handle the various types of fuels that they wish certification for. Length of the course is two weeks. SAMPLE TANKERMAN LETTER (WRITTEN ON COMPANY LETTERHEAD) United States Coast Guard Officer in Charge U.S. Custom House Baltimore, Maryland 21202 Gentlemen: We wish Mr man, handling to become a licensed tanker­ (types of oils; i.e., #6 oil, #2 oil, gasolines, jet fuels and asphalts) Mr Special Supplement a Hawser, Coupling Barges, Safety Fire Fighting, First Aid, Basic Engine Room Instruction, Tugboat Maintenance and Repair. This course is open to all young men between the ages of 18 to 21 who are interested in a career in the Tugboat field. Length of the course is four weeks. Lifeboatman The course of instruction leading to a Lifeboatman endorsement consists of classroom work and practical training to include Construction of Lifeboat, Lifeboat Equipment, Lifeboat Commands, Types of Davits and Their Use, Emergency Launching Operations. Also included in this course is actual practical experience to include launch­ ing, letting go, rowing and maneuvering lifeboat in seas, recovery of man over­ board, Fire Fighting and Emergency Procedures. All Seafarers in all departments who have a minimum of 90 days seatime are eligible for the course. (This lifeboat course is approved by U.S. Coast Guard and supersedes the normal requirements of a minimum of one year seatime in the Deck Department or two years in the Steward and Engine Departments to qualify for endorsement as Lifeboatman.) This course of instruction consists of the normal course of instruction for Lifeboat endorsement and is a minimum of two weeks. Deckhands who have the required seatime and wish to continue and upgrade as Able Seaman may elect to continue after the Lifeboat course. has been assisting in the handling of these fuels and has worked on the Radar Observer , (name of boat) (official number) He has b.en instructed in the general arrangement of cargo tanks, suction and dischari; • piping and valving and, also, the cargo pumps. He has been instructed in lire extinguishing equipment and shutdown systems. Very truly yours. Master The course of instruction leads to the preparation for the Coast Guard Radar Observer examination. It includes Radar Theory, Practical Plotting, Instruc­ tion on the Operation and Maintenance of the Marine Radar and Rapid Radar Plotting Techniques. All candidates must hold a valid deck license. Length of the course is two weeks. (Uninspected Vessels Not Over 300 Gross Tons) The course of instruction leading to licensing as Master consists of the fol­ lowing areas: Celestial Navigation, Rules of the Road, Chart Navigation, Handling of Tugboats, Seamanship, Aids to Navigation and Safety. All candidates wishing to qualify for a license as Master of Uninspected Vessels must have 4 years at sea on deck, of which 1 year must have been as a licensed Mate (when the applicant presents a letter of service or experience which does not meet the specific requirements of the Coast Guard regulations but is a reasonable equivalent of the required service, he may be eligible at the discretion of the Officer in Charge for a license as Master or Mate). He must also pass a physical examination. Length of the course is six weeks. Mate (Uninspected Vessels Not Over 300 Gross Tons) The course of instruction leading to licensing as Mate consists of the follow­ ing areas: Celestial Navigation, Rules of the Road, Chart Navigation, Handling of Tugboats, Seamanship, Aids to Navigation and Safety. All candidates must have served 3 years at sea on deck, and be able to pass a physical examination. Length of the course is six weeks. Able Seaman The course of instruction leading to endorsement as Able Seaman 12 Months Any Waters or Able Seaman Unlimited Any Waters consists of classroom work and practical training to include: Basic Seamanship, Rules of the Road, Wheel Commands, Use of the Magnetic Compass, Cargo Handling, Knots and Splices, Blocks and Booms, Fire Fighting and Emergency Procedures, Basic First Aid. All candidates wishing to qualify for Able Seaman endorsements must either have or first complete the separate lifeboat course offered at the school. All candidates for endorsement as Able Seaman 12 Months Any Waters must show discharges totalling a minimum of 12 months seatime as Ordinary Seaman. All candidates for Able Seaman Unlimited Any Waters must show dis­ charges totalling 36 months as Ordinary Seaman or Acting Able Seaman. All HLS graduates from the Harry Lundebcrg School at Piney Point can qualify for Jhe 12 months Able Seaman endorsement after eight months as Ordinary Seaman, but are required to stay at HLS 30 days. The course of instruction for Able Seaman normally runs for two weeks. However, students may repeat the course if necessary. Tugboat and Towboat Operator The course of instruction leading to licensing as Tugboat or Towboat Opera­ tors covers Rules of the Road, Engine Room Operation, Economics and History of the Industry. All candidates wishing to qualify for a Tugboat or Towboat License must be at least 21 years of age. All candidates for licensing as a Tugboat or Towboat Operator must have at least one year of experience as operator of towing vessels within the last 36 months. All candidates for licensing as a Tugboat or Towboat Operator must be able to pass an eye examination of at least 20/100 in both eyes correctible to at least 20/20 in one eye, and 20/40 in the other eye. All candidates for licensing as a Tugboat or Towboat Operator must have normal color vision. Length of the course is twelve days. Deckhand The course of instruction leading to certification as Deckhand consists of classroom work and practical training to include Knots, Splicing, Towing on SlU-A&G • IBU • Name -Age (Last) (First) (Middle) Address(Street) -Telephone. (City) (State) (Zip) Book Number. (Area Code) -Seniority Port and Date Issued Social Security # HLS Graduate: Yes • No • -Ratings Now Held. Lifeboat Endorsement: Yes • No • Dates Available For Training I Am Interested In: A&G—DEEP SEA ENGINE DECK • • • • AB 12 Months AB Unlimited Quartermaster Lifeboatman • • • • • STEWARD QMED • Electrician FWT • Dk. Eng. Oiler • Jr. Eng. Dk. Mech. • Pumpman • Machinist Reefer • Boilermaker • • • • Assistant Cook Cook & Baker Chief Cook Steward IBU—INLAND WATERWAYS TOWBOAT • River-Operator • Inland Waterway-Operator • Ocean-Operator (not more than 200 miles) • Ocean-Operator (over 200 miles) • • • • • Radar Observer Mate Master Pilot Tankerman RECORD OF SEATIME —RIVERTIME (Show only amount needed to upgrade in rating checked above or attach letter of service, whichever is applicable.) SHIP OR TUG PORT. RATING HELD DATE OF SHIPMENT DATE OF DISCHARGE -DATE. SIGNATURERETURN COMPLETE APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 "7 of le 7 »g id el K 5h )e i1}e le je )e 6. >n m le vs je )e le HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING APPLICATION Check program for which you are applying: f-m le !n 7 in �ry of le ry «g id el ts. ;h »e i- the exhibition. Nor will the perils of the sea, the shoals, the reefs, the pirates and the wreckers be ignored. One of the exhibits in the hall will be a model show­ ing seamen's quarters fashioned from a foc'sle to be cut out of an old Great Lakes' steamer. The engine room has been stripped from the old U.S. Coast Guard lighthouse tender the SS Oak. Her twenty-nine ton coal burning engine will occupy two levels of the museum's hall. The pilot house taken from an American towboat will be the keystone of another exhibit, complete with sound and motion effects simulating river trans­ portation. 1- $e le te )e 6. m in / tR vs je )e le Dr. Jackson has hunted all over the world for artifacts relating to America's seafaring past, and has discovered many 18th and 19th century items in­ cluding a tattoo kit. The curator said the glorious tattoo outfit is "ab­ solutely complete." It includes the most wonderful tattooes. Such as "Death Before Dishonor," "Mother" I and other tattooes which have gone out of style nowa­ days. A replica of a Colonial warehouse along with goods Americans imported and exported in those days will be on view. Nearby will be a diorama of an early ship­ yard on a river where two shipbuilders will be raising a schooner and turning out an iron ship. Also on view will be whaling tools. A 24-pounder, the Dahlgren howitzer cannon was used in the 1850s on merchant ships. A waterfront exhibit is planned with a slop shop, crimp shop, shipping office and a professor tattooing a mariner. , J on~St. Mary's River which flows into Chesapeake Bay unship at Piney Point, Md. Pictured is a 1,000 h.p. marine steam engine of 1906 which burned oi! at 487 rpm. Here's a compound marine steam engine on exhibit that once powered a merchant ship. Page 13 �Profitable Arrangement i > CHAMJCSW MORGAN usftc • vv-.' ^ • •I .• -:e HISTORIC PRESERVATION Appreciates Opportunity I sincerely want to take the time to thank the union for the opportunity it gave my son, Charles McLanen, to apply for an SIU scholarship. Being an SIU baby, I never dreamed that he would have the opportunity. In fact, he never would have if it hadn't been for die union which made it possible. It gives my family and I great pleasure to thank the SIU again for the great opportunities which the union has given allttfus. Fraternaiiy, Jos^h M. MdLaitfin, M1209 Remembered First Step In Right Direction For the first time, the federal government has established some incentives for using American-flag ships in the carriage of some of the nation's oil imports. The break came in a Presidential Procla­ mation which offers importers a financial incentive to use U.S. tankers to bring cer­ tain petroleum supplies from the Virgin Islands, Guam and American Samoa. De­ tails appear elsewhere in this issue. The action represents an important break with a tradition—a tradition which holds that this kind of cargo preference is a dis­ ruption of "free trade." Yet, all of us are aware of the cargo preference laws of virtually every other maritime nation which reserves varying cargo for their own ships. So, for Seafarers and all of the U.S. maritime industry, the Administration's ac­ tion is the first step in the right direction— a step toward the kind of cargo jpreference laws the nation needs. In the case of oil and oil products, the need becomes more acute each day. We are importing more than six million barrels of petroleum and petroleum products every day and virtually every drop comes to our shores on foreign-flag vessels. What would happen to those shipments in time of crisis or national emergency? That is the security question which we must face. Seafarers can salute the action which, for the first time, gives a preference to Ameri­ can tankers in the carriage of some oil im­ ports. But there is more to be done. We will continue to press for legislation to require that a portion of all of our oil imports be carried on American-flag ships. We believe it is a matter of our security— both personal and national. Inland Waters Must Be Free America's vast system of inland water­ ways provides many vital services to millions of Americans dailv. Food, fuel oil, gasoline and many other products are transported quickly and at low costs over thousands of miles of these nav­ igable inland waterways, via barges, towboats, and tugs, to hundreds of ports in 38 of our 50 states. This industry has grown over the years— but now because of the ever increasing needs of the American consumer, growth for the industry in the future could be even greater. To successfully explore all the future pos­ sibilities of the U.S. maritime industry's last domestic frontier, there must be coopera­ tion between government, labor and man­ agement. Several progressive steps in the right di­ rection have already been taken. The Merchant Marine Act of 1970 made available to the towboat owners a mortgage •guarantee program which had been previ­ ously available only to deep sea vessel op­ erators. Also doing its share, the SlU-afliliated Inland Boatmen's Union, with the coopera­ tion of management, has initiated important Page 14 training and upgrading programs for its members at the Harry Lundeberg School in Piney Point. These farsighted programs are preparing qualified men for the industry's increasing manpower needs. .Recently though, several members of Congress have been trying to muster support for a proposal that would impose a system of tolls or other user charges for traffic on America's inland waterways. The SIU, and its affiliated Inland Boat­ men's Union are strongly opposed to this legislation, and urges all those who are in­ terested in the future growth of this vital transportation system to oppose this short­ sighted proposal. Such a law would not only bring to an abrupt halt all of the progress the industry has made in the past few years, but would have serious effects on the very future exist­ ence of the industry. Shippers would find alternate means of transportation, such as railroads', for their goods—and this would result in the loss of cargoes for the carrier. This necessarily means the loss of thousands of jobs. We must keep our inland waterways free —as they have always traditionally been, I am writing in regard to SIU engine department member' David Douglas who passed away on Fbb. 19. David was a fine man, a hard worker, a good shipmate, and a tribute to the vessel He is a real loss to the merchant shipping Industry. T.B. Castle, Master SS TEanscoloiado.' . Pent -'Well Done! r ' I appreciate the recent issue of the Seafarers tx>g con- ' ^ iioing the letter from U. S. Congressman Johtt:.H.-:'Dente|||j responding to the letter he ^received from the (^4 Flag Outfit". _ . ^ No flag waving—Just good American logic and spirit— ...^ Congressman Dent is evidendy ohe IIS. 1^ : you could address as "Honorable" and really feel pretty about it. - .• Art Lomas'' '.'f. v "/v Bronxville, New Yoilt Winner , - qijartefs at B " Fve enjoyed my course work more than 1 have since , ..arted two years ago. At this point, I've completed all the groiqi iequjiem« thm I need at BGSU, allowing me to concentrate on specific interests. In the last two years, Fve earned enough credit hours so that if I really wanted to I could graduate in a year (four quarters). But Fve elected not to do that. In­ stead I've decided to complete a double or possibly a triple , ^ major. RicluirdA.Sinrtla a . y 1 as soon as I i -* iwly 1973 HllllSSlii Vol6t«« XXXV, Na. 7 laws? ArL-CIO Executive Board 4 t Paul Hall, President Cal tanner, fxecuf/ve Vice-P,evident Earl Stiepard, Vice-President Joe DiGiorgio. Secretary.Treasurer Lindsey WIIHams. Vice-President Frank Oroaak, Vice-President Paul Drozak, Vice-President r.1: Seafarers Log �i SiU's Bosuns' Recertificatibn Prografn '5; - T 'i The second class of Bosuns—selected by the Bosuns Recertification Committee—has begun at the Ltmdeberg School in Piney Point. Attending the class are Seafarers Walter Nash and James Gorman from the Port of New York; Veiko Pollanen and Jean Latapie, New Orleans; Dennis Manning, Seattle, and Malcolm Woods, San Francisco. During the four-week program, specialized instruction is provided on the operation of the new ships including the Sea-Land SL-7's, Falcon Tankers, LNG tmkers, RoUGn-Roll-Ofif ships, and barge-carrying LASH-type ships. Instruction is also provided on new types of paints, new kinds of lines and splicing procedures, and instruc­ tion on freightships with emphasis on jumbo booms. i.t H. Dennis Manning Seattle Over a period of years I have heard pro and con about the Harry Lundeberg School of Seamanship but now that I have had the chance to see for myself, I am very im­ pressed with what I see. I highly recommend that anyone who has the chance come to the school and see for himself. It cer­ tainly is a far cry from the days when most of us started going to sea, and it gives these men the basic training they need before actually going aboard ship. I I 1 § I / "' ' Malcolm B. Woods San Francisco To say that I am amazed would be the understatement of the year. It took a trip here to Piney Point to erase the doubts I had built up over the years. The format laid out is excellent and the instructors are constantly trying to improve on it. Discussions are open, varied and lively, and no topic is taboo. The school is run by people who want to see everyone advance. I also learned a lot about our Union and I know that others can benefit also if they are willing to take the time and effort. With everyone working together, we can achieve many goals. M U • i, James Gorman New York Piney Point is the best; and the education programs here are the fin­ est available anywhere for anyone who wants to upgrade. You also can't beat the groceries and recrea­ tion. The only way to really know what this school is all about is to come down and see it yourself. The training and the union education courses can help everyone of us, whether we have been going to sea for years or are just starting out. Walter Nash New York I am back at Piney Point for the Bosuns Recertification Program and I can truly say that it's the place to be. The staff are all very much in­ volved in the program. The classes are very interesting and educational. We are learning much about the new ships, including the LNG's, LASH, and the Roll-On-Roll-Off types. There is also a lot to do for recreation to keep us occupied. The training programs are good for all of us, and I think every member of the SIU should take the time out to come down here. - • 4 - f' IT*' . Jean Latapie New Orleans I have been going to sea for 25 years, but I have learned more about our Union since I have been in Piney Point than I did in all those years. This program is good for all who want to upgrade themselves. The instructors are fine and try to help in every way. They teach as much as they can about the new ships that are being built today, and you don't have to worry about going hungry while you are here because they have some of the best meals you can find anywhere. I am proud to be here, and I am learning a good deal. Veikko Pollanen New Orleans Piney Point is a beautiful place and is something all our members should see. The upgrading and training programs that are going on here are what we need to keep our ships sailing with a full crew. The training is good for the older mem­ bers as well as the young men just starting out. As soon as you walk in, everyone here makes you feel at home. This is something that every one of our members should take the time to see. I have , already learned much about some of the new ships and also about our Union. This is great for any SIU member. Page 15 �T Know Yinr Riglits mm DISPATCHERS REPORT Atlanflc. Gulf & Inland Waters DUtrlet JUNE 1-30, 1973 Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa -bile New Orleans Houston Wilmington San Francisco Seattle Totals ".... TOTAL REGISTERED TOTAL SHIPPED An Groups Class A Class B All Groups Class A Class B Class C 8 80 7 3723 6 33 70 89 18 11 36 424 1 17 7 4 7 13 7 6 7 21 21 3 23 137 8 75 7 20 10 19 3 22 34 112 9 10 26 355 4 15 5 1 9 8 6 4 7 41 14 1 13 128 2 6 0 1 1 0 3 0 1 8 0 0 0 22 Port DECK DEPARTMENT REGISTERED ON BEACH All Groups Class A Class B 17 148 19 88 7 45 7 53 141 58 29 121 47 780 1 28 20 11 0 12 4 9 17 40 17 36 25 220 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle Totals Port 4 57 8 26 6 23 6 15 62 63 9 18 22 319 Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle Totals 0 62 6 13 8 14 6 19 34 2 38 5 9 4 19 7 12 24 44 7 14 21 206 2 62 4 17 8 20 3 16 36 70 38 14 14 304 0 35 3 13 9 13 1 15 15 47 15 7 17 190 1 5 0 0 1 2 5 0 5 21 0 0 3 43 4 97 11 50 7 15 11 42 111 52 11 95 21 527 3 54 11 12 0 15 3 21 44 38 9 57 21 288 STEWARD DEPARTMENT 12 5 243 0 80 5 3 1 6 5 7 5 9 7 4 7 139 1 78 4 9 7 10 3 13 14 52 4 4 10 209 0 76 2 11 4 1 3 5 2 7 3 0 6 120 0 40 1 0 2 0 4 0 0 4 2 0 6 59 1 127 15 30 1 12 9 44 73 28 17 59 24 440 0 145 10 11 0 10 6 5 10 39 12 28 5 281 986 482 868 438 124 1,747 789 The above totals clearly illustrate the strong job security enjoyed by Seafarers. During the period of June 1-30, 1973, of the 1,430 jobs shipped, 868 were filled by full book members. Therefore, there were 562 permanent jobs available to full book members not taken by full book men. Totals AU Depts. Chester Coumas Please contact your sister, Dorothy DeBauw, as soon as possible in New York City. James M. MacCrea Please contact R.L.W., c/o General Delivery, Main Post Office, New Or­ leans, La. Herbert W. Davis Please contact your sister, Mary Wil­ son, as soon as possible at 929 S. Lane Ave., Jacksonville, Fla. 32205. Donald F. Ollery V Please contact M. C. Abrio at No. ;31 Fontaine St., East Bajac-bajai. D Longapo City, Philippines. Page 16 John Spak Please contact Ann L. Lee at Metro­ politan Life, One Madison Ave., New York, N. Y. 10010. Jose Taibo Arevalo Please contact Juan Taibo Novoa as soon as possible. Oscar M. Raynor Your daughter, Linda Raynor, asks that you contact her as soon as possible at Route 2, Box 28, Butler, Ala. 36904. Woodrow Drake Please call Jim Robinson collect at Boccardo Law Firm, San Francisco, Calif., telephone 415-391-3700. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accord­ ance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts Iwtween the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275-20tb Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplyirig a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should imme­ diately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against be­ cause of race, creed, color, national or geographic origin. If an^ member feels that he is denied the equ^ rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic inter­ ests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment op­ portunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All con­ tributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by. reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and approp.'iate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been vioiated, or that he has been denied his constitu­ tional right of access to Union records or information, he should immediately notify SIU President Paul Hall at head­ quarters by certified mail, return receipt requested. Seafarers Log �Transoregon-A Round-Trip Every 10 Days v:.'•,/•: , / .•• • •••'•; \;V: J; . ''v-v -v-":C:-r::.,_. Seafarers Log • -z. 1 The SlU-nuuined containership Transor^on receady paid off in thePort of Weehawken, NJ. after anodier good round-trip to Puerto Rico. Brodier Allen '*Sidebums^ Ferrell (below) goes ashore to yi^t membeis of his fomily Itofore leaving on another run. Third Cook Bernard Boa (lower left) prepares lunch for his ship­ mates. niiladelphia bom Seafarer Ivar Ander­ son (lower right) stands gangway watch. Brother Anderson has been sailing for 23 years. Page 17 �New SlU Pensioners that effective on July 1, 1973, a new Social Sipruri providing that all persons who have been disabl^ for 24 cons^iitive months are now entitl^ to benefits under the ^Medicare program, regardless of their age. S V Pensioners who become eligible through Medicare must enft)!! in Part A or Part B of the Medicare Program by signing the Health insurance Card the Social Security Administration will forward to you, and which they will retain in your personal file. As a pensioner properly covered under Medicare, all your bills listing the hospital or doctor's Federal Taxpayer Identification Number pertaining to the medical treatment rendered, must first be submitted to Medicare for payment, with subsequent sutnnission to the SIU Welfare Plan office, with statements from Medicare indicating exactly what ^penses Medicare paid,^ and any ouhitanding balance due. If your Special Disability Benefit or Disability Pension became effective prior to December 1, 1971, you will be entitled to receive payment of all of the excess charges not paid by Medicare for the treatment rendered to you. However, Special Disability Benefit and Disability Pensioners whose pen­ sion became effective on or after December 1,1971, and who are entitled to receiveTree qare at the ilSPHS Hospital at the time they went on pension, must continue to maintain their eligibility to receive treatment at the USPHS Hospital. The SIU Welfare Plan has undertaken the responsibility of paying the Medicare Premium of $6.30 starting July 1, 1973 for all those eligible covered under the Medicare Program, providing you enroll in Part B of the Medicare Program. Upon submission of your Health Insurance Card indicating the effective date of your coverage under both Part A and Part B of the Medicare Pro­ gram, reimbursement of the Medicare Premium wiU automatically be in­ cluded in your monthly pension checks commencing with the month you become eligible for benefits under Part B of the Medicare Program. --- Charles L. HIppard, 67, joined the SIC in 1932 in the Port of Philadel­ phia. A native of Eldorado, III., he now makes his home in Galveston, Tex. Brother Hippard sailed as chief stew­ ard. Adam Miller, 64, is a life-long resi­ dent of Baltimore, Md. He joined the Inland Boatmen's Union there in 1957 and sailed as mate. Simeon M. SImos, 45, joined the SIU in 1951 in the Port of New York. Bom in Rumania, he now resides in Brook­ lyn, N.Y. Brother Simos sailed in the steward department. Luther J. Patin, 59, is a native of St. Landry, La. and now makes his home in Metairie, La. He joined the SIU in 1951 in the Port of New Orleans and sailed in the deck department. Brother Patin is a Navy veteran of World War II. Ulpiano A. Enriquez, 77, is a native of the Philippine Islands and now makes his home in Philadelphia, Pa. He joined the SIU in 1947 in the Port of New York and sailed as chief stew­ ard. Brother Enriquez is a Navy Vet­ eran of World War I. Oliver S. Ange, 62, is a native of North Carolina and -now makes his home in Norfolk, Va. Brother Ange joined the Inland Boatmen's Union there in I960 and sailed in the engine department for McAllister Bros. Dehner Flynn, 65, joined the SIU in 1953 in the Port of New York. A native of Tampa, Fla., he now makes his home in Ridgewood, N.Y. Brother Flynn sailed in the engine department. Guy W. Walter, 65, is a native of Maryland and now makes his home in Bloomfield, N.J. He joined the union in 1939 in the Port of Baltimore and sailed in the steward department. He is an Army veteran of World War II. John A. Schultz, 64, is a life-long resident of New Orleans, La. He joined the union there in 1955 and sailed in the steward department. Brother Schultz served in the Army for 14 years from 1941 to 1955. Stanley A. Holden, 65, joined the SIU in 1944 in the Port of New York and sailed in the steward department. He served in the Army for seven years from 1927 to 1934. Brother Holden is a resident of Punta Gorda, Fla. 'i'. i.rr Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid May 24—^June 21,1973 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical Special Equipment PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Exp Surgical Optical Blood Transfusions Special Equipment Meal Books Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan • Total Welfare, Pension & Vacation Page 18 Number Amount MONTH TO DATE YEAR TO DATE 18 1,550 256 8 8 6,451 2 244 11 116 3,832 2,467 126 32 52,733 12 1,648 212 50,401.62 1,550.00 768.00 734.75 481.50 51,664.00 741.76 4,846.09 659.20 301,802.12 3,832.00 7,401.00 26,956.10 1,798.50 421,920.00 2,982.91 35,135.94 6,597.70 3,089 452 936 166 39 1,336 1 97,166.13 2,053.90 17,615.50 7,484.70 357.75 3,474.36 144.00 582,667.59 12,689.29 115,462.13 41,234.14 2,229.25 26,531.34 144.00 516 69 139 32 9 138 1 ^ MONTH TO DATE 7 Ill 138 13 58 4 5 — — 1,447 54 915 932 112 514 10 24 2,259 2 9,896 21,000.00 16,181.65 4,199.30 2,843.00 919.10 240.00 897.00 — 70 — 11,235 2,089 1,186 14,510 81,985 14,280 8,927 105,192 Hoyt L. Hackney, 56, is a native of Arkansas. He joined the SIU in 1951 in the Port of Galveston and sailed in the engine department. Brother Hackney now makes his home in Coal Hill, Ark. 8,882.1^ YEAR TO DATE 162,000.00 166,657.71 30,420.76 19,673.91 8,971.49 639.00 3,868.14 22,590.00 600.00 60,966.50 23,974.17 295,305.41 2,089,745.69 504,080.00 3,430,109.51 573,218.64 4,665,622.17 $1,372,604.05 $10,185,477.37 William A. Ford, 65, joined the SIU in 1946 in the Port of Baltimore. He is a life-long resident of that city. Brother Ford sailed in the steward department. Anton Sandberg, 64, joined the SIU in 1960 in the Port of Detroit. A native , of Minnesota, he now makes his home in Frankfort, Mich. The Great Lakes Seafarer sailed in the engine depart­ ment. Nathan Goldfinger, 60, is a native of New York City. He joined the SIU there in 1951 and sailed in the engine department. Brother Goldfinger now makes his home in New Orleans, La. Wesley Woriunan, 62, is a native of New Jersey and now makes his home in Port Arthur, Tex. He joined the SIUafiSliated Inland Boatmen's Union in 1963 and sailed as cook for Sabine Towing Co. William Tank, 54, is a life-long resi- , dent of New Orleans, La. He joined the ' union in 1953 in the Port of New York and sailed in the engine department. Brother Tank is a Navy veteran of World War II. Eraest Coludrovich, 61, was bora in Boothville, La. and now makes his home in New Orleans, La. He joined the IBU there in 1956 and sailed in the steward department. Brother Coludro­ vich is an Army veteran of World War n. Alister W. Forsyth, 65, is a native of Glascow, Scotland and now makes his home in Norfolk, Va. He joined the Inland Boatmen's Union there in 1960 and sailed as cook. Brother Forsyth is an Army veteran of World War II. Ramon Gonzalez, 63, joined the SIU in 1944 in the Port of New York. He is a resident of Playa Ponce, P.R. Brother Gonzalez sailed in the engine depart­ ment. Joseph W. Gihowlcz, 65, is a life­ long resident of Baltimore, Md. He joined the SIU there in 1960 and sailed in the engine department. Brother Gibowicz is an Army veteran of World War 11. Allen M. Sherrill, 64, joined the In­ land Boatmen's Union in 1964 in Port Arthur. He is a life-long resident of Orange, Tex. Brother Sherrill sailed in the engine department. Frank Pieczykoln, 50, is a native of Pennsylvania and now makes his home in Columbia, Miss. He joined the SIU in 1951 in the Port of New Orleans and sailed in the steward department. Brother Pieczykoln is an Air Force veteran of World War II. �CHESSMATE San Francisco Committee OF THE SEA BY GEORGE J. VANA FOR THE NOVICE WHITE DRAWS IN TWO BLACK Relaxing in the messroom during the payoff of the San Francisco (SeaLand) in Port Elizabeth, N.J. is the ship's committee. From left are: A. Janacea, steward delegate; T. Kegney, educational director; W. Walton, engine delegate; B. Weinberg, chairman, and A. Trotter, deck delegate. Overseas Aleutian Committee FOR THE EXPERT WHITE MATES IN THREE The ship's committee aboard the Overseas Aleutian (Maritime Overseas) agree it was a smooth 60-day trip to Odessa, Russia. From left are: B. W. Harber, engine delegate; H. Morris, steward delegate; H. Dill, educational director; W. J. Burkeen, chairman; R. Brock, deck delegate, and M. Maldonado, secretary-reporter. She docked in Port Newark, N.J. last month after loading wheat in May. She brought oil from Tuapse, Russia. Notre Dame Victory WHITE J . • ^ .Amateur , > Mwa H*a ««o H 'z my ra-H In the new recreational room of the Notre Dame Victory (Ecological Ship­ ping Corp.) the ship's committee takes a minute for this picture. From left are: Tim Fleming, steward delegate; Clyde Gibson, secretary-reporter; Rocco Tomeo, educational director; Bob Lord, ship's chairman, and Bill Perridge, deck delegate. It was the maiden voyage for the ship which paid off in the port of Philadelphia after bringing oil from Nigeria. July ld73 Page 19 �Digest ef SlU PITTSBURGH (Sea-Land), May 6 —Chairman Stanley Sokol; &cretary R. De Boissiere; Educational Director Andrew C. Lutey; Deck Delegate John O'Dea; Engine Delegate Wilfred P. Roux; Steward Delegate Roberto Prin­ cipe. No disputed OT. A vote of thanks to Captain Davis, the mates, engineers and crew for a smooth crossing. Next port Yokohama. OVERSEAS ALICE (Maritime Overseas), May 13—tZhairman Robert McCutcheon; Secretary Joe Powers. $20 in ship's fund. No disputed OT. Everything running smoothly. JOHN TYLER (Waterman), May 13—Chairman Lee Harvey; Secretary T. Ballard; Educational Director T. Zielinski. $170 in ship's fund. No dis­ puted OT. Everything running smooth­ ly. Next port Saigon. DELTA MEXICO (Delta Steam­ ship), May 8—Chairman Tony Radick; Secretary B. Guarino; Educational Di­ rector J. G. Duke; Engine Delegate F. O. Catchot; Steward Delegate Carl Treittler. Crew received and read copies of SIU fact sheet and found it inter­ esting; would like to receive more in the future. Request crew to give dona­ tions to SPAD. Vote of thanks to the steward department for a job well done. Next port Houston. KEVA IDEAL (Ideal Cement Co.), May 13—Chairman L. Gribbon; Sec­ retary S. Cutierez; Educational Director Newson; Deck Delegate E. Nelson King; Steward Delegate Walter H. Har­ ris. $9.47 in ship's fund. Discussed SIU fact sheet and advised men that anyone wishing to receive fact sheet at home may do so by filling out card and mailing it to headquarters. Next port W. Palm Beach, Fla. TRANSHAWAH (Hudson Water­ ways), May 20—Chairman M. Kemgood; Secretary J. Gross; Educational Director N. Paloumbis. No disputed OT. Everything running smoothly. WARRIOR (Sea-Land), May 20— Chairman Jose Gomez; Secretary E. B. Tart; Educational Director Jaime Pantoja. No disputed OT. Everything run­ ning smoothly. Stood for one minute of silence in memory of our departed brothers. WILLIAM T. STEELE (Texas City Tankers), May 13—Chairman James Thomas Mann; Secretary J. G. Lakwyk; Engine Delegate Travis H. Brew­ er Jr.; Deck Delegate John Little Jr.; Steward Delegate Emmons A. Kirchhar. $13.25 in ship's fund. No disputed OT. One minute of silence observed in memory of our departed brothers. Next port Puerto Rico. STEEL ARTISAN (Isthmian Lines), May 19—Chairman W. R. Kleimola; Secretary J. W. Sanders; Educational Director D. Able; Deck Delegate E. J. Rokicki; Engine Delegate J. Reyes; Steward Delegate P. Laboy. No dis­ puted OT. Posted SIU fact sheet No. 4. Vote of thanks to the steward depart­ ment for a job well done. TRANSONEIDA (Hudson Water­ ways), May 13—Chairman W. Tillmann; Secretary T. Ulisse; Educational Director J. Coyle; Deck Delegate H. Alberson; Engine Delegate C. Mehl; Steward Delegate J. Johnson. Some disputed OT in deck department. Vote of thanks to the steward department for a job well done and thanks to the crew for cooperation with steward depart­ ment. Next port Oakland. Page 20 SAN JUAN (Sea-Land), May 6— Chairman C. Mozel; Secretary L. Ben­ nett. $30 in ship's fund. $30 in movie fund. All communications posted. Ev­ erything running smoothly. Next port Kobe. ERNA ELIZABETH (Hudson Wa­ terways), May 6—Chairman Leonard J. Oldbrantz; Secretary C. E. Turner. Some disputed OT in deck and engine departments. Letter from Frank Drozak about repairs was posted. All crewmembers to take care of the laundry room and keep the messroom and pan­ try clean. Next port Donges, France. ARGENTINA (Delta Line), May 27 —Chairman Ewing A. Rihn; I^cretary Dario P. Martinez. $5.95 in ship's fund. No disputed OT. Discussion on SIU fact sheet No. 4 which was received from headquarters outlining the im­ portance of SPAD donations. Impor­ tance of the Alaskan pipeline and how we will benefit in the future by creating more jobs for members was also men­ tioned. Everything running smoothly. POTOMAC (Empire Transport), May 27—Chairman (^. D. Merrill; Sec­ retary R. F. Devins; Educational Di­ rector Hartley; Engine Delegate D. B. Busby; Steward Delegate M. F. Cole­ man. Some disputed OT in deck de­ partment. Vote of thanks to the steward department for a job well done. EAGLE VOYAGER (Sea Trans­ port), May 6—Chairman Farsbetter; Secretary Longfellow; Educational Di­ rector O'Neil. No disputed OT. Vote of thanks to crew for taking care of messhall and vote of thanks to the stew­ ard department for a job well done. Next port Gibraltar. WESTERN HUNTER (Colonial Tankers), May 5—Chairman John Pience; Secretary Creste Vola; Educa­ tional Director James Brock. No dis­ puted OT. Everything running smooth­ lySEATTLE (Sea-Land), May 6 — Chairman J. Gianniotis; &cretary Wil­ liam Hand; Educational Director A. Tselentis. Some disputed OT in deck department. Vote of thanks to cooks for doing a fine job. OAKLAND (Sea-Land), May 8— Chairman Fred Dorney; Secretary N. Johnson; Educational Director M. Qezuice. $35.30 in ship's fund. $192 in movie fund. No disputed OT. Every­ thing running smoothly. NATIONAL DEFENDER (Nation­ al Transport), May 20—Chairman M. Beeching; Secretary W. G. Hamilton. Some disputed OT in engine depart­ ment. Everything running smoothly. Next port Houston, Tex. GEORGIA (Seatrain Lines), May 13 —Chairman D. Backrak; Secretary G. M. Wright; Educational Director R. Gerrecht. No disputed OT. Everything running smoothly. Observed one min­ ute of silence in memory of our de­ parted brothers. Next port Guam. YELLOWSTONE (Ogden Marine), May 27—Chairman J. C. Baudain; Sec­ retary B. Rucker. No disputed OT. Vote of thanks to the steward depart­ ment for a job well done. SAUGATUCK (Hudson Water­ ways), May 6—Chairman Leo Para­ dise; Secretary R. Cobb; Educational Director A. Rattkovitch; Steward Dele­ gate Melvin E. Jones. No disputed OT. Vote of thanks to the steward depart­ ment for an outstanding job. Next port Newington, N. H. SEALAND McLEAN (Sea-Land), May 1—Chairman John Hunter; Sec­ retary G. Walter. No disputed OT. Vote of thanks to the steward depart­ ment for a job well done. Discussed what time movies would be shown so steward department would not miss the opening showing. SL COMMERCE (Sea-Land), May 6—Chairman Gene Dakin; Secretary W. J. Moore; Educational Director William Heater; Deck Delegate Don Rood; Engine Delegate Thomas Mega; Steward Delegate Stonewall Jackson. $12 in ship's fund. Educational film aboard concerning instructions on in­ flatable life rafts. Picked two men from each department to form a safety com­ mittee to report at every meeting. OVERSEAS ULLA (Maritime Over­ seas), May 6—Chairman H. L. Perkinson; Secretary J. A. Hollen; Educa­ tional Director Gary J. Bryant; Engine Delegate Franklin R. Wright. No dis­ puted OT. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. CHICAGO (Sea-Land), May 6Chairman B. Maxwell; Secretary A. Reasko; Educational Director Dale Susbilla. $12.20 in ship's fund. Every­ thing running smoothly. Stood for one minute of silence in memory of our departed brothers. MORNING LIGHT (Waterman), May 6—Chairman Danny Cerminer; Secretary J. Pursell. $17 in ship's fund. New drinking fountain to be placed in passageway. Vote of thanks to the steward department. CHARLESTON (Sea-Land), May 20—Chairman Antonio Kotsis; Secre­ tary Roque Ramos; Educational Di­ rector Joe N. Atchison. No disputed OT. A vote of thanks to the steward de­ partment for a job well done. HURRICANE (Waterman), May 13 —Chairman Jimmie Gamer; &cretary J. F. Castronover. Some disputed OT in deck department. Seafarers Log was received and distributed. Everything nmning smoothly. Next port Naha. FALCON PRINCESS (Falcon Tankers), May 6—Chairman R. Marreso; Secretary C. L. White. $80 in movie fund. Some disputed OT in deck department. Everything running smoothly. Observed one minute of si­ lence in memory of our departed broth­ ers. DEL ORO (Delta Steamship), May 6—Chairman A. Burch; Secretary C. Shirah; Educational Director O. P. Bailey; Deck Delegate Julius P. Thrash­ er; Engine Delegate Hollis Biship; Steward Delegate Michle Dunn. Spe­ cial vote of thanks to the electrician for a job well done. Some disputed OT in deck department. Observed one minute of silence in memory of our departed brothers. Next port Mobile. SCHUYLKILL (Hudson Water­ ways), May 13—Chairman Charles V. Majette; Secretary W. Reid; Educa­ tional Director B. E. Stockmon. No disputed OT. Vote of thanks to the steward department for a job well done. Next port Rota, Spain. WALTER RICE (Reynolds Metals), May 6—Chairman D. Calegros; Sec­ retary J. Lamb; Steward Delegate Rich­ ard Sherman. $17.89 in ship's fund. A vote of thanks to the steward depart­ ment for a job well done. Next port Longview, Washington. LA SALLE (Waterman), May 6Chairman Edwin Cradock; Secretary L. Behm; Educational Director B. Hubbard; Deck Delegate George Allen; Engine Delegate Milton Havens. $93 in ship's fund. Some disputed OT in deck department. A vote of thanks to the steward department for a job well done. Next port Okinawa. AMERICAN VICTORY (Victory Carriers), May 6 — Chairman R. Schwarz; Secretary F. Mitchell; Edu­ cational Director R. Moore; Deck Del­ egate J. W. Flemming; Engine Dele­ gate W. H. McNeil; Steward Delegate H. Hollings. Some disputed OT in en­ gine department. Everything nmning smoothly. Observed one minute of si­ lence in memory of our departed broth­ ers. Next port Long Beach. Ogden Wabash Committee I Following a trip to Russia with wheat, the ship^s committee on board the Ogden Wahaah (Ogden Marine) awaits payoff in Bayonne, N.J. From left are: L. Dowling, engine delegate; S. Krawczynski, educational director; M. Brown, deck delegate; T. J. Thomas, acting reporter-secretary who took over when the steward got off in Russia because of illness; Tiny Wallace, chairman, and C. Jones, steward delegate. The ship returned with oil after a smooth 65-day voyage. Seafarers Log �Tampa Ship's Committee "r . , " Money Due Seafarers The following Seafarers have money due them for wages earned aboard Delta Steamship Lines vessels, and should immediately contact: Leo English Port Purser Bienville Street Wharf Office New Orieans, La. 70150 Telephone (504) JA 2-3492 NAME Hawley, Stewart D. ... Heizer, Christopher J. . Hernandez, Alcadio T. Hoffman, George C. .. Hoffman, Lester C. ... Hofman, Douglas C. Hood, Harvey H Hood, Harvey H Hood, Harvey H Hosford, Ronald M The ship's committee gathers together on board the Tampa (Sea-Land) after a successful coastwise run. From left are: William Seltzer, secretaryreporter; Thomas Self, chairman; Victor Carbone, deck delegate; William Bhmd, educational director; James Barklay, steward delegate, and Marcus Dennis, engine delegate. TRANSINDIANA (Seatrain), May 13—Chairman A. Hanstvedt; Secretary D. Nunn, No disputed OT. Everything running smoothly. Observed one min­ ute of silence in memory of our de­ parted brothers. Next port Oakland. ACHILLES (Newport Tankers), May 6—Chairman A. L. Waters; Sec­ retary GoS. $31 in ship's fund. Some disputed OT in deck and engine depart­ ments. Vote of thanks to the steward department for a job well done. MILLICOMA (Hudson Waterway), May 27—Chairman P. Bumette; Sec­ retary V. L. Swanson; Educational Di­ rector G. Bryn. $18.17 in ship's fund. ,No disputed OT. Everything running smoothly. DELTA BRASIL (Delta Lines), May 27—Chairman Paul R. Turner; Secretary Thomas Liles Jr.; Education­ al Director John D. Burchinal; Deck Delegate William A. Pittman; Engine Delegate Lorie Christmas Jr.; Steward Delegate Walter Dimn. Crew to buy radio for crew lounge out of ship's recreation fund. Movie machine needs checking. Stood for one minute of si­ lence in memory of our departed broth­ ers. Next port Bumside, La. ELIZABETHPORT (Sea-Land), May 20—Chairman James P. Lomax. Some disputed OT in en^ne depart­ ment. Everything running smoothly. OAKLAND (Sea-Land), May 20— Chairman Fred Demey; &cretary C. N. Johnson; Educational Director M. Qezuice. $35.30 in ship's fund. $193 in movie fund. SIU fact sheet was posted on board in messhall with two letters from New York. Some disputed OT in engine and steward departments. SAN PEDRO (Sea-Land), May 12 — Chairman G. King; Secretary O. Frezza; Educational Director H. Lan­ caster. $211 in the movie fund. Some disputed OT in deck and engine depart­ ment. New washing machine needed for crew. Everything nmning smoothly. ROSE CITY (Sea-Land), May 13— Chairman Stanley Bojko; Secretary F. Sullivan. Some disputed OT in deck department. Letter posted on bulletin board from Frank Drozak. A^ vote of thanks to the steward department for a job well done. CAROLINA (Hudson Waterways), May 20 — Chairman Enos E. Allen; Secretary O. Payne; Educational Di­ rector Paul D. Bradshaw. $55.01 in ship's fund. Next trip buy one dryer for engine department. Stood for one minute of silence in memory of our de­ parted brothers. July 1973 GEORGIA (Seatrain), May 1 — Chairman D. Backrak; Secretary G. M. Wright; Educational Director R. Garrecht; Steward Delegate M. Martin. No disputed OT. Everything running smoothly. TRANSONTARIO (Seatrain), May 13—Chairman F. A. Pehler; Secretary Roy R. Thomas. Some disputed OT in deck department. Vote of thanks to the steward department for good food and service. Next port Oakland. STEEL ADMIRAL (Isthmian Lines), May 6—Chairman Billy E. Harris; Secretary James Temple; Edu­ cation^ Director Pase. Some disputed OT in deck and engine departments. Vote of thanks to the steward depart­ ment for a job well done. FAIRLAND (Sea-Land), May 15— Chairman George Burke; Secretary Frank Adkins; Educational Director George M. Alipine. No disputed OT. SIU fact sheet No. 4 was re^ and will be posted in the recreation room. Vote of thanks to the steward department. Next port New York. SL ECONOMY (Sea-Land), May 6 —Chairman J. Davies; Secretary R. Marion; Educational Director H. Messick; Deck Delegate L. Bugajewski; Engine Delegate C. Grab; Steward Del­ egate D. Velandra. Captain to try and get new inovie projector. Vote of thanks to sanitary men for doing an outstanding job. Next port Houston. TRANSCHAMPLAIN (Seatrain Lines), May 7—Chairman Louis Cartwright; Secretary James Myers; Educa­ tional Director John Cantrell; Steward Delegate M. Smith. No disputed OT. Everything running smoothly. Observed one minute of silence in memory of our departed brothers. THETIS (Rye Marine), May 5— Chairman Hendrey J. Rucki; Secretary M. Deloatch; Educational Director D. Kosicki. $9.25 in ship's fund. No dis­ puted OT. Everything running smooth­ ly. Observed one minute of silence in memory of our departed brothers. CARRIER DOVE (Waterman Steamship), May 13—Chairman Rob­ ert Broadus; Secretary Gilbert Trosclair; Educational Director Charles Bums; Deck Delegate R. D. Smith; En­ gine Delegate W. L. Smith. Some dis­ puted OT in steward department. Vote of thanks to thie baker, from the deck department, for hot coffee. Observed one minute of silence in memory of our departed brothers. Next port Aqaba, Jordan. AMOUNT ... 23.00 ... 11.85 ... 13.00 ... 5.00 ... 5.00 9.95 38.00 56.03 23.05 68.00 Jackson, Alvin J Jackson, Eddie L Johnson, Neville Johnson, Neville, Jr Johnson, Rodney R Jordan, Dewey B Juneau, Numa L.. Jr 8.06 23.00 8.06 27.00 5.55 4.00 26.54 Kirchner, James E Kirchner, James E Kirchner, James E Klondyke, Joseph Kosecki, Edward J Kosecki, Edward J Kosecki, Edward J Kowalczyk, R. J Kraemer, Frank T. Kyser, Leon M 7.82 14.48 12.50 22.00 13.00 25.15 12.30 9.00 65.70 1.00 Lacroix, Mayo M, Lacroix, Mayo M Lacroix, Mayo M Laitinen, Daniel, Jr Lambert, Reidus Latapie, Jean Lee, Archie Ben Lemoine, Sam J Lemoine, Sam J Lemoine, Sam J Lewis, Andrew H Lotz, William J Lusk, George E 35.29 40.00 46.00 11.00 13.29 44.00 9.95 4.66 287.45 10.50 5.00 11.00 11.00 Maas, Robbie J Madden, Michael D Maddox, R. C Magash, Nicholas, Jr Magdic, Matthew Mahaffey, Lester J Mallory, Dennis L Maimette, James S Mannette, James S., Jr Marcogliese, Nick Marcogliese, Nick Marion, Robert P Martin, Samuel L., Jr Martinez, Santos E McChristian, Calvin R McCaskey, Earl P. McDufiie, Elmer T McKenna, John J McKinney, Henry McKinney, Henry C McKinney, Henry C McNeely, Dell Messer, Carl Messer, Carl Missimer, Delmar B Mitchel, J. C Mixon, Iley T., Jr Mladonich, Earnest P Mohrmann, Terry L Moody, Richard A Moore, Mark F Moore, Mark F. Moss, Richard D Moss, Richard D Mueller, Herbert E Murphy, Carmelo, Jr 15.43 12.00 17.00 3.00 49.00 8.05 94.00 2.00 14.00 20.10 17.23 8.06 19.91 8.00 8.00 56.00 2.15 28.78 10.29 12.50 1.00 3.00 4.31 11.16 8.06 9.95 24.22 25.00 1.45 5.00 32.07 46.00 30.26 28.98 29.05 33.00 Nelli, Harold H Newley, Robert R Newman, Gregory J Newman, Gregory J Nichols, Willie W 4.00 4.00 9.95 52.00 9.95 O'Mary, Vellie W O'Mary, Villie W Oahlke, Bryden J Oneal, Ronald Orezce, Gregerie Orozco, Gregorio 15.00 26.74 8.06 34.00 3.00 10.29 Parker, Kim A Payne, Perry S Payne, Perry S Peninno, Anthony Pennino, Anthony Pfrommer, Erich Pfrommer, Erich 9.95 24.30 42.49 3.00 33.37 22.00 5.00 NAME Pfrommer, Erich Pfrommer, Erich Phurrough, William E. Pino, Beltran B Pino, Beltran B Polisher, Edward N. .. Polishner, Edward Pretious, Leonard S Pulatti, Dan W AMOUNT .... .... .... .... .... .... 29.38 51.81 5.00 7.00 34.49 9.41 10.81 23.12 30.38 Rakestraw, William D Rames, Florentine Ramirez, Antonio Ramirez, R. Ramirez, Rodoffo Reams, John P Reyna, Ruben Reynolds, Derrell G Robinson, Levon Rocha, Alberto C Rocha, Alberto C Rocha, Alberto C Roche, William T Rodrigues, Carlos Rodriquez, Gilberto ..; Roy, Alfred J ; Rudden, Michael E. ...: 15.08 3.00 32.18 6.00 9.95 2.00 1.35 1.00 16.00 53.00 8.62 59.24 7.00 3.04 145.32 64.63 13.42 Salyard, A. T : Savoie, Nola J Schenk, Lloyd Schenk, Lloyd E Scruggs, Thomas G. Sears, Lyn O Seefeldt, Francis M. Seefeldt, Francis M. Self, Edward H Sharp, Raymond E. ..' Sidney, Donald E. Siegel, Morris Siegel, Morris D Simonds, Theodore L Smalls, Gus W Smith, Lee A , Smith, Lee A Smith, Robert M Smith, Robert M Smith, William J Soto, Angel L Sporich, Michael M Steele, William C. Stout, John E. M Stout, John E. M Suarez, Joseph, Jr. ...' Suarez, Joseph, Jr Suarez, Joseph, Jr 5.00 10.00 15.00 8.06 8.00 4.13 45.00 25.23 9.95 12.94 12.30 3.00 3.00 9.95 41.00 53.98 58.96 28.02 24.49 7.00 23.00 4|3.00 |5.00 IJ.OO 219.00 23.00 16^.49 1^.09 Tank, William, III Tanner, Hoyt L Tarrant, William J Taylor, Conrad B Thomas, James J. Thomas, Samuel Thompson, Carl E 1.00 12.30 *5.43 6;00 6il5 lOiOO 3il2 Umholtz, Fred E Umholtz, Fred E 23.05 34.97 Vasquez, Telesfare Vaughn, Raymond C Vigo, Michael F Voss, Ronald E Voss, Ronald E lO.OO 39.32 9.95 38.64 40.00 Walker, Larry G Watson, Raymond Weems, Charles Weems, Charles P Welch, Macon Welch, Macon Wetzel, Lloyd J. Wheeler, Orien Wheeler, Orien Whisenhant, Edward L Williams, Dwight Wilson, J. D Winton, Walter Witte, Eric P Wolff, Justin T Wolverton, Frank D. Wright, Stanley B Wright, Thomas 1.00 11.68 8.17 14.95 49.45 33.82 9.95 56.01 8.62 15.76 2.00 36.00 26.00 7.00 4.00 12.00 2.00 10.00 Yat'o, Alberto Ya i, Gerald A. 30.73 9.95 NO UNCLAIMED WAGES WILL BE PAID UNLESS SOCIAL SECURITY NUMBER IS FURNl.^HED WITH THE REQUEST. Page 21 �jfinal Beprturesi Delayed Benefits The ftdlowii^ active meinbeis and penslonera have had th^ benefit payagents hdid ap because they felled to snppty complete lafarmetfon when fillip thdr daims. Please contact Tom Ccaidord at (212) 768-6005. SEAFARERS WELFARE PLAN Name S.S. No. Name S.S. No. Garcia, A Johnson, A Stark, S .., , Mansan, S Brown, M Eldredge, W Pierce, H Burthardt. C. J. ... .... .... Farrell, E. F Howard, V. McDonald. A. F. .. .... Hill, H. C Malone. S McCalmon. M. ... .... Goodwin, E .... Anderson, R Buchanan.G Hooper, R .... Reyes, R Jones, H Cain, P 439-09-4201 417-38-8464 547-54-3889 169-12-1702 381-44.2049 509-20-6459 463-28-1702 267-94-4745 152-18-9317 464-18-5595 369-28-9396 487-16-9638 439-74-2805 384-34-7259 012-18-8777 043-14-2272 243-38-4109 395-40-4329 051-30-7467 416-20-3985 383-62-6867 Soils, F Ricicar, J Hilde, B ..,, Johnson, R Peppett, L Rainier, E Gaus, O Ward, J ,... Richardson, J Thomas, G .... Saxon, J Williams Floyd, K Smith, C Zarecki, E Posey, H .. , . Kowalski, M Watson, E Floyd, K Bonniwell, C. H. . . .... 088-10-8814 454-20-4397 468-30-4802 416-26-3622 018-07-6041 226-05-6116 469-50-5822 183-26-7114 373-09-1308 246-20-1646 367-42-4835 410-92-4890 454-92-4493 422-28-8683 292-03-7988 278-01-7529 372-14-0243 083-14-2173 454-92-4493 226-64-1880 UNITED INDUSTRIAL WORKERS OF NORTH AMERICA WELFARE PLAN Wilkerson, A. W Garnett, C Clasablanca, A Medina, F Randolph, A Prophette. P Arizmendi, J Melendez, C Henson, C Mines, 1 Donatien, J 056-32-5803 059-38-7550 071-32-0316 584-05-6202 212-58-1488 093-46-7052 118-30-0963 084-40-6251 285-36-8376 231-10-6600 109-44-1975 MEMBERSHIP MEET1I6S' SCHEDULE Deep Sea Date »•... • !Zr30 p.m........ r , .Aug. 6. New York 7. ,..«• *2.30 p.m........SzOO p.m.* Phiiadelphia n,. . . i.. i . . .5:00 p.m.. .Aug. S. .... .2:30 p.m.... Baltimore . 7:30 p.m.. •Aug. 10. ...... .2:30 p.m. Eletroit —, iAug. 13. ...... i2:30 p.m....... .5:00 p.m.. Houston ..; Aug. 14. ...... .2:30 p.m....... - 5:00 p.m.. New Orleans 5:00 p.m.. Mobile .,... .Aug. 15. ...... .2:30 p.m — San Francisco .Aug. 16. ..... .2:30 p.m........ Great Lakes Tug and Dredge Section fSault Ste. Marie Aug. 16 — 7:30 p.m. Chicago ...Aug. J4 — 7:30 p.m. Buffalo . Aug. 15 — 7:30 p.m. Duluth .................. .Aug. 17 — 7:30 p.m. Cleveland .... .......... .Aug. 17 — 7:30 p.m. Toledo .. ;.... .y ......... .Aug. 17 — 7:30 p.m. Detroit ......;........... .Aug. 13 — 7:30 p.m. Milwaukee . .y ....;..,...Aug. 13 — 7:30 p.m. WW 7:00 p.m. 7:00 p.m. 7:00 p.m. .7:00 p.m. .7:00 p.m. .7:00 p.m. Change of Address • Or New Subscriber Editor, SEAFARERS LOG, 675 Fourth Ave., Brooklyn, N. Y. 11232 I would like to receive the SEAFARERS LOG—please put my name on your mailing list. (Prim InformaOoni j NAME I I I CITY I STATE. ZIP. TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing label from la.st issue received. I I ADDRESS I CITY Page 22 STATE ZIP. Claudius G. Archer, 59, passed away on May 15 at the USPHS hospital in San Francisco. He was a resident of that city at the time of his death. He joined the SIU in 1946 in the Port of New York and sailed in the steward department. He was buried at Olivet Meihorial Park in Colma, Calif. Among his survivors is his wife, Rosebell. SIU Pensioner Hilarion A. Aqulo, 77, passed away on May 11. He was a life-long resident of the Philippine Islands. Brother Aquio joined the union in 1953 in the Port of New York and sailed in the steward department. He was a Navy veteran of World War I. Among his survivors is his son, Clemente. SIU Pensioner Lawrence Anderson, 71, died suddenly on May 5. A native of Norway, he was a resident of Mo­ bile, Ala. at the time of his death. He joined the SIU there in 1938 and sailed in the deck department. Brother An­ derson was buried at Whistler Ceme­ tery in Mobile County, Ala. Roland Hebert, 56, passed away on May 30. A native of Jeanrette, La., he was a resident of New Orleans, La. at the time of his death. He joined the union there in 1939 and sailed in the steward department. Brother Hebert was buried at.St. Peter Cemetery in New Iberia, La. Among his survivors is his sister, Lowney. t Meeting held in Labor Temple, Sault Ste. Marie, Mich. * Meeting held in Labor Temple, Newport News. ADDRESS Aubrey Lee Duncan, 56, died on April 2 at the USPHS hospital in New Orleans. He was a life-long resident of that city. He joined the SIU there in 1967 and sailed in the steward depart­ ment. Brother Duncan was buried at Holt Cemetery in New Orleans. Among his survivors is his wife, Saddie. Jason C. Holtrey, 56, died suddenly on April 24. He was a resident of Frankfort, Mich, at the time of his death, l lie Great Lakes Seafarer joined the SIU in 1953 in the Port of Elberta and sailed in the steward department. He was an Army veteran of World War II. He was buried at Crystal Lake Cem­ etery in Benzie County, Mich. Among his survivors is his wife, Helen. Raflwi^ Marine Region Philadelphia ......., .Aug. 14 —10 a.m. & 8 p.m. Baltimore ...........Aug. 15—10 a.m. & 8 p.m. ^Norfolk .y...,Aug. 16— 10 a.m. & 8 p.m. Jersey City ......... .Aug. 13 — 10 a.m. & 8 p.m. i SlU^Pensioner Charies W. Cunnii^ham, 70, passed away on May 21. He was a resident of Amite, La. at the time of his death. Brother Cunningham joined the SIU in 1941 in the Port of New Orleans and sailed in the engine department. Among his survivors is his wife, Susie. Harold L. Beebe, 58, died of heart disease on April 15. He was p life-long resident of Chincoteague, Va. He joined the SlU-afiiliated Inland Boat­ men's Union in 1969 in the Port of Norfolk and sailed as tug captain. He was a Navy veteran of World War II. Brother Beebe was buried at John Tay­ lor Cemetery in Temperanceville, Va. Among his survivors is his wife, Lou Delia. Jimmie E. Griffin, 46, died of lung cancer on May 3. Bom in Oklahoma, he was a resident of San Diego, Calif, at the time of his death. He joined the SIU in 1969 in the Port of Wilmington and sailed as able-seaman. He served in the Navy for 23 years from 1944 to 1967. Cremation took place at Cypress View Crematory in San Diego. Among his survivors is his wife, Mutsuko. SIU Pensioner Matthew E. Boczar, 69, died of heart failure on April 21 at the USPHS hospital in Baltimore. He was a resident of that city at the time of his death. He joined the Inland Boat­ men's Union there in 1956 and sailed in the engine department. Brother Boc­ zar was buried at Holy Rosary Ceme­ tery in Baltimore. Among his survivors is his wife, Ida. SIU Pensioner Virgle O. Guest, 47, passed away on May 4. He was a life­ long resident of Mobile, Ala. He joined the SIU there in 1949 and sailed in the deck department. He was a Navy vet­ eran of World War II. Seafarer Guest was buried at Serenity Memorial Gar­ dens in Mobile. Among his survivors is his brother, Travis. John F. Beach, 46, was lost at sea on June 11 while serving aboard the Stonewall Jackson. A native of Buffalo, N.Y., he was a resident of New Orleans, La. at the time of his death. He joined the SIU in 1969 in the Port of Mobile and sailed in the deck department. He was an Army veteran of World War II. Brother Beach is survived by his wife, Mary, and his daughters, Betsy, Susan, and Sayne. Junior F. Austin, 61, passed away on June 5. One of the original members of the union, he joined in 1938 in the Port of Mobile and sailed in the stew­ ard department. He was a life-long resident of that city. Among his sur­ vivors is his sister. Pearl. James C. Gentry, 50, passed away after a short illness on Dec. 25. A na­ tive of Kentucky, he resided in Seattle, Wash, at the time of his death. Brother Gentry joined the SIU there in 1962 and sailed in the engine department. Cremation took place "at Fairmont Memorial Park in Fairfield, Calif. Among his survivors is his wife, Helen. Harry R. Williams, 49, died of heart failure on Jan. 25. He was a life-long resident of Norfolk, Va. He has been sailing with the Inland Boatmen's Union since 1961. Brother Williams was an Army veteran of World War II. He was buried at Forest Lawn Ceme­ tery in Norfolk. Among his survivors is his wife, Kathryn, his son, Roger, and his daughters, Marion and Janet. William I. Pennell, 46, died of heart disease on Feb. 1. He was a resident of Delaware, Pa. at the time of his death. Brother Pennell joined the Inland Boatmen's Union in 1968 in the Port of Philadelphia and sailed for the Chester Ferry Corp. He was a Navy veteran of World War II. He is sur­ vived by his wife, Dorothy, his daugh­ ter, Sharon, and his sons, Terrence, and William, Jr. Vivian E. Campbell, 46, passed away on May 14. He was a resident of River Falls, Ala. at the time of his death. Seafarer Campbell joined the SIU in 1969 in the Port of Houston and sailed in the steward department. Among his survivors is his brother, Vir­ gilHarvey H. Pike, 53, passed away on May 10. He was a life-long resident of Newberry, Mich. Brother Pike joined the SIU in 1955 in the Port of New Orleans and sailed in the engine de­ partment. He is survived by his son, • Stephan, and his daughter, Kaye. Seafarers Log �Elusive Sea AAo hey Really Ex but their accounts have neither been proved nor dis­ proved. Later, for hundreds of years, popular folklore and songs were filled with legends and stories of horrible man-eating monsters, but it was not until 1555 that these incredible creatures again appeared in historical writings. During that year, the Swedish scholar Olaus Mag­ nus published a history of the Scandinavian nations in which he wrote of a marine monster, referred to as the kraken, which terrorized sailors of the Middle Ages. Magnus described the kraken as having two large and sinister eyes with a sharp heaklike mouth and tentacles, pockmaiked with sucker discs, long enough to snatch a seaman from the crosstrees high in the rigging, and strong enongh to drag smaller craft to the bottom of the ocean. He also reported tierce battles between these creatures and huge sperm whales. "The beast's black neck towered fearsomely some 30 feet above the waves—its bead peering cautiously from side to side," relates a retired mariner to bis astonished, wide-eyed grandson. "We took after that strange serpent under full saU, but the beast, upon spying our ship, sub­ merged to the depths of the sea, dragging its camel-bumped body swiftly behind. "We searched the waters for many hours afterwards, but the elusive beast must have hid­ den in some ancient cave at the bottom of tbe ocean, for we never caught sight of it again." Ever since man's first primitive sail filled with gusts of wind taking the earfiest seafarers out upon the oceans, stories like the one above have been brought back by seafarers from Ipng voyages to both frighten and entertain many a landlubber. However, since the advent of modern science and technology, landlubbers have become very skeptical about the reliability of these salty seafaring stories of sea serpents and monsters—and now beheve they are nothing but fantasies experienced by tired seamen on overtime watches. Are they? There is legitimate reason for this skepticism, becau^ in all recorded history not a single corpse or skeleton of a sea monster has ever been washed ashore or dredged up out of the ocean's depths to confirm their existence. Still, a fact that intrigues and baffles scientists is that they know immense marine animals, strikingly similar to those described in sea monster stories, once existed in the earth's prehistqric seas—and fossilized skeletons of these beasts have been found, nearly 200 million years later. Even more intriguing is that several of the smaller marine species from this same ancient era, such as the longnecked river tortoise, horseshoe crab, and the iguana are very much alive today. Could the larger beasts of this age have also sur­ vived through the aeons in some forgotten section of the ocean? The possibility is remote, but does still exist—and the continuous sightings of these elusive creatures keeps interest in this possibility very much alive. Sea monsters were first noted in the literary works of the ancient scholars. Homer, in his famous 800 B.C. epic poem the "Odyssey" tells of a terrible beast, called Scylla, that plucked unfortunate seamen from the decks of their ships with its long tentacles— devouring them in seconds. Four centuries later, Aristotle, the great Greek philosopher, wrote of sea serpents large enough to swallow oxen and to capsize a trireme off Libya—and in the first century A.D., the Roman historian Livy de­ scribes a huge marine monster that was killed by Roman sailors after a long, tough battle. These authors are usually considered very reliable sources, July 1973 The existence of the kraken was long doubted— but in 1877 it looked as if one of the beasts had washed ashore off the coast of Nev/foundland and its carcus shipped to the New York Aquarium. However, the feared kraken turned out to be no more than a 40-foot long giant squid—but this incident did con­ firm many of the age-old stories of sea monsters for heretofore non-beheving landlubbers. Shortly afterwards, a six-foot long, two-foot wide section of squid tentacle was found in the stomach of a harpooned whale—and scientists determined the unfortunate owner of the tentacle to be 80 feet in length, probably capable of many of the atrocities attributed to the kraken of the Middle Ages. The most baffling of all marine monster tales are those concerning the black, snakelike sea serpent, which has been sighted in virtually every ocean over the past few centuries. Everything about these loathsome monsters is frightening, even their name. Webster's Dic­ tionary defines a serpent as, "a noxious creature that creeps, hisses, or stings." Descriptions of the 100-foot long creatiures are .always strangely basically the same, even though the serpents are sighted thousands of miles, and years apart. Some modem zoologists hesitantly agree the ani­ mals could be descendents of the 200 million year old pleisosaur—^but often the only evidence of their actual existence is the signed affidavit of such respon­ sible people as ship's captains, priests and bishops, swearing to what they saw. One affidavit, signed by Captain Solomon Allen of Gloucester, Mass. in 1817, read: "I have seen a strange marine animal, that 1 believe to he a sea serpent, in the haihor Gloucester. I should judge him to he hetweeu 80 and 90 feet in length, and about the width of a half-barrel. I was about 150 yards from him at the time. "His head was formed something like the head of a rattlesnake hut it was neariy as large as the head of a horse. When he moved on the surface of the water, his motion was slow, at times playing in circles, and sometimes moving neariy straight forward. When he disappeared, he sunk directly down, and would next appear at 200 yards from where he disappeared in about two minutes." After the sighting at Gloucester, it was another 31 years before the next responsible report of a sea mon­ ster was documented. This report was signed by Naval Captain Peter M'Quhae, who was at the time commanding the Eng­ lish warship H.M.S. Daedalus off the Cape of Good Hope. It read: "At 5 o'clock on the 6th day of August, 1848, I and several members of the crew sighted a large beast swiftly approaching the ship from before the beam. "It was discovered to he an enormous serpent with head and shoulders kept about four feet constantly above the surface of the sea, and as nearly as we could approximate by comparing it with the length of what our main topsail yard would show in the water, there was at the very least 60 feet of the animal showing above the water. "It passed rapidly, hut so close under our lee quarter that had it been a man of my acquaint­ ance I should have easily recognized his features with the naked eye, and it did not, either in ap­ proaching the slUp or after it had passed our wake, deviate in the slightest degree from its course to the South West which it held on at the pace of from 12 to 15 miles per hour, appar­ ently on some determined purpose." Like so many other documented sightings of sea monsters, this report was doubted and ridiculed by the public—but then in 1893, in these very same waters off the African Coast, the captain and crew of the steamship Umfuli sighted another—or maybe the same sea monster. Captain C. A. W. Cringle's signed affidavit read: "On Dec. 4, 1893, I and the crew sighted a monster fish of the serpent shape, about 80-feet long with slimy skin and short fins on the hack. I distinctly saw the fish's mouth open and shut with my glasses. The jaw appeared to me about 7 feet long with very brge teeth. In shape it was like a conger eel. It was rushing through the water at great speed, and was throwing water from its breast as a vessel throws water from her hows. I saw full 15 feet of its head and neck on three separate occasions. "Had it been breezy enough to ruffle the water, or hazy, I should have had some doubt about the creature, hut the sea being so perfectly smooth—^I had not the slightest doubt in my mind as to its being a sea monster." Another possible explanation for the origin of these slender beasts was stumbled upon in 1930, when the fishing boat Diane, trawling at 1,000 feet, brought up a huge conger eel larva, six-and-a-half feet long. At the usual rate of growth for the conger eel, this offspring could have grown to 70 feet in length—^but no adult eel this size has ever been foimd —so the search for the sea serpent and his(her?) origin goes on. The most famous of all aquatic serpents is Northern Scotland's monster of Loch Ness Lake. It is theorized that after the last ice age, when the seas rose and flooded the earth, this beast's ancestors swam into the lake—and were trapped there forever when the waters receded. The Loch Ness Monster, very similar in descrip­ tion to the ocean serpents, was first sighted 1400 years ago—and in 1961 an actual photograph (reproduced on this page) of the creature wa." taken—^but this photo is not considered conclusive proof. Do sea monsters still swim in the oceans today? No one has ever been able to disprove their exist­ ence—can you? .. Loch Ness Monster photographed in 1961. Page 23 �SEAFARERS m LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION* ATLANTIC.GULF, LAKES AND INLAND WATERS DISTRICT •AFL-CIO I 'jr-'. if' f � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource July 1973 Description An account of the resource Headlines: MAGNUSON, BEALL INTRODUCE OIL IMPORT BILL IN SENATE ADMINISTRATION MOVES ON ENERGY CRISIS TT BROOKLYN-LARGEST MERCHANT SHIP EVER BUILT IN U.S. AFL-CIO URGES IMMEDIATE START ON ALASKA PIPELINE AT 74, STILL THE MOST AGGRESSIVE MAN FRAM - A SHIP BUILT TO DEFY NATURE UPGRADER, 19, IS A GRADUATE OF FIRST TANKERMAN CLASS WHY A SHIP IS FEMALE FIRST WORKED FISHING TRAWLER; LAST SAILED ON CONTAINERSHIPS NOTRE DAME VICTORY - SHIP OF THE FUTURE, HERE TODAY SEAFARER KENDRICK PROVIDES SPLASH OF SHIPBOARD COLOR REP. BLATNIK VOWS TO FIGHT INLAND WATERWAYS TOLLS IBU TRAINING FOR AMERICA'S INLAND WATERS A NEW MARITIME MUSEUM AT SMITHSONIAN INSTITUTION FIRST STEP IN RIGHT DIRECTION INLAND WATERS MUST BE FREE SIU'S BOSUNS' RECERTIFICATION PROGRAM TRANSOREGON - A ROUND TRIP EVERY 10 DAYS THE ELUSIVE SEA MONSTERS - DO THEY REALLY EXIST? Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 7/1/1973 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXV, No. 7 1973 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/1982a5f5df8450068b1d3cdac115df8b.PDF 954e0dcdfa1876b952b730b90ce33db6 PDF Text Text ''f ' * ' -- it StHrunty In imm:, Unity :-3 ' nfe4"Sys^'-i- •-^' A'V ': •"- .-,,;,;;yi|:n;ny;:A r ^-1 , AAjV^AAls^Aiy • ,'. A'• ••• ;'A >t?j5!?«;.A:!'7: if MoKXXXy, No.6 i \ V-: •-< June 19/3 •ivm-tiM •>iT y- 'mi. . t• L /' '/' J ^' ^'A'.''"''.'4.''/'• ' ' Launched in New Orleans ' ~''n li r'M ferAv:^- • ¥:i,..' fy .• ••••.-•tH'--\ 1 •, • "... SAVANNAEt; "-•' "v" • *r<V . ar^ Bp . ;• , •« w ,"-."\vV ; " • • ^.' ; ' ' .A- V ::N . 1819 A . » 's ' ruiui §9||9li|0F|ci|(|li — —^i»f|sfeatsss(^s®8SS^^ " A - I "v a , t.''' ^ .n- : L I R~' (• fc V ' A'' '-*•> n-''^ t\ ., ) ; ' A.;.-.' •.•' A L ' <•, < �House Bill Bans PHS Closing,Goes to Conference WASHINGTON — An important step forward in the long battle to keep open the nation's Public Health Service hospitals for Seafarers and other bene­ ficiaries was scored here when the House of Representatives voted over­ whelmingly to approve SlU-supported legislation which would ban closing or curtailing the operations of the eight Public Health Service institutions. The bill, H.R. 8220, was adopted as an amendment to the Emergency Medi­ cal Services Act, and is similar to one passed last month by the Senate. It would require Congressional approval before the hospitals could be shut down or any of their functions phased out. The House amendment sponsored by Representative Harley Staggers (DW. Va.) was approved on a voice vote. The overall bill was approved by a vote of 261-96. The SIU vigorously supported the legislation to keep the hospitals open. SIU representatives have been meeting continually with members of both Houses and their staffs, stressing the im­ portance to seafarers and other bene- Rincon Annex Seamen's Unit Relocated The Seaman's Postal Unit, for­ merly located at the Rincon Annex has been relocated to the Main Post Office, Seventh and Mission Street, San Francisco, CA 94101. Mails will be available for pick­ up at Window #28, at the Main Post Office, and the new address is: Seaman's Unit Main Post Office Sail Francisco, CA 94101 ficiaries of the quality care which the hospitals provide. Now, the House and the Senate ver­ sions of the legislation which contain minor differences will go to a confer­ ence committee of the two Houses for ironing out of these differences. The House bill covers all of the marine hos­ pitals, while the Senate version covers all but the Norfolk hospital and this is one of the differences that must be reconciled. It is believed that the House version to cover all of the hospitals will be adopted by the conference commit­ tee. Specifically, the legislation directs the Secretary of Health, Education and Welfare "to take such action as may be necessary to assure that all the hospitals of the Public Health Service shall, until such time as the Congress shall by law otherwise provide, continue in opera­ tion as hospitals of the Public Health Service and continue to provide inpa­ tient and other health care services to all categories of individuals entitled or authorized to receive care and treat­ ment at hospitals or other institutions of the Public Health Service . . ." In the floor discussion following Congressman Staggers' introduction of the amendment. Congressman John Murphy (D-N.Y.) called the Health, Education and Welfare Department plan to close the Public Health Service hospitals "ill-conceived, shortsighted and utterly fails to comply with the re­ quirements of Public Law 92-585." This law provides that any plan sub­ mitted by Health, Education and Wel­ fare for the closing or transfer of control of a hospital must contain assurances that seafarers and other persons en­ titled to treatment and care at such fa­ cilities are to continue to be given equiv­ alent care and treatment. In urging his colleagues to vote for the Public Health Service hospital measure. Congressman Murphy said that "the Congress should reject the proposal as submitted by the Depart­ ment of Health, Education and Welfare and adopt the legislation before us en­ suring that the Public Health Service system is retained." The Health, Education and Welfare Department has twice been blocked from closing the hospitals outright. This year Health, Education and Welfare proposed to end inpatient services on July 21, 1973 and turn the hospitals in the eight cities over to community organizations to provide the services. The Public Health Service hospitals are located in Boston, New York, Bal­ timore, Norfolk, New Orleans, Gal­ veston, San Francisco and Seattle. In addition to merchant seamen, the hos­ pitals serve Coast Guard personnel and other government employees. The battle to keep these hospitals open is still a long way from being re­ solved. After the Senate and House conference committee works out a final version and submits it for approval by both Houses, it then goes to the Presi­ dent for approval or veto. Since Presi­ dent Eisenhower's administration, all administrations have pursued a policy of phasing out the PHS hospital system. 708 Congressmen Back U.S. Ships to Carry Oil WASHINGTON The move to require the use of U. S.-flag ships in carrying a portion of oil imported into the country is gaining strength. More than 108 members of the House of Representatives have sponsored legislation calling for 20 percent of oil and oil products to be carried on American-flag ships. The required per­ centage would increase to 25 percent on June 30, 1975, and to 30 percent on June 30, 1977. One of the key sponsors of the legis­ lation is Congresswomail': Leonor K. Sullivan (D.-Mo.), who is Chairman of the House Committee on Merchant Marine and Fisheries. Joining Congresswoman Sullivan as co-sponsors of the bill she introduced were 24 mem­ bers of the Merchant Marine and Fisheries Committee. The legislation is being supported by the AFL-CIO Executive Council. At its May meeting in Washington, D. C., the Council declared that the legislation would "guarantee the development of an American tanker capability that would be in the best interests of na­ tional security, the economy and a more favorable balance of payments position." The AFL-CIO Executive Council statement said that the legislation would result in thousands of jobs in the con­ struction and operation of the tanker fleet. The Council also recommended Congressional action to: • repeal the 22 percent depletion percentage allowance from taxable in­ come on foreign production of oil; • eliminate the credit for taxes paid to foreign governments on an income from foreign oil operations of U. S. companies, and ,, • determine if the oil industry should be subject to interstate regulation. ^ Trans-Alaskan Pipeline It is now more than five years since the massive oil deposits of Alaska's North Slope were deemed "commer­ cially marketable." The tragedy is that these rich oil fields remain undeveloped at a time when the nation faces a seri­ ous shortage of all energy fuels, includ­ ing petroleum products. Paul Hall Si f The Alaskan oil reserves could pro­ vide the United States with substantial supplies of petroleum. If it were av^able to us today, during the current energy crisis, it is estimated that it would replace the need for one third of our imports. The North Slope oil reserves are im­ portant to us for many reasons. The oil would help solve our energy problems and would result in enormous economic and security benefits for the nation. North Slope oil carried by pipeline to Valdez and then loaded on U.S. tankers for shipment to the U.S. would produce thousands of American jobs—on board the tankers, in the construction and maintenance of the pipeline, in refin­ eries, in the oil fields. The Alaskan oil also would help im­ prove our country's balance of pay­ ments picture and would benefit the nation's security. But despite these obvious advantages, the necessary pipeline has not been built, the oU remains in the frozen ground. The pipeline project has been stalled since the beginning by a series of delays resulting from suits filed by those who wish to protect and preserve the en­ vironment. However, most of the solutions the environmentalists offer mean the curtail­ ment or the prevention of technological and industrial development. In some measure technological and industrial development has helped to create the plight of our environment but blocking such development is no solution to the problem. This nation has the technological ex­ pertise which can function to protect the environment while continuing the devel­ opment of the nation's critical energy needs. There can be no doubt that this expertise can be applied to the building of the pipeline. There are""still some environmental challenges to the pipeline pending in the courts but Congress could pass legis­ lation which would reasonably satisfy the remaining objections. The pressure for such action grows as the energy crisis deepens. In his energy message to the Congress, the President called for such enabling legislation. And the AFL-CIO Executive Council, at its recent meeting, declared that Congress must act if the nation is to solve its immediate and long-range energy prob­ lems. The nation cannot suffer further de­ lay in the construction of the TransAlaskan pipeline. The whole problem has been studied and debated. If the United States is to ever reduce its dependence on foreign oil supplies, then sources such as the Alaskan oil reserves must be fully exploited. Congress must act quickly and must take whatever steps are necessary now or in the future to insure that those Alaskan oil reserves are linked to U.S. market by the Alaskan pipeline and by U.S. tankers. Change of address cards on Form 3579 should be senbto Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn New York 11232. Published monthly. Second Class postage paid at Brooklyn, N. Y. Vol. XXXV, No. 6. June 1973. Page 2 Seafarers Log t �Second of Three for Delta Launch SlU-Confracted Delta Norte in New Orleans The second of the revolutionary LASH/container vessels to be built for the SlU-contracted Delta Steamship Lines was launched late last month at the Avondale Shipyards main yard divi­ sion on the Mississippi River in New Orleans, La. Christened the Delta Norte, the 893foot long vessel joins her identieal sister ship, the Delta Mar, which was launched on Jan. 27. A third sister ship, the Delta Sud, is currently under con­ struction and will be launched later this year. All three of these ultra-modem ships mean more jobs for Seafarers. The Delta Norte, is the second ship to be contracted for under the Merehant Marine Act of 1970 and the Delta Mar, was the first. Combined on the Delta Norte, and her sister ships is the capability to carry standard dry and refrigerated containers as well as the barges which are a part of the LASH (Lighter Aboard Ship) system. Each vessel is able to carry up to 74 barges (lighters), eaeh loaded with 370 tons of cargo plus 288 standard 20-foot containers or up to 1,740 containers by proportionately reducing the number of barges carried. The floating barges are hoisted aboard, or lowered into the water, over the vessel's stem by the ship's own 500ton crane. The Delta Norte, and her sister ships will also be equipped with a 30-ton capacity crane for handling con­ tainers. The barges are over 6I-feet long and over 31-feet wide. The barge crane can load a full barge every IS minutes and the container crane can at the same time load a full container every three min­ utes. With a molded breadth of 100 feet, the design draft of the Delta Norte is 28 The 893-foot long Delta Norte (Delta Steamship Lines) is side launched into the Mississippi River from Avondale Shipyards in New Orleans, La. feet with a cargo capacity at that draft of 15,000 tons. The impressive ship is powered by a 32,000 horsepower pro­ pulsion plant. Once ready for service, the Delta Norte, along with her sister ships, will ply the trade routes from the Gulf of Mexico to the east coast of South Amer­ ica via Caribbean ports. Delivering the main address at the Seafarers 5% Boost In fay Begins June 16 Additional increases will go into effect this month under the three-year freightship and tanker agreements nego­ tiated and signed in 1972 between the SIU and its contracted companies. Seafarers will receive approximately Blackwell Answers Critic Of U.S. yMerchanf yMar/ne Assistant Secretary of Commerce for Maritime Affairs Robert J. Blackwell has branded* recent public remarks by Henry Kearns, president of the Export^ Import Bank of the United States, criti­ cal of the American Merchant Marine, as "allegations not in accordance with facts that are well known to anyone familiar with the maritime industry." Keams, in a speech before the World Trade Club of San Francisco on May 17, stated that the United States loses a very significant amount of export busi­ ness due to Public Resolution 17 which requires that Eximbank-financed goods must be shipped on U.S.-flag ships. He asserted that "our once magnifi­ cent shipping service has lapsed into in­ frequent schedules, slow service and obsolescence, too often lacking in mod­ em improvements as compared with the service offered by other countries." In response, Blackwell pointed out that the U.S. Merchant Marine, pioneers in the field of modern, efficient ship containerization, includes one third of all world containerships under its registry —thus capable of transporting more cargo with fewer ships. American containerships are also larger and faster than the foreign com­ petitors, evidenced by the SlU-manned SL-7 fleet which has significantly cut transatlantic transport time, and has slashed sailing time between the West Coast and Japan in half. June 1973 launching of the Delta Norte was Sec­ retary of Commerce Frederick B. Dent who noted that "under President Nix­ on's maritime program, embodied in the Merchant Marine Act of 1970, we are engaged in the most ambitious upgrad­ ing of the American-flag merchant fleet ever undertaken in peacetime." By the end of the decade. Dent pointed out, the Merchant Marine Act of 1970 will "provide the United States with one of the most modem and effi­ cient merchant marines in the world." Dent further said that the unique de­ sign of the Delta Norte and her sister ships enables them to handle a wide variety of cargoes in barges and con­ tainers, "and their ability to service both shallow draft, lesser developed termi­ nals, as well as major port complexes, makes them uniquely suited for the Latin American trade routes they will serve." He pointed out that the U.S. govemment has invested $235 million in the LASH ship program "which now en­ compasses 20 vessels of this type or­ dered from Avondale. The investment by Delta and other steamship companies that have ordered LASH vessels is even greater," Dent noted. Also speaking at the launching was Captain J. W. Clark, president of Delta Lines, who pointed to the maneuvera­ bility and time saving aspects of the Delta Norte and her sister ships. "The unique part of Delta's LASH oper­ ation," he said, "is that the 'mother ships' do not need to berth at congested harbors. They do not lose time shifting from port to port or pier to pier." The Delta Norte was christened by Mrs. Frederick B. Dent, wife of the Secretary of Commerce. Among the many who were present at the launching was special guest Sen­ ator Russell B. Long (D-La.). "This is a measure of increased effi­ ciency rather than decreased service," said Blackwell. He also pointed out the U.S. fleet superiority in terms of barge carrying vessels: "As of September, 1972,10 of the 14 barge carriers in the world were under the U.S.-flag. These ships constitute the most recent technological development in the ocean transportation of general cargoes and will be of particular value in providing flexible service to the underdevelooed areas of the world." Blackwell also reminded the Eximbank President that an extensive review of shipping requirements was conducted by the Administration and in Congress in 1969—and resulted in the enact­ ment of the Merchant Marine Act of 1970, the most significant maritime legislation since the Merchant Marine Act of 1936. "This review, and passage of the 1970 Act reaffirmed the commitment of the U.S. government to develop a strong and viable merchant fleet" stated Blackwell, "but our records indicate no expression of interest nor any testimony before Congress by the Eximbank dur­ ing this review." Blackwell concluded that, "these facts do not characterize an industry which has lapsed into obsolescence or one which has taken a second position to the foreign competition." a 5 percent wage increase in pay at payoff time. The pay hike starts June 16. There will also be a boost in pre­ mium overtime pay rates for work done on weekends and holidays. In the first year of the contracts. Sea­ farers got an approximate 11 percent wage raise. With 5 percent pay jumps for both this year and next year, a total wage increase of 21 percent over the three year period of the contracts will be reached on June 16, 1974. Some average highlights of the new monthly base wage and premium rate increases include: • In the deck department, freightship bosuns will get a pay raise of $36.51 a month plus 32 cents an hour for premium overtime. (SL-7, SL-180 and SL-181 bosuns will get slightly higher increases). The SIU tanker bo­ sun (aboard vessels of 25,000 dwt or over) will get a pay raise of $38.93 and 36 cents an hour more for pre­ mium overtime. Freightship able seamen get a $27.79 pay hike and 24 cents more an hour in premium pay. Ordinary seamen get $21.73 more a month and 19 cents an hour more for premium pay. Tanker able seamen gain $28.12 more plus 25 cents additional an hour in premium wages. Ordinary seamen get a $22.30 raise plus 20 cents an hour in premium wages. • In the engine departments, aboard freightships, chief electricians receive a wage increase of $42.95, and a pre­ mium overtime increase of 37 cents an hour. QMEDs get a $41.08 hike with 36 cents an hour premium pay. Oilers and firemen-watertenders get $27.79 and 24 cents an hour for premium overtime. Wipers get $25.82 and 23 cents an hour premium pay. Tanker QMEDs get $42.95 and 37 cents an hour for premium overtime. Chief pumpmen get $39.29 and 34 cents an hour in premium wages. Oilers and firemen-watertenders get $28.12 and 25 cents an hour in premium pay. Wipers get $25.82 and 23 cents an hour for premium overtime. • In the steward department, freightship chief stewards get $36.51 more and 32 cents an hour more in premium overtime pay. Cooks and Bakers get $31.63 plus 28 cents an hour in premium wages. Messmen get a $21.56 boost with 19 cents an hoiu: in premium overtime. Tanker chief stewards (25,500 dwt or over) get $39.09 and 34 cents an hour in premium pay. Cooks and bakers get $32.98 plus 28 cents an hour for premium overtime. Messmen get $21.56 and a premium pay in­ crease of 19 cents an hour. Falcon Princess Earns A 'Well Done' The crew of the SlU-manned tanker Falcon Princess has received a "well done" from Military Sealift Commander Adm. John D. Chase for their superla­ tive seamanship during the transfer of MSC cargoes at sea. The tanker has been serving as part of the Charger Log IV Program con­ ducted by the MSC to gauge the fea­ sibility of using civilian owned and manned vessels to support the oper­ ation of military vessels. In a recent communication to the ship Adm. Chase said: "Your two product transfer of in ex­ cess of 50,000 bbls from an MSCcontrolled tanker (Fa/con Princess) to a U.S. Navy fleet oiler constitutes the transition point of the Charger Log IV Program from the testing stage to a fully operational support program. "The superlative performance of the icers and men of the Falcon Princess ? made this major transformation in Charger Log IV Program an un­ ified success." Page 3 �Congressman John H. Dent: Replies to'Runaway-Flag'Supporters,DefendsOil Bill As Seafarers ore well aH'are, there is presently a vigorous battle goingm in Congress for cargo preference legislation that would require that a percentage of U.S. oil cargoes be carried ori American-flag vessels. Antong the strongest opponents of this legislatidri are the major oil companies, and their front orgartizjations. Ona of the mtive these front orgaru:^tions working on behalf of the niajor oil companies is the American Committee for Flags of Necessity, chaired by Philip J. Loree. The American Committee for Flags of Necessity is composed of and financed by American shipowners who operate foreign flag vessels. When many members of Congress announced their support and sponsorship of tjie prpppsed oil carriage legislation,Mr. Loree directed a letter to edelt c^ the congressional of the bill, expressing hispuzzternehtover thm^^ Congressman JohnH. Dent (D-Pa.j, long a fighter for American industry and labor, (utswered.Mr^ Loree's letter to vigorously ex% press the reasoning behind his support for passage of the bill Representative Dent is a member of the House CormpUtee on Education and Labor, and Chairmm of the House General Sub­ committee oh Labor, \ In order to provide every Seafarefwith the fuhest possVkei^^^ formation on the current struggle ih Cbngfess for fiassage of th^ legislation, which is so important toi their pb security dr0 thM fiAdtebf the tnarhih^^^^^ texts of both Mr;Loree's lehCr tbthe bhpispotisQrs in and Congressman Dents reply to this letter from the Chairmkn of the American Com­ mittee for Flags of Necessity are reprinted in full on this page. AMERICAN COMMITTEE FOR FLAGS OF NECESSITY •,(. :. 25 BROADWAY • NEW YORK. N Y. I0OO4 • PHILIP J. LOREE The Honorable John H. Dent U, S, House of Representatives Washington, D. C. 20515 OloiT 4-1483 DI<MV 4-1484 CASL^i •AUCOUFLAU' May 17, 1973 Dear Congressman Dent: It came as a surprise to learn that you sponsored H. R. 7460 and H. R. 7633, bills which would require that substantial percentages of oil imports be carried in high cost domestic tankers. Your support for this measure is particularly puzzling in view of the fact that consumers in your district are heavily dependent on imported oil and thus would be seriously affected if the bill ever became law. The maritime labor interests promoting such a proposal may not have explained, that the very recent termination of quotas under the oil import program has removed any lingering doubt whether consum­ ers would be saddled with the much higher transportation costs resulting from the mandated use of domestic tankers. By the end of this decade the added transportation costs would amount to several billion dollars on a cumulative basis. Proponents of this measure also may have neglected to point out that domestic tankers are now fully employed, while U. S. shipyards capable of building large tankers are now operating at near capacity. TTiis means that if H. R. 7460 and H. R. 7633 were enacted, we would have an immediate and continuing short supply of available domestic tonnage. As a result, charter rates would be driven up not only for oil imports subject to preference, but also for domestic oil movements, grain exports and government generated military cargoes. The anti-consumer impact of such a measure has been recognized by many members of Congress, including Senator Jacob K. Javits, who recently emphasized that ". . . the cost of this requirement to consumers in terms of higher prices for all kinds of oil—^including heating oil—at a time when oil is increasingly scarce and already under considerable upward price pressure will only result in turning the people against the shipyards and maritime workers and employees." I share your concern for promoting the domestic tanker fleet but I do not believe that this should be done by legislating captive cargoes at the expense of consumers in certain regions of the country. Modifi­ cation of the direct subsidy approach in the Merchant Marine Act of 1970 is a far more acceptable means of building up our domestic tanker fleet. It is particularly appealing because subsidies are subject to annual review and control by Congress and the added costs are shared by all U. S. taxpayers. I am enclosing some clippings which shed some light on this very important subject. If yoii desire, I would be pleased to meet with you or your staff to discuss this matter further. Sincerely, PHILIP J. LOREE Page 4 COMHITTCC8: JOHN H. DENT Ct»T DISTRICT. riNNSTLVANIA AOeHCIS CORRCBRONBENeK TOl LAW AND riNANCK SUILDINO ANNBX as WKST FITTaSURSM STRBBT aUCNiSURO. FCNN8TLVANIA ISSOl OR RATRURN MOUSB OFRCR RUILDIND WASHINGTON. D.C. SOStS ffimtgrpSH nf % Uttitrh g»tatPH nf SpiTrpHpttfatiupH MaBlyittgimt, S.(C. 20515 EDUCATION AND LAIIOR CHAiriMAN. OENEflAL •UBCOMMITTEC ON LABOR HOUBS ADMINISTRATION CHAIRMAN. SUBCOMMITTEE ON ELECTIONS ROSKRT C- VAOLtV • TABF OINICYO* Mr. Philip J. Loree, Chairman American Committee for Flags ot Necessity May 22; 1973 My dear Mr. Loree: I see no rea.son for surprise on your part because of my sponsorship of American tanker use bills. Each of us in our own way—from the smallest to the tallest—can always find a logical and, if nece.ssary, a legal reason for protecting our own dung hills. Naturally, you are protecting the privilege held by the foreign flag ships. And, you make a case by your opposition to any measures taken by Congress to try to bring back to this nation some .semblance of even a minor position in maritime activity in this world. The arguments to the contrary may be just as interesting and valid. In every case I have ever had anything to do with, in my many years of fighting exorbitant depreciation of American activity and employment in the field of Merchant Marine, capital, and production of consumer goods, the scapegoat and the whipping boy has always been the consumer. I give your organization credit for being concerned about the consumer, but I am not foolish enough to believe that the primary mover in your organization is consumer well being. Congressional action that might put a few of the foreign flag ships into dry dock is a more logical reason for your concern. Mr. Loree, I have watched the consumer interest of importers, exporters, and foreign flag interests for many years, and their deep concern for the consumers in this country has always been a great source of wonderment if not merriment. There isn't a country or a flag which you represent that would allow for one day the destructive practices in all areas of international trade from production to distribu­ tion to consumption that this nation of ours has allowed and indulged in for many, many years. You say that another good argument for defeating this legislation is that foreign flag ships receive an even better reception in some areas because of anti-Ameriqan feelings. Isn't it strange that this nation— which has provided aid, assistance, comfort, and a helping hand to practically every nation on the face of this earth with an almost un­ limited amount of money, goods, foods, and favors—^now has to stop its ships from carrying products, and in many cases free products,-' because they don't like us. This reminds me of a U.S. Senator running for re-election who was told by his campaign leader that a certain county chairman was against him. The Senator looked perplexed, scratched his head and said, "I don't know why he is against me, I never did anything for him." If we hadn't allowed our Merchant Marines to become almost a non-entity and if we would have followed the practices in which almost all nations of the world indulge: work permits, border taxes, sur­ charges, safety laws, workman's compensation, and other methods of increasing their competitor's cost of doing business,jwe would not havp had to move into the Congressional form of relief we are now seeking. Using our highrcost, which in turn you relate to consumer prices, as a reason for denying our Merchant Marine a few crumbs from our own table is not valid, logical or economically sound. You and I know , that one of our big problems in Vietnam is the fact that we didn't have the.;bottoms tq provide die logistics^ All of a sudden, in lthat particular case, so-called cheap rates of foreign flag ships disappeared and the staggering charges to U S. shipments certainly do not give the flags of necessity shipsjmy claim to a halo or the feathery wihgs of im ang^ The consumer in the U.S. is the highest paid consumer in the world; and, persons like you and your organization have somehow caused him to believe that he can enjoy high wages for himself and have an unlimited access to low-priced goods from the lowest-waged workers in the world. We have considered ourselves an affluent nation and perhaps at one time we were; but, as an affluent nation the peoples of that nation must expect to pay for their affluency in the products that their higher wages produce. ^onomic colonialism under the free trade between the high-cost nations and the low-cost nations isn't any better than any other kind of colonialism. We fought a Revolutionary War to get away from being a raw materials nation, dependent upon the mother country for any manufactured or consumer goods. We fought and won because we only had one nation to fight against. Today practically every nation that has an anvil and a hammer is making goods for the U. S. market and so we are now a colony to many nations. We provide hides and they provide shoes, we provide grains and they provide meat, we provide cotton and they provide textiles, and we provide a market and they provide everything. I don't know your nationality. Sir; but, whatever it is I wish you were an American so you could see the truth for yourself. With every kind regard, I am Sincerely yours, JOHN H. DENT, M.C. Seafarers Log �Cutoff of U.S. Overseas Tax Breaks Proposed bySIU WASHINGTON — The Seafarers International Union has urged the House Ways and Means Committee to end the special tax credits and other special benefits enjoyed by the foreign operations of the major U, S. oil com­ panies. Testifying for the Seafarers Interna­ tional Union and the AFL-CIO Mari­ time Trades Department, O, W. Moody urged the House committee "to pro­ vide positive incentives for using Amer­ ican goods and to neutralize the incentives" for using foreign based goods and services. The SIU representative told the Committee that construction and use of American-built, American-manned tankers to meet the nation's increased oil needs would significantly lessen the drain on the U. S. balance of payments. He told the Committee that "we have had a direct interest and concern with international trade and the foreign operations of U. S. companies for sev­ eral years. From 1946 on, we have seen this country steadily decline from its number one maritime status as American-based companies, spurred by tax incentives, built and registered ships overseas." Specifically, the SIU representative told the Committee that present policies provide little tax incentive for using American goods and services compared to the generous tax savings for foreign investment. "The oil industry and the merchant marine are a case in point," he said. He suggested that "it is time to reex^ine tax mcentives given to foreign oil production," and urged elimination of the foreign oil percentage depletion allowance, which he said encouraged the development of foreign oil resources at the expense of developing our own. On foreign tax credits for the oil companies, Moody told the Committee that this benefit "enriches the petroleum companies and the host nations at the expense the American consumer." He said the system discourages the American oil companies from holding out against increased "royalty" pay­ ments when charged in the guise of taxes because the bigger the "royalty- tax" payments the bigger the U. S. tax savings to the companies. Thus, he said the average American pays higher gas and oil priees because the oil companies pass on the higher royalty-tax payments and in addition picks up the tax tab for the estimated $2.5 billion annually lost to the U. S. Treasury through this foreign tax credit loophole. In his testimony, the SIU represen­ tative said that existing tax polieies, wherein taxes on income from overseas investment that are deferred until the money is brought back to this country, has encouraged the American oil com­ panies to steadily escalate their foreign operations. Rather than repatriate their foreign Income to the U. S. and give up the tax deferrals, Moody said the oil com­ panies have branched out Into foreign Investmmts and marine fleets. In these key areas, the oil companies' foreign Investments have In fact outstripped Investments In the U. S., Moody said. As an example, he dted that in 1968 the U. S. oil companies Invested $805 million In foreign-flag ships and facil­ ities and only $50 million In American marine expenditures. In 1970 and 1971, the oil companies invested over five times more on foreign fleets than on U. S.-flag shipping, he said. In urging neutralization of the incen­ tives that encourage the use of foreign goods and services, the SIU represen­ tative recommended elimination of the oil depletion allowance on foreign pro­ duction, the overseas tax credit and the deferment of tax payments on foreignearned income. Pointing to the critical deficit in the U. S. balance of payments, the SIU spokesman said that the "use of Ameri­ can-built, American-manned, Ameri­ can-flag tankers should be encouraged to lessen the drain on our balance of payments caused by the energy crisis." "The building and operating of a strong American-flag tanker fleetjivould give this country a measure (rf selfsufficiency in the transportation trf its oil imports, a measure of self-suffi­ ciency in which the quantities of our current and future energy needs have become essential to our national sur­ vival," the SIU representative said. Named to La. Athletic Board Honored SIU Vice President Lindsey Williams (left) receives document ap­ pointing him vice chairman of the Louisiana State Athletic Commission. Holding the declaration Is Emile Bruneau, chairman of the group which regu­ lates boxing In the state. The presentation was made late last month In New Orleans. June 1973 J J 3 By B. Rocker U.S. Public Health Service Hospitals The SIU has vigorously supported legislation to keep the Public Health Service hospitals open. The Department of Health, Education and Welfare had announced its intention to close the hospitals, and had begun to phase them out. Some of the professional staff members, concerned about their future, resigned and took other jobs. Both Houses of Congress have completed hearings and just recently passed bills to require HEW to keep the hospitals open. A conference committee will meet to discuss and resolve the minor differences between the Senate, and House versions. When the conferees decide on the final version, it will go to both Houses for final approval, and from there to the President for his signature or veto. Cargo Preference More than a dozen bills have been introduced in the House to guarantee U.S.-flag ships a share of oil import cargo. H.R. 8193, introduced by Chairman Leonor Sullivan of the Merchant Marine and Fisheries Committee, would guarantee a 20 percent minimum, and would increase that guarantee to 30 percent by 1977. The AFL-CIO is supporting the oil cargo preference legislation as it did in the 92nd Congress, when we came close to a victory in the Senate. This year we hope to win that victory and to achieve the benefits which go with it—more jobs for seamen, an expanded shipbuilding program, better balance of payments, and more dependable transport of much-needed oil. Foreign Tax Credit SIU representatives testified recently before the House Ways and Means Committee in hearings on the Trade Reform Act of 1973, and recommended that "tax provisions which make it more profitable to operate overseas should be abolished." The largest commercial balance of payments deficit item is foreign oil; the second largest is cost of transportation of that oil. Our statement recommended encouraging American goods and services by abolishing oil depletion allowance, overseas tax credit, and deferment of payment of taxes on foreign-earned income. We believe that if these special incentives are abolished, oil companies will develop domestic resources. H.R. 6767 is still in Committee. Trans-Alaska Pipeline Ri^-of-Way Senator Jackson's right-of-way bill, S. 1081, which would permit the Secretary of Interior to grant necessary rights-of-way, has been reported out of the Interior and Insular Affairs Committee, and is expected to come before the Senate for a vote later this month. We support the Jackson bill, to permit the Secretary of the Interior to grant wider rights-of-way, and we support the earliest possible construction of the pipeline. Tanker Doable Bottmns The SIU has testified before the House Merchant Marine and Fisheries Committee in opposition to a proposed Coast Guard requirement for double bottoms on all new ocean tankers. Regulations and inspections for U.S.-flag ships are more stringent and better enforced than those of foreign-flag ships, making our tankers safer already. In addition, it has not yet been shown that double bottoms will significantly reduce pollution. For these reasons, a double-bottom require­ ment would impose an xmnecessary hardship when we are just beginning to build a newer, better fleet which will make us competitive. Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. Page 5 �mm The USNS Schuylkill was turned over to her SlU crew last April in the port of Norfolk before going back to join the MSG fleet. SlU Manning of 13 MSC Tankers a ^Milestone' The transfer of 13 Military Sealift Command tankers to civilian operation with manning by SIU crews has been praised as a "milestone" by Rear Ad­ miral John D. Chase, commander of the Military Sealift Command. was officially turned over to civilian operation on April 27, when she took on her SIU crew in Norfolk. The transfer of the tankers began when the USNS Maumee crewed up in Jacksonville late last yd^ In a letter written last month to Joseph Kahn, chairman of the board of Hudson Waterways Corp., now operator of the former Navy tankers, Admiral Chase noted: As a result of these transfers, more I Command is scheduled to receive deliv­ ery of nine new tankers to replace some of the older ships in the current fleet. The tankers are being utilized for refueling of naval vessels at sea and for resupply of many of the Navy's farflung bases, including such rembl^ areas as Antarctica. Rep. Carey Predicts Tow Industry Growth PINEY POINT, MD.—^Representa­ "This is an appropriate time for me tive Hugh Carey (D-N.Y.) predicted to express my sincere appreciation to those who contributed to this successful that the towing industry will play an in­ creasingly important role in the nation's turnover. transportation system, calling the "do­ "The transfers were accomplished mestic towing industry one of America's under adverse conditions, including most vibrant and growing industries." continuously changing ship schedules, The legislator, a member of the completely new crews, foul weather House Ways and Means Committee, conditions, and long hours of travel and said that the cargo moved on the work. The members of my staff who waterways had almost doubled in the attended each transfer unanimously past ten years, and "this growth is reported that your personnel displayed likely to increase... fueled by a num­ dedication and professionalism in plan­ ber of factors which have made the ning and accomplishing the job in the towing industry a vital segment of the most expeditious and efficient manner." nation's transportation network." Rep. Carey's remarks were made at The last of the formerly military crewed tankers, the USNS Schuylkill, graduation exercises conducted by the SIU's Lundeberg Upgrading Center here, at which diplomas were awarded to twenty young men who had received Art Benjamin, 49, basic training to prepare them for jobs SUP Official aboard vessels operating in the inland Art Benjamin, 49, business sec­ waters and harbors. retary of the SIUNA-affiliated Sail­ Carey pointed out the Importance ors Union of the Pacific, died May of this industry in providing low cost 29 of a heart ailment at the USPHS transportation of vital food, fuel and Hospital in San Francisco, Calif. other products to the nation's con­ A life-long resident of San Fran­ sumers. He said that the towing indus­ cisco, Brother Benjamin was welltry had also gotten an assist when the known and well-liked by all West Congress passed the 1970 Merchant Coast Seafarers. He joined the SUP Marine Act, making available to that in 1945. industry the mortgage guarantee pro­ Benjamin also had an intense in­ gram which had been previously avail­ terest in sports, especially boxing. able only to deep sea vessels. He said Brother Benjamin was buried "over $2 billion in mortgage guaran­ June 1 at Olivet Memorial Park in tees have now been used and among San Francisco. He is survived by these are loans for numerous modem his wife, Barbara, and his sons, towboats and large new barges." Steven and Michael. SIU Vice President Paul Drozak, national director of the Inland Boat­ Pages than 500 new job opportunities were made available to Seafarers. The contract awarded to Hudson Waterways, following competitive bid­ ding, provides that the company will operate the tanker fleet for the next five years. During 1974-5, the Military Sealift men's Union, urged the graduates to perform effectively on the job in the field and to take advantage of the op­ portunity to return periodically to the school to upgrade their job skills so that they can increase their earning power. He also stressed the necessity for joint labor, management coopera­ tion and mutual understanding of their problems so that "we can maintain an efficient and competitive industry." It was also announced by Hazel Brown, the School's president, that this program was shaped as the result of the recommendations of a joint com­ mittee representing the union and rep­ resentatives of its contracted operating companies and that the program would be continually upgraded to meet the changing industry demands. Rep. Hugh Carey (D-N.Y.) congratulates one of 21 young men in the first graduating class of deckhands at the Lundeberg School after they completed training for work aboard the to\^boats and barges of our nation's inland water­ ways system. At left is Gerry Brown, Piney Point Port Agent; and at right are Paul Drozak. IBU National Director, and Hazel Brown president of the Lunde­ berg School. Seafarers Log �The sixth and newest of eight SL-7 containerships ordered by SlU-contracted Sea-Land Service, Inc., the SeaLand Finance was christened and launched last month. Crewing of the Sea-Land Finance is set for October of this year. The next two containerships under construction are the Sea-Land Market, due to be manned by Seafarers in Sep­ tember 1973, and the Sea-Land Re­ source, set to get its SIU crew in March 1974. Five sister ships of the latest SL-7 have already completed their sea trials and maiden voyages from European waters to Sea-Land's container terminal in Port Elizabeth, N. J. The record-breaking Sea-Land Mc­ Lean and the Sea-Land Exchange are plying the run to Europe's Bremerhaven and Rotterdam and the Sea-Land Com­ merce, Sea-Land Trade and the SeaLand Galloway are to be on the run from Seattle to Kobe and Yokohama. By this winter, the Sea-Land McLean, the Sea-Land Exchange and the SeaLand Finance will join Sea-Land's Pa­ cific fleet. The 50,3r5-ton, black-hulled vessels steam 40 m.p.h. to Japan in about days from two 60,000 h.p. General Electric steam turbines whose 120,000 horses drive two 47-ton, five-bladed propellers at 135 turns a minute. Each SL-7 provides carpeted crew quarters with private baths. All quarters are in a separate deck aft. The bridge is farther forward than on most ships. The first keel among the eight con• tainerships was laid July 1970. »• 'I fta •'^5 W*ii tmrn mm ' 'J: •. . . S^a-Land Finance liilihch6Cl ;^ More SL-7s Under GdMtruction § --v..• . • - • SIU Gulf Ports Break Cargo Records New Orleans and Houston, two Gulf Co^t ports where SIU vessels fre­ quently dock to load and unload car­ goes, are constantly breaking records. Much of the cargo increase involves grain exports. In the Port of New Or­ leans, grain export records are expected to be broken for the second straight year. Last year, for the first time, the port exceeded one billion bushels in grain exports, and if there is no major setback. New Orleans will surpass that record in 1973, according to the execu­ tive secretfuy of the city's Board of Trade. increase in cargo volume was reported in January and February of this year as compared with the same months in 1972 which itself was a record-break­ ing year for the facili^. Total volume for the first two months of this year was about 13.5 million tons, as against 10.7 million in the same period a year ago. $348,000 For SealHt Ships In the first two months of this year The U.S. Navy's Military Sealift alone, more than 204 million bushels Command has announced that $348,060 of grain have been shipped from the was committed to U.S. commercial port. shipping for ship charters by MSC On an average day in New Orleans, during April 1973. about 40 ships go through the port, but Since July 1, 1972 MSC has com­ for the first three months of this year, mitted almost $152 million to U.S. 70 to 80 vessels a day have passed commercial shippiag for charter of through the facility, according to H. G. vessels, and has spent sOme $204.8 Joflray, associate port director. million for transportation of military The grain deal with Russia has ac­ cargo on commercial liners dining the counted for part of the increase but it past ten months. is not the only reason for the upswing. By using commercial ships on regular There has been an increase in business trade routes plus chartered commercial from other nations, such as, Japan and vessels, the Military Sealift Command the Mediterranean countries. moved 94 percent of all military cargo Cotton exports have also increased sealifited from the continental U.S! on as have plywood and rubber imports. Commercially owned U.S.-flag sfiips 'T think it is a reflection of the world during the first ten months of fiscal economy," Joffray said, "which seems to be just a little bit ahead at the present 1973. At the end of April, the Command time." He added still, that "all ports are had 92 privately owned U.S. ships now heavily involved in grain exports. under hire, many of which are manned Most of the wheat is being shipped out by SIU crews. These included dry of Texas ports .. ." while "most of the cargo vessels, tankers and ships used in oceanographic research. corn and soybean exports are going out The 13 Navy tankers operated for of New Orleans." He pointed out that the latter shipments are being trans­ MSC by SlU-contracted Hudson Waterways Corp. are not included in ported by barge down the Mississippi these figures and represent an addi­ River from the Mississippi Valley area. tional source of jobs for Seafarers. In the Port of Houston, a 25 percent June 1973 iV, • ., the tot^ overtime payable for watch stmidin^ in port after 5 pjn. " .m., Monday through Friday." I the actual number of worked. gard to .^ticle 11, Section 68 in the Tanker Agreement and Article don 70 m the Freightship Agreement—both of which deal with Seareceiving time off—a dariftcadon was announced by the UnionManagement Committee on Mar. 15,1973, The section in each agreement ^ provides that a Seafarer have time off "(not to exceed eight (8) working hours)". . The clarificadon was made with regard to subsection six which reads: „ . ; : "Where the seaman does not receive his day off as required above,^ he shall receive one (I) day'is pay in lieu thereof. If he receives only four (4) hours or less of his time off, he shall receive one half (^) day's pay in lieu thereof. This clause shall not apply where the seamaft has accepted overtime in lieu of time off." In the Mar. 15th clarification decision on this subsection the UnionManagement Committee agreed "that the'penalty of a day's pay shall not be applicable for a current voyage, if on arrival, the ship lays up, in the port of payoff." However, if the ship does lay up and a day was owed a Seafarer from a previous voyage, then he would receive that pay. Further, inasmuch as the provision was instituted for the specific purpose of getting time off for Seafarers, the penalties provided as outlined in sub-'" section six would not apply if the Se^arer did not request the time off. Page 7 'i: �SIU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen^s Union United Industrial Workers PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak SIU Patrolman Ted BabkowskI (right), on one of his regular visits to the PHS Hospital, takes down a beef of William R. King, 72, who sails in the engine department as an oiler. Seafarers Express Need SIU Fight for USPHS Has Long History The SIU continues fighting to prevent the eight marine U. S. Public Health Service Hospitals across the nation from closing down. The fifth Congress of the United States followed the lead of Secretary of Treasury Alexander Hamilton who recommended in 1793 "the establish­ ment of one or more marine hospitals in the U. S... Five years later a Congressional bill "for the relief of sick and disabled sea­ men" was signed into law by President John Adams in Philadelphia. The next year, the first U. S. marine hospital opened in Boston. It was administered by the Treasury Department. This initial hospital later mush­ roomed nationwide with the opening of other PHS hospitals in Staten Island, N.Y., Norfolk, New Orleans, Galves­ ton, Mobile, San Francisco, Seattle and many other cities where they now no longer exist. In addition, PHS admin­ isters clinics, open to Seafarers and others in 32 other ports in the U. S. Care for ill and iiijured seamen began on the Mediterranean isle of Rhodes in the third century B.C., when the king proclaimed sailors on his merchant ships were entitled to medical attention. Roman Emperor Hadrian's (117138 A.D.) ships had a medical officer aboard each one for every 200 seamen. As early as 1445 seamen in Bristol, England got medical care in St. Bartholomew Hospital. Later, Queen Elizabeth I levied a tax for the aid of disabled mariners. The English victors over the Spanish Armada in 1588, Drake, Effingham and Hawkins in 1590 founded a fund for the relief of their ill sailors collected from the Royal Navy ffeets. Today looking back into history we can now see that the right of Seafarers to medical care is not just governed by traditional need, but by the right of law. HEADQUARTERS 675 4th Ave., Bklyn. 11232 (212) HY 9.6600 ALPENA, Mich..800 N. Second Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.V. . .290 Franklin St. 14202 SIU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, ILL.. .9383 S. Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND,Ohio. 1420 W.25th St. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI 3-4741 DULUTH, Minn 2014 W. 3d St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287 415 Main St. 49635 (616) EL 7-2441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla.. 2608 Pearl St. 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. . 1 South Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3d St. 23510 (703) 622-1892 PADUCAH, Ky. SIU Chief Cook Charles L. Johnston, 56, of Brooklyn organizes his gear. . 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa,. 2604 S. 4th St. 19148 (215) DE 6-3818 PORT ARTHUR, Tex. 534 Ninth Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1321 Mission St. 94103 (415) 626-6793 SANTURCE, P.R. .1313 Fernandez, Juncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash. . . .2505 First Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla 312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. . . .510 N. Broad St. Wilmington, Calif. 90744 (213)549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 2014971 Ext. 281 Pensioner Alfredo Mova, a steward in the SlUNA-affiliated Writing a letter home in the Staten Island Hospital is Frank Marine Cooks and Stewards Union, samples the hospital S. Kallcky, 64, of Cleveland who ships on the Great Ldkes food prepared by PHS chefs. in the steward department. Page 8 Seafarers Log �SHips Know Your Rights DISPATCHERS REPORT Atlantic, Gulf & Inland Waters District MAY 1-31,1973 Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle Totals DECK DEPARTMENT TOTAL REGISTERED TOTAL SHIPPED All Groups Class A Class B All Groups Class A Class B Class C 3 23 16 13 8 10 3 4 17 30 11 26 25 199 17 30 74 ;... 18 79 537 6 48 8 24 15 10 7 18 55 81 27 47 14 360 1 13 3 7 8 7 2 1 19 31 12 10 19 135 Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San,Francisco Seattle Totals 1 68 8 2 38 9 15 9 8 3 13 28 42 16 51 28 262 9 11 8 29 52 77 10 59 21 381 2 78 13 20 14 8 3 26 27 57 13 32 18 311 3 53 1 26 8 9 1 15 47 57 10 47 16 293 0 106 5 10 16 8 0 2 6 14 9 15 16 207 George D. Brady Please contact G. W. Smith in Okla­ homa City, Okla. Harold Allen Damon Please contact Mrs. Ruth Mehringer at 6727 Ave. O, Houston, Tex., or call 921-3173. June 1973 19 157 27 80 5 45 0 60 110 63 27 123 42 758 4 32 17 22 6 9 2 9 17 40 18 37 16 229 1 26 7 9 5 4 1 3 22 24 12 26 21 161 0 5 0 0 1 0 0 0 5 0 0 1 1 13 4 96 17 41 10 16 0 48 89 60 13 86 15 495 1 54 10 21 10 2 14 37 42 19 61 15 286 STEWARD DEPARTMENT Lewis A. Davis Please contact your wife, Shirley, at 3491 Old Alturas Rd., Redding, Calif. John T. Cames Please contact your wife as soon as possible at 33 Delta Dr., Pittsburg, Calif., or call 458-1148. . All Groups Class A Class B ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle Totals 0 0 0 1 1 0 0 0 4 0 1 0 3 10 REGISTERED ON BEACH 1 52 1 19 6 3 3 6 25 27 13 15 15 186 P e r s o n a J. • s ^ 2 79 4 7 4 3 0 0 13 11 11 5 10 149 0 23 1 0 1 0 0 0 0 0 0 0 8 33 1 121 17 37 13 16 3 46 53 32 11 59 19 428 0 149 9 19 2 5 2 1 6 42 13 26 7 281 B. W. Bertram Please contact Mrs. Frances L. Fox at 2009 W. 109th St., Los Angeles, Calif. 90047. Eugene Curry Friends of Eugene Curry are asked to drop him a line at his new address, 818 Jefferson Ave., Moundsville, W. Va. 26041. All Seafarers Anyone knowing the whereabouts of steward department member John F. Castronover, please contact Mrs. Cath­ erine Castronover Lair, at 1143 North Island, Wilmington, Calif. 90744, or call 213-835-2138. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accord­ ance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the -shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275-20tb Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper maimer. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The 1^ has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplyifig a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should imme­ diately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against be­ cause of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic inter­ ests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment op­ portunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All con­ tributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feek that any of the above rights have been violated, or that he has been denied his constitu­ tional right of access to Union records or information, he should imme^ate^ notify SIU President Paul Hall at head­ quarters by certified mail, return receipt requested. Page 9 �I AT SEA SS Sea-Land Commerce The first of the SL-7 class vessels to enter the transpacific service, the Sea-Land Commerce broke the speed record for that run on her maiden voyage. Sailing from Seattle, Wash, on May 21, she reached Kobe, Japan 5 days, 23 hours and 30 minutes later. The containership averaged 30.82 knots in crossing the 4,424 nautical miles. The prior record was actually calculated for the shorter Yokohama to Race Rock, British Columbia voyage, a distance of 4,230 nautical miles, and was established at 7 days 12 hours and 4 minutes in March 1962 by the Washington Mail. The Sea-Land Commerce bettered the 1962 mark by 36 hours. 55 long Lines On board the Long Lines (Isthmian) the crew had a lengthy discussion on the Harry Lundeberg Schoof of Seamanship at Piney Point, Md. and everyone present agreed that full advantage shodd be taken of the facilities there, including the upgrading and recertification programs. 55 Penn Ranger Seafarer R. M. Kennedy urged all crewmembers on board the Penn Ranger (Penn Shipping) to write to their senators, urging that all USPHS hospitals be kept open. 55 Shenandoah All of the crew has signed a letter to keep the USPHS hospitals open and they expressed the hope that the facilities will remain "open for all needy seamen." 55 Mohawk The educational director on board the Mohawk (Ogden Marine), Gio Renele, urged the crew to have all their imion cards and papers so that if any problems arose while at sea the union could provide quicker help. 55 Anchorage The crew of the Anchorage (Sea-Land) was presenteii an award by the company for being "Ship of the year, due to a zero lost time index in con­ junction with the most man hours" during 1971. Accepting the award from Sea-Land official A1 Rose, manager of safety for the Pacific and Far East, was Captain Hardy of the Anchorage. 55 Ogden Wabash On board the Ogden Wabash (Ogden Marine) Marvin Henry is making his first voyage after recently graduating from the Harry Lundeberg School of Seamanship in Piney Point, Md. Brother Henry said that he really enjoyed sailing and got along well with the crew. He received a high school diploma through the HLSS GED program and had nothing but praise for the program and instructors at the Point. He plans to return for upgrading as soon as he gets in his required seatime. Stalwart Bosun "Tiny" Wallace was also on the ship and the thirty-year veteran of the union had special words of praise for Chief Cook Clyde Woods and the entire steward department for doing a great job in caring for Chief Steward Hargy who had a heart attack in Odessa, Russia. Brother Hargy was put ashore at a Russian hospital. SIU Representative George McCartney (left) Is the first to congratulate Sea­ farer Michael Kindya after Kindya received his license as Chief Engineer. Started ai 18: Seafarers Grad Upgrades From Foc'sle to Chief Engineer When Seafarer Michael John Kindya entered the Seafarers school of Seaman­ ship, he was determined to constantly better himself by taking advantage of all the excellent upgrading opportuni­ ties offered by the union to its mem­ bers. The perseverant young man partici­ pated in every SIU training program and the result is that today he is the first Seafarers school graduate to work his way up from the foc'sle to Chief Engineer, entirely through the SIU's own upgrading programs. The Manhattan bom Seafarer orig­ inally shipped out as an 18-year old saloon messman aboard the freightship Valley Forge, and later switched over to the engine department. He first entered the joint SIU-MEBA School of Marine Engineering in 1966 and received his Third Assistant Engi­ neer's License that year after complet­ ing an intensive five month course of study. He returned to the school in 1967 and again in 1970 completing similar courses—each time accumulating more knowledge and experience, and climb­ ing one step closer to the top. Recently, after years of hard work and study, Kindya earned his Chief Engineer's li­ cense. As might be expected. Brother Kindya's aspirations do not end here. "I plan to ship out as Chief Engineer as soon as possible and build up some capital" he said determinedly, "then I will return to the SIU's training school and work my way toward a license as Chief Engi­ neer on propulsion diesel vessels." After 14 years with the SIU, he had some definite feelings about the union. "The SIU took me off the streets as a kid" he said, "and gave me the help and guidance I needed to get where I am today. My whole family is proud of me and I am proud that I can provide for them so well, thanks to the union." Brother Kindya feels that his new position as Chief Engineer aboard ship is much more than just a job. "I will try to encourage the younger kids starting out to get involved in the SIU's fine pro­ grams" he said, "because each time they complete a course they will become more efficient at their job and can in­ crease their earning power." The 32-year old Seafarer makes his home in fifidge, Long Island with his wife, Janet, and two children, Stephan, 10, and Cheryl, 6. Paperweight Message 55 Brooklyn Sailing on board the containership Brooklyn (Sea-Land) are two brothers, Scott and Steven Wilkinson, both of whom are graduates of the Harry Lun­ deberg School of Seamanship in Piney Point, Md. Seafaring seems to run in the Wilkinson family since their father. Bud Wilkinson is an SIU member who sails as an FOWT and pumpman. Also on board was OS Tony Pinchook who is a 27-year veteran of the union. The well-knit crew of the Brooklyn was kidding Pinchook, saying that he had allegedly gained over 100 pounds on this voyage alone. 55 Transoregon The crew of the Transoregon (Seatrain) praised the quality of the food on board and the excellence of the steward department. A look at the menu shows that Spanish specialties such as "arroz con polio" were served in addition to the more commonly encountered dishes. 55 Galveston The crew aboard the Galveston (Sea-Land) reports that they are still re­ ceiving good movies and there is also plenty of popcorn on hand. The crew and officers also took up a collection of $90 and sent it to the American Merchant Marine Library Fund. Page 10 This paperweight has been distributed by the National Maritime Council to show that when cargo is shipped American, 71 cents of each dollar used for the shipping remains in the U.S. and thus heips this nation s economy and her balance of payments. The National Maritime Council was formed in 1971 and is composed of representatives from various maritime groups through­ out the country. Seafarers Log �i\iSC Stresses Confainerization ASHORE Sea-Land's Warrior Offloads in Open Sea With the U.S. Armed Forces, no­ tably the Military Sealift Command, placing more emphasis on containerization since Vietnam, Sea-Land's Warrior recently took part in Navy tests to de­ termine the most efficient methods to unload containerships offshore and at sea. The tests evaluated the techniques and equipment (such as cranes) avail­ able to offload a non-self-sustaining containership in the open sea. The tests took place in the Atlantic off Fort Storey, Va. The military operation stemmed from the theory that a commercial break bulk cargo ship could be replaced by a com­ mercial containership unloading at sea and onto the beach in forward areas where there are no pierside berths or shore cranes. Nineteen Army, Navy and Marine Corps tests included the unloading and transferring of containers to other ves­ sels while the ships were under way by using helicopters; and while the ships were anchored using LSTs (Landing Ship Tank) cranes and floating cranes to transfer containers. MSC Atlantic commander Rear Adm. William M. Pugh II hailed the tests as a success. He stressed the value of containerships for offship delivery service at both ends of an ocean haul. Last year, containerships carried more than 80 percent of Department of Defense cargo to Northern Europe and the United Kingdom. Galveston, Tex. The following Seafarers are in the USPHS hospital in Galveston, Tex. and would appreciate hearing from their shipmates. They are: E. Hartless, M. Dickerson, R. McNay, R. A. Savoy, K. Lewis, H. Overton, M. Curry, T. L. Laningham, F. E. Hughes. E. F. Rodriguez, W. Herrin, and E. Duxbury. Baltimore, tAd. Seven Seafarers are currently recuperating in the USPHS hospital in Bal­ timore, Md. and would like to hear from their union brothers. They are: Alvin D. Carter, James Hamilton, Gustave Holterson, Stanley Orkwiszewski, Edgar S. Smith, Chester Tillet, and Leon J. Webb. Oakland, Calif. To combat possible oil leakage from its ships while at dock, SlU-contracted Sea-Land Service has installed an Aqua-Fence oil containment boom at its Oakland port terminal, the first of its kind on the West Coast and the first ever to be installed by a containership operator. Although the company has never had an oil spill, Sea-Land installed the fence to better protect the waters in case oil should leak from a ship or fuel­ ing barge. The oil containment system consists of 3,100 feet of Aqua Fence oil barrier of which 1,300 feet floats permanently in the water under the pier and is secured by mooring rings to the pilings. The remaining 1,800 feet of outer or surrounding Aqua Fence is available to surround one SL-7 vessel or two vessels up to 700 feet in length. The fence itself is made of a 24-inch wide belt of reinforced nylon that comes in 100-foot lengths which are connected by quick locking devices. The 1,800 feet of surrounding barrier is also stored in four reels under the pier that permit it to be deployed at a rate of 100 feet every three min­ utes. As it is deployed, a small boat pulls it into position around the ship, each end being secured to the permanent Aqua Fence installed under the face of the pier. San Francisco, Calif. Anchored Sea-Land Warrior (center) shifts containers via cranes to the LSI (Landing Ship Tank) (left) and barge (right) In offshore unloading exercise. Ships Collide and Burn In Verrazano Narrows One of the worst disasters in the maritime history of the Port of New York occurred shortly after midnight on Saturday, June 2, when the 610-foot NMU-manned containership Sea Witch struck the starboard beam of the oilladen foreign-flag tanker Esso Brussels, touching off a series of explosions which transformed the surrounding waters of the Verrazano Narrows into a blazing inferno. Ten seamen, including the captain of the Sea Witch were killed, and six others including the master of the Esso Brussels are missing and presumed dead. The collision ripped a gaping 40-foot hole amidships the Esso Brussels, spill­ 'Lucky' Smuggler Stones Large one-holed stones were once very popular with rum smugglers. If there was a chance of capture, the "gentlemen" simply threw contraband tubs of rum overboard, preferably over a rocky bottom, securely lashed to a line weighed down by stones. The weight of the sinker stones kept the tubs of rum on the rocks below until it was safe to use "rock creepers", as specially designed grapnels were called, to retrieve their prizes. June 1973 ing part of her cargo of 313,000 barrels of crude oil into the surrounding waters, and causing the two ships to lock in a perpendicular T formation. Shortly after the 12:42 a.m. accident. New York Fire Department and Coast Guard fireboats surrounded the blazing ships, spraying the decks with a continu­ ous stream of water. A score of tugboats also converged on the scene and rescued the surviv­ ing 63 seamen who were precariously stranded on the decks of their ships or in the water. All of the survivors were hospitalized, many at the USPHS hospital on Staten Island, suffering from smoke inhalation, exhaustion and cuts and bruises—but they luckily incurred no serious injuries. As the rescue operations progressed, the ships began drifting with the tide, passing directly under the Verrazano Narrows Bridge, which was closed to traffic for a time because of flanies shooting up beneath the bridge's super­ structure. ' The interlocked vessels continued to drift several miles past the bridge and were finally separated and grounded 600 yards off Coney Island in Brooklyn, N.Y. The vessels were still smoldering nearly three days after the tragedy. The Coast Guard is conducting a formal inquiry into the accident. The National Maritime Council's western region action group hosted 300 guests at its third annual Unity Dinner here early this month. Present were representatives of labor, steamship company officials, port officials, govern­ ment leaders and prominent shippers from the western region. The National Maritime Council, an organization composed of top repre­ sentatives of the maritime industry, holds its Unity Dinner each year at this time to thank shippers for shipping cargoes in U.S.-flag vessels. Prizes of a cruise to Hawaii, a cruise to the Isthmus of Panama, and six coastwise cruises were drawn for by guest shippers, and the first annual Binnacle Award was presented to T. J. Patterson, Jr., western region director, by Ed Turner, president. Marine Cooks and Stewards, for leader­ ship in directing a course of action for the betterment of the American Mer­ chant Marine. The welcoming remarks were made by Mayor Joseph Alioto. Master of ceremonies was Robert J. Benedict, chairman of the board, western region action group. "Since the inception of the National Maritime Council in San Francisco in 1971, we have worked toward and are now seeing a resurgence of the U.S. Merchant Marine, as typified in the modem, super containerships plying the waters of the Pacific," Patterson stated during his introductory remarks. Sea-Land ^Carfainer' A Sea-Land 35-foot Cartalner carrying four or five standard size American cars Is lifted off the Detroit. Note built-in chassis and rear wheels for overthe-road operation. The ship has been on the weekly Miami-Puerto Rico run since 1972 as a result of the growth of the auto business In the Islands. Page 11 I �The SAVANNAH National Maritime Day H 1 !• San Francisco SIU President Paul Hall, addressing a National Maritime Day luncheon in San Francisco, mged American-flag shipping companies to vigorously sup­ port cargo preference legislation now pending in Congress that would give them a share of this nation's waterborne cargoes. Hall noted that a concerted effort by both management and labor would in­ crease the chances for passage of such legislation. "Our problem is not with labor or management; we cannot afford to think and act apart, but must all work to­ gether", said Hall. While praising what he called "giant steps forward" in attaining such co­ operation, he said there was much to be done in that direction. He cited the National Maritime Council as as exam­ ple of how the three main parts of the maritime industry—labor, management and government, have gotten together to do what ever is possible to better the merchant marine. Citing the Alaskan Pipeline, Hall emphasized that its construction can do much to meet the present energy crisis faced by this nation and urged West Coast shippers present to get into the tanker business before those com­ panies that operate American-owned foreign-flag tankers succeed in exclud­ ing domestic shippers from carrying crude oil from the Alaskan oil fields to Pacific Coast refineries through amend­ ment of the Jones Act. Seattle SIU Port Agent Harvey Mesford lowered a floral wreath into Elliott Bay at noon on Maritime Day here in mem­ ory of all of those seamen who went down to the sea in ships and never came back. Aboard the 82-foot Coast Guard cut­ ter Point Doran tied up at Pier 57, rela­ tives, clergy. Coast Guard crewmen, skipper James White, the Propeller Club and maritime union representa­ tives heard brief prayers and saw the launching of a wreath shaped like a ship bearing miniature pennants with the initials of the unions — SIU, SIUNA-aflaiiated IBU, SUP, Alaska Fishermens Union, Marine Cooks and Stewards, MEBA, Masters, Mates and Pilots and the Marine Firemens Union. Prayers were offered by the Rev. Ciaran Dillon, the Rev. Gene Wolfe, Rabbi Edward Ellenbogen and the Rev. C. K. Randoy. Howard F. Casey represented the Maritime Administration. Page 12 Washington, D.C. Seafarers from the SIU's Lundeberg Upgrading Center at Piney Point, Md. attended special merchant marine Na­ tional Maritime Day memorial services in honor of U.S. seamen held May 24 at the National Cathedral in the na­ tion's capital. Those present heard speakers praise the unique role in our nation's history traditionally played by the domestic merchant marine. The importance of future active par­ ticipation in world commerce by the American-flag fleet was also stressed. The memorial tribute in memory of the thousands of merchant seamen who gave their lives during World War II and during the Kor^ and Vietnam conflicts, was made by Robert J. Blackwell, assistant secretary of commerce for maritime affairs. Seafarers and upgraders attending the ceremony included: Cy Perkins, Richard Wood, Stanley Castanza, David Lynn, David Fishcer, Lance Marks, John Chadwick, Robert Rey­ nolds, Michael Berry, Alan Curry, Randy McDonnell, Jack Vanderhoof, Guy Dudley, Duane Ostrander, Joseph Myers, Jack Dixon, Robert Wolfe, Terry Hines, Kenneth McLeod, Alvarado Santiago, C. W. Dalhaus, Clif­ ford Hall, Francis Rizzo, Eugene Stone and George Vukmir. New Orleans Maritime Day ceremonies here May 22 were marked by the laying of an anchor-shaped floral piece of red and white flowers on waters of the Missis­ sippi River. The rites were held in honor of those mariners who lost their lives at sea and on America's inland waterways. At the start of the ceremony, harbor • ships sounded their horns with long blasts, then Propeller Club president Carlos J. Lozano, Jr. spoke briefly ex-' plaining that May 22 was the nation's 40th annual observance of Maritime Day and was first proclaimed by Presi­ dent Franklin D. Roosevelt. Clergymen gave short inspirational messages. Following taps played by a U.S. Navy band bugler, a Coast Guard rifle squad fired three volleys into the air as the memorial wreath was carried by labor union oflicials to the flreboat. Deluge. The flreboat, flanked by two Navy Coastal River Division 22 boats, steamed to a quiet part of the river off Jackson Square. There, the wreath was put onto the river where it floated silently away. Rep. John M. Murphy (D'N.Y.) addresaeB New Yoric Maritime Day andioice an a revitalized U.S. fleet. ' _ Sf. (5 , Representatives from West Coast maritime unions and other g^roups gather b I ... Port of Seattle as part of Maritime Memorial Services on May 22. SIU Seattle ^ .Jv �Special Supplement SEAFARERS LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION® ATLANTIC,GULF, LAKES AND INLAND WATERS DISTRICT •AFL-CIO For SIU Atlantic^ Gulf, Lakes »a ! -Jy- �V' • • \' o; Jrv- : " CONSTITUTION i- I THE SEAFARERS INTERNATIONAL UNION OF NORTH AMERICAATLANTIC. GULF, LAKES AND INLAND WATERS DISTRICT Affiliated with Seafarers International Union of North America, American Federation of Labor-Congress of Industrial Organizations (As Amended July 10, 1972) PREAMBLE As maritime and allied workers and realizing the value and necessity of a thorough organization, we are dedicated to the forming of one' Union for our people, tlie Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, based upon the follow­ ing principles; All members shall be entitled to all the rights, privileges and guarantees as set forth in this Constitution, and such rights, privileges and guarantees shall be preserved in ac­ cordance with its terms. We declare that American seamen are entitled to receive their employment without interference of crimps, ship­ owners, fink halls or any shipping bureaus maintained by the Government. We affirm that every worker has the right to receive fair and just remuneration for his labor, and to gain suffi­ cient leisure for mental cultivation and physical recreation. We proclaim the right of all seamen to receive healthful and sufficient food, and proper forecastles in which to rest. We defend the right of all seamen to be treated in a decent and respectful manner by those in command, and We hold that the above rights belong to all workers alike, irresjwctive of nationality or creed. Recogmzing the foregoing as our inalienable rights, we are conscious of corresponding duties to those in command, our employers, our craft and our country. We will, therefore, try by all just means to promote har­ monious relations with those in command by exercising due care and diligence in the performance of the duties of our profession, and by giving all possible assistance to our em­ ployers in caring for their gear and property. Based upon these principles, it is among our objects: To use our influence individually and collectively for the purpose of maintaining and developing skill in seamanship and effecting a change in the maritime law of the United States, so as to render it more equitable and to make it an aid instead of a hindrance to the development of a merchant marine and a body of American seamen. To support a journal which shall voice the sentiments of maritime workers and through its columns seek to maintain their knowledge of, and interest in, maritime affairs. To assist the s^men of other countries in the work of organization and federation, to the end of establishing the Brotherhood of the Sea. To form and to assist by legal means other bona fide labor organizations whenever possible in the attainment of their just demands. To regulate our conduct as a Union and as individuals so as to make seamanship what it rightly is—an honorable and useful calling. And bearing in mind that we are migra­ tory, that our work takes us away in different directions from any place where the majority might otherwise meet to act, that meetings can be attended by only a faction of the membership, that the absent members, who cannot be present, must have their interests guarded from what might be the results of excitement and passions aroused by per­ sons or conditions, and that those who are present may act for and in the interest of all, we have adopted this Con­ stitution. , Statement of Principles and Declaration of Rights In order to form a more perfect Union, we workers in the maritime and allied industries, realizing the value and necessity of uniting in pursuit of our improved economic and social welfare, have determined to bind ourselves to­ gether in the Seafarers International Union of North Amer­ ica—Atlantic, Gulf, I.akes and Inland Waters District, and hereby dedicate ourselves to the following principles: In promoting our economic and social welfare, we shall ever be mindful, not only of our rights, but also of our duties and obligations as members of the community, our duties as citizens, and our duty to combat the menace of communism and any other enemies of freedom and the democratic principles to which we seafaring men dedicate ourselves in this Union. We shall affiliate and work with other free labor orga-; nizations; we shall support a journal to give additional voice to our views; we shall assist our brothers of the sea and other workers of all countries in these obligations to the fullest extent consistent with our duties, obligations, and law. We shall" seek to exert our individual and collective : influence in the fight for the enactment of labor and other legislation and policies which look to the attainment of a free and happy society, without distinction based on race, creed or color. To govern our conduct as a Union and bearing in mind that most of our members are migratory, that their duties carry them all over the world, that their ri^ts must and shall be protected, we hereby declare these rights as mem­ bers of the Union to be inalienable. y, • I No member shall be deprived of any of the rights 'or " privileges guaranteed him under the Constitution of the ' Union. . i II Every qualified member shall have the right to nominate himself for, and, if elected, or appointed, to hold office in this Union. III No member shall be deprived of his membership without due process of the lavy of this Union. No member shall be compelled to be a witness against himself in the trial of any proceeding in which he may be charged with failure to observe the law of this Union. Every official and job hold- er shall be bound to uphold and protect the rights of every member in accordance with the principles set forth in the Constitution of the Union. IV Every member shall have the right to be confronted by his accuser whenever he is charged with violating the law of this Union. In all such cases, the accused shall be guar­ anteed a fair and speedy trial by an impartial committee of his brother Union members. No member shall be denied the right to express himself freely on the floor of any Union meeting or in committee. Vi A militant membership being necessary to the security of a free union, the members shall at all times stand ready to defend this Union and the principles set forth in the Con­ stitution of the Union. Vli The powers not delegated to the officers, job holders, and Executive Board by the Constitution of the Union shall be reserved to the members. CONSTITUTION Article 1 Name and General Powers This Union shall be known as the Seafarers International Union of North America—^Atlantic, Gulf, Lakes and In­ land Waters District. Its powers shall be legislative, judicial, and executive, and shall include the formation of, and/or issuance of charters to, subordinate bodies and divisions, corporate or otherwise, the formation of funds and parti­ cipation in funds, the establishment of enterprises for the benefit of the Union and similar ventures. This Union shall exercise all of its powers in aid of subordinate bodies and divisions created or chartered by it. For convenience of administration and in furtherance of its policies of aid and assistance, the Union may make its property, facilities and personnel available for the use and on behalf of such sub­ ordinate bodies and divisions. A majority vote of the membership shall be authorization for any Union action, unless otherwise specified in the Constitution or by law. This Union shall at all times protect and maintain its jurisdiction. Article II Affiliation Section 1. This Union shall be affiliated with the Sea­ farers International Union of North America and the American Federation of Labor—Congress of Industrial Organizations. All other affiliations by the Union or its subordinate bodies or divisions shall be made or withdrawn as determined by a majority vote of the Executive Board. Section 2. In addition to such other provisions as are contained herein, all subordinate .bodies and divisions seek­ ing a charter from and/or affiliation with this Union, shall be required to adopt, within a time period set by the Exe­ cutive Board, a constitution containing provisions as set forth in Exhibit A, annexed to this Constitution and made a part hereof. All other provisions adopted by such subordinate bodies and divisions as part of their constitutions shall not be inconsistent therewith. No such constitution or amend­ ments thereto shall be deemed to be effective without the approval of the Executive Board of this Union, which shall be executed in writing, on its behalf, by the President or, in his absence, by any other officer designated by it. Such approval shall be deemed to be recognition of compliance herewith by such subordinate body or division. Where a subordinate body or division violates, any of the foregoing, and, in particular, seeks to effectuate any consti­ tutional provision not so authorized and approved, or com­ mits acts in violation of its approved constitution, or fails to act in accordance therewith, this Union, through its Executive Board, may withdraw its charter and/{or sever its affiliation forthwith, or on such terms; as it may impose not inconsistent with law, in addition to exercising any and all rights it may have pursuant to; any applicable agree­ ments or understandings. SecdoD 3. This Union shall also have the power, acting through its Executive Board, and after a. fair hearing, to impose a trusteeship upon any subordinate body or divi­ sions chartered by and affiliated with it, for the reasons and to the extent provided by law. j ,, Artlcle III Membership Section 1. There shall be two classes of membership, to wit full book members and probationary members. Candi­ dates for membership shall be admitted to membership in accordance with such rules as may be adopted from time to time, by a majority vote of the membership and which rules shall not be inconsistent with the provisions of this Constitution. All candidates with 360 days or more seatime in a consecutive 24 calendar month period commencing from January 1, 1968, in an unlicensed capacity, aboard an American-flag merchant vessel or vessels, covered by con­ tract with this Union, shall be eligible for full membership. All persons with less than the foregoing seatime but at least' thirty (30) days of such seatime, shall be eligible for pro­ bationary membership. Only full book members shall be entitled to vote and to hold any office or elective job, ex­ cept as otherwise specified herein. All probationary mem­ bers shall have a voice in Union proceedings and shall be entitled to vote on Union contracts. Section 2. No candidate shall be granted membership who is a member of any dual organization hostile to the aims, principles, and policies of this Union. The members, by majority vote, shall at all times have the right to determine the membership status of pensioners. Section 3. Members more than one quarter in arrears in dues shall be automatically suspended, and shall forfeit all benefits and all other rights and privileges in the Union. They shall be automatically dismissed if they are more than two quarters in arrears in dues. An arrearage in dues shall be computed from the first day of the applicable quarter, but this time shall not run: (a) While a member is actually participating in a strike or lockout. (b) While a member is an in-patient in a USPHS or other accredited hospital. (c) While a member is under an incapacity due to ac­ tivity in behalf of the Union. (d) While a member is in the armed services of the United States, provided the member was in good standing at the time of entry into the armed forces, and further provided he applies for reinstatement within ninety (90) days after discharge from the armed forces. (e) While a member has no opportunity to pay dues, because of employment aboard an American-flag merchant vessel. The provision of this subsection (e) shall be in­ applicable when such merchant vessel is operating upon the Great Lakes. Section 4. A majority vote of the membership shall be sufficient to designate additional circiunstances during which the time specified in Section 3 shall not run. It shall be the right of any member to present, in writing' to any Port at any regular meeting, any question with regard to the appli­ cation of Section 3, in accordance with procedures estab­ lished by a majority vote of the membership. A majoriW vote of the membership shall be necessary to decide such questions. Section 5. The membership shall be empowered to establish, from time to time, by majority vote, rules under which dues and assessments may be excused where a mem­ ber has been unable to pay dues and assessments for the reasons provided in Sections 3 and 4. Section 6. To preserve imity, and to promote the com­ mon welfare of the membership, all members of the Union shall uphold and defend this Constitution and shall be governed by the provisions of this Constitution and all poli­ cies, rulings, orders and decisions duly made. Section 7. Any member who gives aid to the principles and policies of any hostile or'dual organization shall be denied further membership in this Union to the full extent permitted by law. A majority vote of the membership shall decide which organizations are dual or hostile. Section 8. ' Evidence of membership or other affiliation with the Union shall be in such form or forms as deter­ mined by the Executive Board, and shall at all times remain the property of the Union. Members may be required to show their evidence of membership in order to be admitted to Union meetings, or into, or on Union property. Article IV Reinstatement Members dismissed from the Union may be reinstated in accordance with such rules and tmder such conditions as are adopted, from time to time, by a majority vote of the mem­ bership. Article V Dues and Initiation Fee Section 1. All members shall pay dues quarterly on a calendar year basis, no later than the first business day of each quarter, except as herein otherwise provided. The dues shall be those payable as of the date of adoption of this Constitution as amended and may be changed only by Constitutional amendment. Section 2. No candidate for full book membership shall be admitted into such membership without having paid an initiation fee of Five Hundred ($500.00.) Dollars, except as otherwise provided in this Constitution. In addition, the can­ didate shall pay a Ten ($10.00) Dollar "service fee" for the issuance of his full book. Each candidate for probationary membership and each probationary member shall, with the payment of each his first quarterly dues, as require by S^on 1, pay at each such time the sum of One Hundred and Twenty-five ($125.00) Dollars as partial initiation fee. The total of such initiation monies so . paid shall be credited to his above re­ quired initiation fee for a full book member upon comple­ tion of the required seatime as provided for in Article lU, Section 1. Monies paid to the Unicm by any non-full book member prior to the effective date of this amended Consti­ tution, on account of initiation fee and assessments, not exceeding Two Hundred and Fifty ($250.00) Dollars, shall be credited to such member's payment of his initiation fee as required by this section. Section 3. Payment of dues and initiation fees may be waived for organizational purposes in accordance with such rules as are adopted by a majority vote of the Executive Board. Section 4. All members shall be and remain in good standing. Special Supplement �% 'A Aitiefo VI Retirement from MembersMp Section 1. Members may retire from membership by surrendering their Union books or other evidence of affilia­ tion and paying all unpaid dues for the quarter in which they retire, assessments,- fines and other monies due and owing the Union. When the member surrenders his book or other evidence of affiliation in connection with his appli­ cation for retirement he shall be given a receipt therefor. An official retirement card shall be issued by Headquarters, upon request, dated as of the day that such member ac­ complishes these payments and shall be given to the mem­ ber upon presenting the aforesaid receipt. Sectimi 2. All the rights, privileges, duties and obliga­ tions of membership shall be suspended during the period of retirement, except that a retired member shall not be disloyal to the Union nor join or remain in any dual or hostile organization, upon penalty or forfeiture of his right to reinstatement. i Section 3. Any person in retirement for a period of two quarters or more shall be restored to membership, except as herein indicated, by paying dues for the current quarter, as well as all assessments accruing and newly levied during the period of retirement. If the period of retirement is less than two quarters, the required payments shall consist of all dues accruing during the said period of retirement, includ­ ing those levied during that period. Upon such payment, the person in retirement shall be restored to membership, and his membership book, appropriately stamped, shall be returned to him. Section 4. A member in retirement may be restored to membership after a two-year period of retirement consisting of eight full quarters only by majority vote of the member­ ship. Section 5. The period of retirement shall be com­ puted from the first day of the quarter following the one in which the retirement card was issued. Section 6. No member may retire his membership dur­ ing the period of a strike or lockout. Article VII Systems of Organization Section 1. This Union, and all officers, headquarter's representatives, port agents, patrolmen, and members shall be governed in this order by: (a) The Constitution. (b) The Executive Board. (c) Majority vote of the membership. Section 2. The headquarters of the Union shall be lo­ cated in New York and the headquarters officers shall con­ sist of a President, an Executive Vice-President, one VicePresident in Charge of Contracts and Contract Enforcement, a Secretary-Treasurer, one Vice-President in Charge of the Atlantic Coast, one Vice-President in Charge of the Gulf Coast, and one Vice-President in Charge of the Lakes and Inland Waters. Section 3. The staff of each port shall consist of such personnel as is provided for herein, and the port shall bear the name of the city in which the Union's port offices are located. Section 4. Every member of the Union shall be regis­ tered in one of three departments: namely, deck, engine and stewards department. The definition of these departments shall be in accordance with custom and usage. This defini­ tion may be modified by a majority vote of the membership. No member may transfer from one department to another except by approval as evidenced by a majority vote of the membership. Article VIII Officers. Headquarters Representatives, Port Agents and Patrolmen Section 1. The officers of the Union shall be elected as otherwise provided in this Constitution. These officers shall be the President, an Executive Vice-President, one VicePresident in Charge of Contracts and Contract Enforcement, a Secretary-Treasurer, one Vice-President in Charge of the Atlantic Coast, one Vice-President in Charge of the Gulf Coast, and one Vice-President in Charge of the Lakes and Inland Waters. Section 2. Port Agents, Headquarters Representatives, and Patrolmen shall be elected, except as otherwise provided in this Constitution. Article IX Other Elective Jobs Section 1. In addition to the elective jobs provided for in Article VIII, the following jobs in the Union shall be voted upon in the manner prescribed by this Constitution; Committee members of: (1) Trial Committees (2) Quarterly Financial Committees (3) Appeals Committees (4) Strike Committees (5) Credentials Committees (6) Union Tallying Committees (7) Constitutional Committees SectioD 2. Additional committees may be formed as provided by a majority vote of the membership. Committees may also be appointed as permitted by this Constitution. Article X Duties of Officers, Headquarters Representatives, Port Agents, Other Elected Job Holders and Miscellaneous Personnel (a) The President shall be the executive officer of the Union and shall represent, and act for and in behalf of the Union in all matters except as otherwise specifically provided for in the Constitution. (b) He shall be a member ex-officio of all committees, except as otherwise herein expressly provided. (c) The President shall be in charge of, and iiesponsible for, all Union property, and shall be in charge of headquar­ ters and port offices. Wherever there are time restrictions or other considerations affecting Union action, the President shall take appropriate action to insure observance thereof. (d) In order that he may properly execute his respon­ sibilities, he is hereby instructed and authorized to employ any help he deems necessary, be it legal, accounting or otherwise. Special Supplement e) Subject to approval by a majority vote of the mem­ bership, the President shall designate the number and loca­ tion of ports the jurisdiction, status and activities thereof, and may close or open such ports, and may re-assign VicePresidents and the Secretary-Treasurer, without reduction in wages. He may also re-assign Headquarters Representatives. Port Agents, and Patrolmen, to other duties, without reduc­ tion in wages. The Ports of New York, Philadelphia, Balti­ more, Mobile, New Orleans, Houston, Detroit and San Francisco may not be closed except by Constitutional amendment. Where ports are opened between elections, the President shall designate the Union personnel thereof. The President shall designate, in the event of the in­ capacity of any Headquarters Representative, Port Agent or Patrolmen, or any officer other than the President, a re­ placement to act as such during the period of incapacity, provided such replacement is qualified under Article XII of the Constitution to fill such job. At the regular meeting in May of eveiy election year, the President shall submit to the membership a pre-balloting report. In his report he shall recommend the number and location of ports, the number of Headquarters Representa­ tives, Port Agents and Patrolmen which are to be elected. He shall also recommend a bank, a bonded warehouse, a regular office thereof, or any similar depository, to which the ballots are to be mailed, except that the President may, in his discretion, postpone the recommendation as to the depository until no later than the first regular meeting in October. This recommendation may also specify, whether any Patrolman and/or Headquarters Representative, shall be designated as departmental or otherwise. The report shall be subject to approval or modification by a majority vote of the membership. (f) The President shall be chairman of the Executive Board and may cast one vote in that body. (g) He shall be responsible, within the limits of his powers, for the enforcement of this Constitution, the poli­ cies of the Union, and all rules and rulings adopted by the Executive Board, and those duly adopted by a majority vote of the membership. Within these limits, he shall strive to enhance the strength, position, and prestige of the Union. (h) The foregoing duties shall be in addition to those other duties lawfully imposed upon him. (i) The responsibility of the President may not be dele­ gated, but the President may delegate to a person or persons the execution of such of his duties as he may in his discre­ tion decide, subject to the limitations set forth in this Constitution. (j) Any vacancy in any office or the job of Headquar­ ters Representative, Port Agent, or Patrolman shall be filled by the President by temporary appointment of a member qualified for the office or job under Article XII of this Constitution, except in those cases where the filling of such vacancy is otherwise provided for by this Constitution. (k) The President is directed to take any and all meas­ ures and employ such means which he deems necessary or advisable, to protect the interests, and further the welfare of the Union and its members, in all matters involving national, state or local legislation issues, and public affairs. (1) The President shall have authority to require any officer or Union representative to attend any regular or special meeting if, in his opinion, it is deemed necessary. Section 2. Executive Vice-President The Executive Vice-President shall perfofm any and all duties assigned him or delegated to him by the President. The Executive Vice-President shall be a member of the : Executive Board and may cast one vote in that body. Section 3. Vice-President in Charge of Contracts and Contract Enforcement I The Vice-President in Charge of Contracts and Contract ; Enforcement shall perform any and all duties ^signed him i or delegated to him by the President. In addition, hp shall j be responsible for all contract negotiations, the formulation 1 of bargaining demands, and the submission of proposed collective bargaining agreements to the membership for { ratification. He shall also be responsible, except as other­ wise provided in Article X, Section 13(d) (1), for strike authorization, signing of new contracts, and contract en­ forcement. He shall also act for headquarters in executing j the administrative functions assigned to headquarters by ! this Constitution with respect to trials and appeals except I if he is a witness or party thereto, in which event the Sec! retary-Treasurer shall act in his place. In order that he may j properly execute these responsibilities he is hereby in' structed and authorized to employ such help as he deems necessary, be it legal, or otherwise, subject to approval of the Executive BoarH. i The Vice-President in Charge of Contracts and Contract j Enforcement shall be a member of the Executive Board I and may cast one vote in that body. Section 4. Secretary-Treasurer. The Secretary-Treasurer shall perform any and all duties assigned him or delegated him by the President. He shall be responsible for the organization and maintenance of the correspondence, files, and records of the Union; setting up, and maintenance of, sound accounting and bookkeeping sys­ tems; the setting up, and maintenance of, proper office and other administrative Union procedures; the proper collec­ tion, safeguarding, and expenditure of all Union funds, port or otherwise. He shall submit to the membership, for each quarterly period, a detailed report of the entire Union's financial operations and shall submit simultaneously there­ with, the Quarterly Financial Committee report for the same period. The Secretary-Treasurer's report shall be pre­ pared by an independent Certified Public Accountant. He shall also work with all duly elected finance committees. The Secretary-Treasurer shall be responsible for the timely filing of any and all reports on the operations of the Union, financial or otherwise, that may be required by any Federal or state laws. In order that he may properly execute his responsibilities, he is hereby instructed and authorized to employ any help he deems necessary, be it legal, account­ ing, or otherwise, subject to approval of the Executive Board. The Secretary-Treasurer shall be a member of the Execu­ tive Board and may cast one vote in that body. The Secretary-Treasurer shall be a member ex-officio of the Credentials and Union Tallying Committees. In addition he shall make himself and the records of his office avail­ able to the Quarterly Financial Committee. Section 5. Vice-President in Charge of the Atlantic Coast. The Vice-President in Charge of the Atlantic Coast shall be a member of the Executive Board and shall be enti** to cast one vote in that body. He shall supervise and be responsible for the activities of all the ports, and the personnel thereof on the Atlantic Coast, including their organizing activities. The Atlantic Coast area is deemed to mean that area from and including Georgia through Maine and shall also include the Islands ' in the Caribbean. In order that he may properly execute his responsibilities he is empowered and authorized to retain any technical or professional assistance he deems necessary, subject to approval of the Executive Board. Section 6. Vice-President in Charge of the Gulf Coast The Vice-President in Charge of the Gulf Coast shall be a member of the Executive Board and shaU be entitled to cast one vote in that body. He shall supervise and be responsible for the activities of all the Ports, and the personnel thereof on the Gulf Coast including their organizing activities. The Gulf Coast area is deemed to mean the State of Florida, all through the Gulf, including Texas. In order that he may properly execute his responsibili­ ties he is empowered and authorized to retain any techffic^ or professional assistance he deems necessary, subject to approval of the Executive Board. Section 7. Vice-President in Charge of the Lakes and Inland Waters. The Vice-President in Charge of the Lakes and Inland Waters shall be a member of the Executive Board and shall be entitled to cast one vote in that body. He shall supervise and be responsible for the activities of all the ports, and the personnel thereof on the Lakes and Inland Waters, including their organizing activities. In order that he may properly execute his responsibilities he is empower^ and authorized to retain any technical or professional assistance he deems necessary, subject to appro­ val of the Executive Board. Section 8. Headquarters Representatives. The Headquarters Representatives shall perform any and all duties assigned them or delegated to them by the Presi­ dent or the Executive Board. Section 9. Port Agents. (a) The Port Agent shall be in direct charge of the ad­ ministration of Union affairs in the port of his jurisdiction subject to the direction of the area Vice-President. (b) He shall, within the jurisdiction of his port, be re­ sponsible for the enforcement and execution of the Consti­ tution, the policies of the Union, and the rules adopted by the Executive Board, and by a majority vote of the mem­ bership. Wherever there are time restrictions or other con­ siderations affecting {wrt action, the Port Agent shall take appropriate action to insure observance thereof. (c) He shall be prepared to account, financially or other­ wise, for the activities of his port, whenever demanded by the President, the Vice-President of the area in which his port is located, or by the Secretary-Treasurer. (d) In any event, he shall prepare and forward to the Secretary-Treasurer, a weekly financial report showing, in detail, weekly income and expenses, and complying with all other accounting directions issued by the Srcretary-Treasurer. (e) The Port Agent may assign each port Patrolman to such duties as fall within the jurisdiction of the port, re­ gardless of the departmental designation, if any, under which the Patrolman was elected. (f) The Port Agent shall designate which members at that port may serve as representatives to other organiza­ tions, affiliation with which has been properly authorized. Section 10. Patrolmen. Patrolmen shall perform any duties assigned them by the Agent of the Port to which they are assigned. Section 11. Executive Board. The Executive Board shall consist of the President, the Executive Vice-President, the Vice-President in Charge of Contracts and Contract Enforcement, the Secreta^-Treasurer, the Vice-President in Charge of the Atlantic Coast Area, the Vice-President in Charge of the Gulf Coast Area, the Vice-President in Charge of the Lakes and Inland Wa­ ters, and the National Director (or chief executive officer) of each subordinate body or division created or chartered by the Union whenever such subordinate body or division has attained a membership of 3,200 members and has main­ tained that membership for not less than three (3) months. Such National Director (or chief executive officer) shall be a member of the respective subordinate body or division and must be qualified to hold office under the terms of the Constitution of such division or subordinate body. The Executive Board shall meet no less than twice each year and at such times as the President and/or a ma­ jority of the Executive Board may direct. The President shall be chairman of all Executive Board meetings unless absent, in which case the Executive Board shall designate the chairman. Each member of the Executive Board shall be entitled to cast one vote in that body. Its decision shall be determined by majority vote of those voting, providing a quorum of three is present. It shall be the duty of the Executive Board to develop policies, strategies and rules which will advance and protect the interests and welfare of the Union and the Members. It shall be the duty of the Secretary-Treasurer, or in his absence, an appointee of the Executive Board, to keep accurate minutes of all Executive Board meetings. The Executive Board shall determine per capita tax to be levied and other terms and conditions of affiliation for any group of workers desiring affiliation. The Executive Board may direct the administration of all Union affairs, properties, policies and personnel in any and all areas not otherwise specifically provided for in this Con­ stitution. Notwithstanding the foregoing, the Executive Board may act without holding a formal meeting provided all members of the Board are seilt notice of the proposed action or actions and the decision thereon is reduc^ to writing and signed by a majority of the Executive Board. In the event that death, resignation or removal from office for any reason should occur to the President, the Executive Board by majority vote shall name a successor from its own membership who shall fill that vacancy until the next general election. In the event the President is incapacitated for a period of more than thirty (30) days, and the Executive Board by majority vote thereafter determines that such incapacity prevents the President from carrying out his duties, the Executive Board by majority vote- may appoint from among its own membership the officer to fill the office of Presi­ dent. This appointment shall terminate upon the President's recovery from such incapacity or upon the expiration of the President's term of office, whichever occurs first. The Executive Board by majority vote may grant re­ quests for leaves of absence with or without pay to officers. In the event that a leave is granted to the President, the Executive Board by a majority vote, shall designate from among its own membership who shall exercise the duties of the President during such period of leave. Notwithstanding the provision of Section l(j) of this Article X, the Executive Board, by majority vote, may determine not to fill any vacancy in any office or job for any part of an unexpired term. Section 12. Delegates. (a) The term "delegates" shall mean those members of Page 3 �the Union and its subordinate bodies or divisions who are elected in accordance with the provisions of this Constitu­ tion, to attend the convention of the Seafarers international Union of North America. The following officers and job holders, upon their election to office or job shall, during the term of their office or job, be delegates to all Conven­ tions of the Seafarers International Union of North Amer­ ica in the following order of priority: President; Executive Vice-President; Vice-President in Charge of Contracts and Contract Enforcement; Secretary-Treasurer; Vice-President in Charge of the Atlantic Coast; Vice-President in Charge of the Gulf Coast; Vice-President in Charge of the Lakes and Inland Waters; Headquarters Representatives, with priority to those most senior in full book Union member­ ship; Port Agents, with priority to those most senior in ful book Union membership; and Patrolmen, with priority to those most senior in full book Union membership. (b) Each delegate siiall, by his vote and otherwise, sup­ port those policies agreed upon by the majority of the dele­ gates to the Convention. (c) The President shall assign to each subordinate body or division that number of delegates to which this Union would have been entitled, if its membership had been in­ creased by the number of members of the subordinate body or division, in accordance with the formula set forth in the Constitution of the Seafarers International Union of North America, except that this provision shall not be applied so as to reduce the number of delegates to which this Union would otherwise have been entitled. Section 13. Committees. (a) Trial Committee. The Trial Committee shall conduct the trials of a person charged, and shall submit findings and recommendations as prescribed in this Constitution. It shall be the special obliga­ tion of the Trial Committee to observe all the requirements of this Constitution with regard to charges and trials, and their findings and recommendations must specifically state whether or not, in the opinion of the Trial Committee, the. rights of any accused, under this Constitution, were prop­ erly safeguarded. (b) Appeals Committee. 1. The Appeals Committee shall hear all appeals from trial judgments, in accordance with such procedures as are set forth in this Constitution and such rules as may be adopted by a majority vote of the membership not incon­ sistent therewith. 2. The Appeals Committee shall, within not later than one week after the close of the said hearing, make and submit findings and recommendations in accordance with the provisions of this Constitution and such rules as may be adopted by a majority vote of the membership not in­ consistent therewith. (c) Quarterly Financial Committee. 1. The Quarterly Financial Committee shall make an examination for each quarterly period of the finances of the Union and shall report fully on their findings and recommendations. Members of this committee may make dissenting reports, separate recommendations and separate findings. 2. The findings and recommendations of this committee shall be completed within a reasonable time and after the election of the members thereof, and shall be submitted to the Secretary-Treasurer who shall cause the same to be read in all ports, as set forth herein. 3. All officers. Union personnel and members are re­ sponsible for complying with all demands made for records, bills, vouchers, receipts, etc., by the said Quarterly Financial Committee. The committee shall also have available to it, the services of the independent certified public accotmtants retained by the Union. 4. Any action on the said report shall be as determined by a majority vote of the membership. 5. The Quarterly Financial Committee shall consist of seven (7) full book members in good standing to be elected at Headquarters—Port of New York. No officer. Headquarters Representative, Port Agent, or Patrolman, shall be eligible for election to this Committee. Committee members shall be elected at the regular Headquarters— Port of New York meeting designated by the SecretaryTreasurer. In the event such regular meetings cannot be held for lack of a quorum, the New York Port Agent shall call a special meeting as early as possible for the electing of Committee members to serve on the Quarterly Financial Committee. On the day following their election, and con­ tinuing until the Committee has completed its report, each Committee member shall be paid for hours worked at the standby rate of pay, but in no event shall they be paid less than eight (8) hours per day. They shall be furnished room and board during the period they are performing their duties. In the event a committee member ceases to act, no replacement need be elected, unless there are less than three (3) committee members, in which event they shall suspend their work until a special election for committee members shall be held as provided above, for such number of com­ mittee members as shall be necessary to constitute a com­ mittee of not less than three (3) members in good standing. (d) Strike Committee 1. In no event shall a general strike take place unless ap­ proved by a majority vote of the membership or segment of the Union, whichever applies. 2. In the event a general strike has been approved by the membership the Port Agents in all affected ports shall call a timely special meeting for the purpose of electing a strike committee. This committee shall be composed of three full book members and their duties shall consist of assisting the Port Agent to effectuate all strike policies and strategies. Article Xi Wages and Terms of Office of Officers and Other Elective Job Holders, Union Employees, and Others Section 1. The following elected officers and jobs shall be held for a term of four years: President Vice-Presidents Secretary-Treasurer Headquarters Representatives Port Agents Patrolmen Page 4 The term of four years set forth here is expressly subject to the provisions for assiunption of office as contained m Article XllI, Section 6 (b) of this Constitution. The first nomination and election of officers and jobs under this amended Constitution as provided for in this Article XI and Articles Xll and XIII, shall be held in the year 1975. Section 2. The term of any elective jobs other than those indicated in Section 1 of this Article shall continue for so long as is necessary to complete the functions thereof, unless sooner terminated by a majority vote of the mem­ bership or segment of the Union, whichever applies, whose vote was originally necessary to elect the one or ones serving. Section 3. The compensation to be paid the holder of any office or other elective job shall be determined from time to time by the Executive Board subject to approval of the membership. Section 4. The foregoing provisions of this Article do not apply to any corporation, business, or other venture in which this Union participates; or which it organizes or creates. In such situations, instructions conveyed by the Executive Board shall be followed. Article Xll Qualifications for Officers, Headquarters Representatives, Port Agents, Patrolmen and Other Elective Jobs Section 1. Any member of the Union is eligible to be a candidate for, and hold, any office or the job of Head­ quarters Representative, Port. Agent or Patrolman provided: (a) He has at least three (3) years of seatime in an unlicensed capacity aboard an American-flag merchant vessel or vessels. In computing time, time spent in the em­ ploy of the Union, its subsidiaries and its affiliates, or in any employment at the Union's direction, shall count the same as seatime. Union records, Welfare Plan records and/or company records can be used to determine eligibil­ ity; and (b) He has been a full book member in continuous good standing in the Union for at least three (3) years immedi­ ately prior to his nomination; and (c) He has at least one hundred (100) days of seatime, in an unlicensed capacity, aboard an American-flag mer­ chant vessel or vessels covered by contract with this Union, or one hundred (100) days of employment with, or in any office or job of, the Union, its subsidiaries and its affiliates, or in any employment at the Union's direction, or a com­ bination of these, between January 1st and ffie time of nomination in the election year, except if such seatime is wholly aboard such merchant vessels operating solely upon the Great Lakes, in which event he shall have at least sixty-five (65) days of such seatime instead of the fore­ going one hundred (100) days; and (d) He is a citizen of the United States of America; and (e) He is not disqualified by law. He is not receiving a pension from this Union's Pension Fund, if any, or from a Union-Management Fund to which Fund this Union is a party or from a company under coiitract with this Union. Section 2. All candidates for. and holders of, other elec­ tive jobs not specified in the preceding sections shall be full book members of the Union. Section 3.: All candidates for, and holders of elective offices and jobs, whether elected or appointed in accordance with this Constitution, shall maintain full book membership in good ^standing. % Article Xlll El^ions for Officers, Headquarters Representatives, Port Agents and Patrolmen Section 1. Nominations. Except as provided in Section 2 (b) of this Article, any full book member may submit his name for nomination for any office, or the job of Headquarters Representative, Port Agent or Patrolman, by delivering or causing to be deliv­ ered in person, to the office of the Secretary-Treasurer at headquarters, or sending, a letter addressed to the Creden­ tials Committee, in care of the Secretary-Treasurer, at the address of headquarters. This letter shall be dated and shall contain the following: (a) The name of the candidate. (b) His home address and mailing address. (c) His book number. (d) The title of the office or other job for which he is a candidate, including the name of the Port in the event the position sought is that of Agent or Patrol­ man. (e) Proof of citizenship. (f) Proof of seatime and/or employment as required for candidates. (g) In the event the member is on a ship he shall notify the Credentials Committee what ship he is on. This shall be done also if he ships subsequent to forward­ ing his credentials. (h) Annexing a certificate in the following form, signed and dated by the proposed nominee: "I hereby certify that I am not now, nor, for the five (5) years last past, have I been either a member of the Com­ munist Party or convicted of, or served any part of a prison term resulting from conviction of robbery, bribery, extor­ tion, embezzlement, grand larceny, burglary, arson, viola­ tion of narcotics laws, murder, rajpc, assault with intent to kill, assault which inflicts grievous bodily injury, or violalation of Title II or III of the Landrum-Griffin Act, or conspiracy to commit any such crimes." Dated Signature of member Book No Printed forms of the certificate shall be made available to nominees. Where a nominee cannot truthfully execute such a certificate, but is, in fact, legally eligible for an office or job by reason of the restoration of civil rights originally revoked by such conviction or a favorable deter­ mination by the Board of Parole of the United States De­ partment of Justice, he shall, in lieu of the foregoing certificate, furnish a complete signed statement of the facts of his case together with true copies of the documents supporting his statement. Any full book member may nominate any other full book member in which event such full book member so nominated shall comply with the provisions of this Article as they are set forth herein, relating to the submission of credentials. By reason of the above self nomination provi­ sion the responsibility if any, for notifying a nominee of his nomination to office, shall be that of the nominator. All documents required herein must reach headquarters ^ no earlier than July 15 and no later than August 15 of the election year. The Secretary-Treasurer is charged with safekeeping of these letters and shall turn them over to the Credentials Committee upon the latter's request. Section 2. Credentials Committee. (a) A Credentials Committee shall be elected at the regular meeting in August of the election year, at the port where Headquarters is located. It shall consist of six (6) full book members in attendance at the meeting, with two (2) members to be elected from each of the Deck, Engine and Stewards Departments. No officer. Headquarters Repre­ sentative, Port Agent or Patrolman, or candidate for office or the job of Headquarters Representative, Port Agent or Patrolman, shall be eligible for election to this Committee, except as provided for in Article X, Section 4. In the event any committee member is unable to serve, the Committee shall suspend until the President or Executive Vice-Presi­ dent, or the Secretary-Treasurer, in that order, calls a special meeting at the port where Headquarters is located in order to elect a replacement. The Committee's results shall be by majority vote, with any tie vote being resolved by a majority vote of the membership at a special meeting called for that purpose at that Port. (b) After its election, the Committee shall immediately go into session. It shall determine whether the person has submitted his application correctly and possesses the neces­ sary qualifications. The Committee shall prepare a report listing each applicant and his book number under the office or job he is seeking. Each applicant shall be marked "qualified" or "disqualified" according to the findings of the Committee. Where an applicant has been marked "dis­ qualified," the reason therefor must be stated in the report. Where a tie vote has been resolved by a special meeting of the membersl^, that fact shall also be noted, with sufficient detail. The report shall be signed by all of the Committee members, and be completed and submitted to the Ports in time for the next regular meeting after their election. At this meeting, it shall be read and incorporated in the minutes, and then posted on the bulletin board in each port. On the last day of nominations, one member of the Committee shall stand by in Headquarters to accept de­ livery of credentials. All credentials must be in head­ quarters by midnight of closing day. (c) When an applicant has been disqualified by the committee, he shall be notified immediately by telegram at the addresses listed by him pursuant to Section 1 of this Article. He shall also be sent a letter containing their rea­ sons for such disqualification by air mail, special delivery, registered or certified, to the mailing address designated pursuant to Section 1(b) of this Article. A disqualified applicant shall have the right to take an appeal to the membership from the decision of the Committee. He shall forward copies of such appeal to each port, where the appeal shall be presented and voted upon at a regular meeting no later than the second meeting after the Com­ mittee's election. It is the responsibility of the applicant to insure timely delivei7 of his appeal. In any event, without prejudice to his written appeal, the applicant may appear in person before the Committee within two days after the day on which the telegram is sent, to correct his application or argue for his qualification. The committee's report shall be prepared early enough to allow the applicant to appear before it within the time set forth in this Constitution and still reach the ports in time for the first regular meeting after its election. (d) A majority vote of the membership shall, in the case of such appeals, be sufficient to over-rule any disquali­ fication by the Credentials Committee, in which event the one so previously classified shall then be deemed qualified. (e) The Credentials Committee, in passing upon the qualifications of candidates, shall have the right to con­ clusively presume that anyone nominated and qualified in previous elections for candidacy for any office, or the job of Headquarters Representative, Port Agent or Patrolman, has met all the requirements of Section 1(a) of Article Xn. Section 3. Balloting Procedures. (a) Balloting in the manner hereafter provided, shall commence on November 1st of the election year and shall continue through December 31st, exclusive of Sundays and (for each individual Port) holidays legally recognized in the City of which the port affected is located. If November 1st or December 31st falls on a holiday legally recognized in a Port in the City in which that port is located, the balloting period in such port shall commence or terminate, as the case may be, on the next succeeding business day. Subject to the foregoing, for the purpose of full book members securing their ballots, the ports shall be open from 9:00 A.M. to 12 Noon, Monday through Saturdays, ex­ cluding holidays. (b) Balloting shall be by mail. The Secretary-Treasurer shall insure the proper and timely preparation of ballots, without partiality as to candidates or ports. The ballots may contain general information and instructive comments not inconsistent with the provisions of this Constitution. All qualified candidates shall be listed thereon alphabetically within each category with book number and job seniority classification status. The listing of the pprts shall first set forth Headquarters and then shall follow a geographical pattern, commencing with the most northerly port of the Atlantic Coast, follow­ ing the Atlantic Coast down to the most southerly port on that coast, then westerly along the Gulf of Mexico and so on, , until the list of ports is exhausted. Any port outside the Continental United States shall then be added. TTiere shall be no write-in voting and no provisions for the same shall appear on the ballot. Each ballot shall be so prepared as to have the number thereon placed at the top thereof and shall be so perforated as to enable that portion con­ taining the said number to be easily removed to insure secrecy of the ballot. On this removable portion shall also be placed a short statement indicating the nature of the ballot and the voting date thereof. (c) The ballots so prepared at the direction of the Secretary-Treasurer shall be the only official ballots. No others may be used. Each ballot shall be numbered as indi­ cated in the preceding paragraphs and shall be numbered consecutively, commencing with number 1. A sufficient amount shall be printed and distributed to each Port. A record of the ballots, both by serial numbers and amount, sent thereto, shall be maintained by the Secretary-Treasurer, who shall also send each Port Agent a verification list indi­ cating the amount and serial numbers of the ballots sent. The Secretary-Treasurer shall also-send to each Port Agent a sufficient amount of blank opaque envelopes containing the word, "Ballot" on the face of the envelope, as well as a sufficient amount of opaque mailing envelopes, first class postage prepaid and printed on the face thereon as the �addressee shall be the name and address of the depository for the receipt of such ballots as designated by the Presi­ dent in the manner provided by Article X, Section 1, of this Constitution. In the upper left-hand comer of such mailing envelope, there shall be printed thereon, as a top line, provision for the voter's signature and on another line immediately thereunder, provision for the printing of the voter's name and book number. In addition, the SecretaryTreasurer shall also send a sufficient amount of mailing envelopes identical with the mailing envelopes mentioned above, except that they shall be of different color, and shall contain on the face of such envelope in bold letters, the word, "Challenge." The Secretary-Treasurer shall further furnish a sufficient amount of "Roster Sheets" which shall have printed thereon, at the top thereof, the year of the election, and immediately thereunder, five (5) vertical collunns designated, date, ballot number, signature full book member's name, book number, and comments, and such roster sheets shall contain horizontal lines immediately imder the captions of each of the above five columns. The Secre­ tary-Treasurer shall also send a sufficient amount of envel­ opes with the printed name and address of the depository on the face thereof, and in the upper left-hand comer, the name of the port and address, and on the face of such envelope, should be printed the words, "Roster Sheets and Ballot Stubs". Each Port Agent shall maintain separate records of the ballots sent him and shall inspect and count the ballots when received, to insure that the amount sent, as well as the numbers thereon, conform to the amount and numbers listed by the Secretary-Treasurer as having been sent to that Port. The Port Agent shall immediately execute and return to the Secretary-Treasurer a receipt, acknowledging the correctness of the amount and the numbers of the ballots sent, or shall notify the Secretary-Treasurer of any discrepancy. Discrepancies shall be corrected as soon as possible prior to the voting period. In any event, receipts shall be forwarded for all the aforementioned election material actually received. The Secretary-Treasurer shall prepare a file in which shall be kept memoranda and correspondence dealing with the election. This file shall at all times be available to any member asking for inspection of the same at the office of the Secretary-Treasurer and shall be turned over to the Union Tallying Committee. (d) Balloting shall be secret. Only full book members in good standing may vote. Each full book member may secure his ballot at Port offices, from the Port Agent or his duly designated representative at such port. Each Port Agent shall designate an area at the Port office over which should be posted the legend "Voting Ballots Secured Here." When a full book member appears to vote he shall present his book to the Port Agent or his aforementioned duly designated representative. The Port Agent or his duly designated representative shall insert on the roster sheet under the appropriate column the date, the number of the ballot given to such member and his full book number, and the member shall then sign his name on such roster sheet under the appropriate column. Such member shall have his book stamped with the word, "Voted" and the date, and shall be given a ballot, and simultaneously the perforation on the top of the ballot shall be removed. At the same time the member shall be given the envelope marked "Ballot" together with the pre-paid postage mailing envelope addressed to the depository. The member shall take such ballot and envelopes and in secret thereafter, mark his ballot, fold the same, insert it in the blank envelope marked "Ballot", seal the same, then insert such "Ballot" - envelope into the mailing envelope, seal such mailing envelope, si^ his name on the upper left-hand comer on the first line of such mailing envelope and on the second line in the upper left-hand comer print his name and book number, after which he shall mail or cause the same to be mailed. In the event a full book member appears to vote and is not in good standing, or does not have his membership book with him or it appears for other valid reasons he is not eligible to vote, the same procedure as provided above shall apply to him, except that on the roster sheet under the column "Comments", notation should be made t^at the member voted a challenged ballot and the reason for his challenge. Such member's membership book shall be stamped "voted challenge", and the date, and such member instead of the above-mentioned mailing envelope, shall be given the mailing envelope of a different color marked on the face thereof with the word, "Chal­ lenge". At the end of each day, the Port Agent or his duly designated representative shall enclose in the envelope addressed to the depository and marked "Roster Sheets and Ballot Stubs", the roster sheet or sheets executed by the members that day, together with the numbered perforated slips removed from the ballots which had been given to the members, and then mail the same to such depository. To insure that an adequate supply of all balloting material is maintained in all ports at all times, the Port Agent or his duly designated representative, simultaneously with mailing of the roster sheets and ballot stubs to the depository at the end of each day, shall also make a copy of the roster sheet for that day and mail the same to the SecretaryTreasurer at Headquarters. The Port Agent shall be responsible for the proper safeguarding of all election material and shall not release any of it until duly called for and shall insure that no one tampers with the material placed in his custody. (e) Full book members may request and vote an absen­ tee ballot under the following circumstances; while such member is employed on a Union contracted vessel and which vessel's schedule does not provide for it to be at a port in which a ballot can be secured during the time and period provided for in Section 4(a) of this Article or is in a USPHS Hospital anytime during the first ten (10) days of the month of November of the Election Year. "The mem­ ber shall make a request for an absentee ballot by registered or certified mail or the equivalent mailing device at the location from which such request is made, if such be the case. Such request shall contain a designation as to the address to which such member wishes his absentee ballot returned. The request shall be postmarked no later than 12:00 P.M. on the 15th day of November of the election year, shall be directed to the Secretary-Treasurer at Head­ quarters and must be delivered no later than the 25th of such November. The Secretary-Treasurer shall determine whether such member is eligible to vote such absentee ballot. The Secretary-Treasurer, if he determines that such member is so eligible, he shall by the 30th of such Novem­ ber, send by registered mail, return receipt requested, to the address so designated by such member, a "Ballot", after removing the perforated numbered stub, together with the hereinbefore mentioned "Ballot" envelope, and mailing envelope addressed to the depository, except that printed on the face of such mailing envelope, shall be the words "Absentee Ballot" and appropriate voting instructions shall accompany such mailing to the member. If the SecretaryTreasurer determines that such member is ineligible to receive such abstentee ballot, he shall nevertheless send such member the aforementioned ballot with accompanying material except that the mailing envelope addressed to the depository shall have printed on the face thereof the words "Challenged Absentee Ballot." The SecretaryTreasurer shall keep records of all of the foregoing, includ­ ing the reasons for determining such member's ineligibility, which records shall be open for inspection by full book members and upon the convening of the Union Tallying Committee, presented to them. The Secretary-Treasurer shall send to all Ports, the names and book numbers of the members to whom absentee ballots were sent. (f)_ All ballots to be counted, must be received by the depository no later than the January 5th immediately sub­ sequent to the election year and must be postmarked no later than 12 midnight December 31st of the election year. Section 4. (a) At the close of the last day of the period for securing ballots, the Port Agent in each port, in addi­ tion to his duties set forth above, shall deliver or mail to Headquarters by registered or certified mail, attention Union Tallying Committee, all unused ballots and shall specifically set forth, by serial number and amount, the unused ballots so forwarded. (b) The Union Tallying Committee shall consist of 16 full book members. Two shall be elected from each of the eight ports of New York, Philadelphia, Baltimore, Mobile, New Orleans, Houston, Detroit and San Francisco. The election shall be held at the regular meeting in December of the election year, or if the Executive Board otherwise deter­ mines prior thereto, at a special meeting held in the afore­ said ports, on the first business day of the last week of said month. No officer. Headquarters Representative, Port Agent, Patrolman, or candidate for office, or the job of Headquar­ ters Representative, Port Agent or Patrolman, shall be eligible for election to this Committee, except as provided for in Article X, Section 4. In addition to its duties herein set forth, the Union Tallying Committee shall be charged with the tallying of all the ballots and the preparation of a closing report setting forth, in complete detail, the results of the election, including a complete accounting of all ballots and stubs, and reconciliation of the same with the rosters, and receipts of the Port Agents, all with detailed reference to serial numbers and amounts and with each total broken down into port totals. The Tallying Committee shall have access to all election records and files for their inspection, examination and verification. The report shall clearly detail all discrepancies discovered and shall contain recommendations for the treatment of these discrepancies All members of the Committee shall sign the report, with­ out prejudice, however, to the right of any member thereof to submit a dissenting report as to the accuracy of the count and the validity of the ballots, with pertinent details. In connection with the tally of ballots there shall be no counting of ballots until all mailing envelopes containing valid ballots have first been opened, the ballot envelopes removed intact and then all of such ballot envelopes mixed together, after which such ballot envelopes shall be Opened and counted in such multiples as the Committee may deem expedient and manageable. The Committee shall resolve all issues on challenged ballots and then tally those found valid, utilizing the same procedure as provided in the preceding sentence either jointly or separately. (c) The members of the Union Tallying Committee shall, after their election, proceed to the port in which Headquarters is located, to arrive at that port no later than January 5th of the year immediately after the election year. Each member of the Committee not elected from the port in which Headquarters is located shall be reimbursed for transportation, meals, and lodging expenses occasioned by their traveling to and returning from that Port. Committee members elected from the iwrt in which Headquarters is located, shall be similarly reimbursed, except for transpor­ tation. All members of the Committee shall also be paid at the prevailing standby rate of pay from the day subse­ quent to their election to the day they return, in normal course, to the port from which they were elected. The Union Tallying Committee shall elect a chairman from among themselves and, subject to the express terms of this Constitution, adopt its own procedures. All decisions of such Committee and the contents of their report shall be valid if made by a majority vote, provided there be a quorum in attendance, which quorum is hereby fixed at nine (9). The Committee, but not less than a quorum thereof, shall have the sole right and duty to obtain all mailed ballots and the other mailed election material fromthe depository and to insure their safe custody during the course of the Committee's proceedings. The proceedings of the Committee except for their organizational meeting and their actual preparation of the closing report and dissents therefrom, if any, shall be open to any member, provided he observes decorum. Any candidate may act as an observer and/or designate another member to act as his observer at the counting of the ballots. In no event shall issuance of the above referred to closing report of the Committee be delayed beyond January' 31st immediately subsequent to the close of the election year. In the discharge of its duties, the Committee may call upon and utilize the services of clerical employees of the Union. The Committee shall be discharged upon the completion of the issuance and dis­ patch of its report as required in this Article. In the event a recheck and recount is ordered pursuant to this Article, the Committee shall be reconstituted, except that if any member thereof is not available, a substitute therefore shall be elected from the appropriate port at a special meeting held for that purpose as soon as possible. (d) The report of the Committee shall be made up in sufficient copies to comply with the following requirements: two copies shall be mailed by the Committee to each Port Agent and the Secretary-Treasurer no later than January 31st immediately subsequent to the close of the election year. As soon as these copies are received, each Fort Agent shall post one copy of the report on the bulletin board, in a conspicuous manner, and notify the Secretary-Treasurer, in writing, as to the date of such posting. This copy shall be kept posted until after the Election Report Meeting, which shall be the March regular membership meeting im­ mediately following the close of the election year. At the Election Report Meeting; the other copy of the report shall be read verbatim. (e) Any full book member claiming a violation of the election and balloting procedure or the conduct of the same, shall within 72 hours of the occurrence of the claimed violation, notify the Secretary-Treasurer at Head­ quarters, in writing, by certified mail, of the same, setting forth his name, book number and the details so that ap­ propriate corrective action if warranted may be taken. The Secretary-Treasurer shall expeditiously investigate the facts concerning the claimed violation, take such action as may be necessary, if any, and make a report and recommenda­ tion, if necessary, a copy of which shall be sent to the member and the original shall, be filed for the Union Tally­ ing Comimttee for their appropriate action, report and rec­ ommendation, if any. The foregoing shall not be applicable to matters involving the Credentials Committee's action or report, the provisions of Article XIII, Sections 1 and 2 being the pertinent provisions applicable to such matters. All protesU as to any and all aspects of the election and balloting procedures or the conduct of the same, not passed upon by the Union Tallying Committee in its report, excluding therefrom matters involving the Credenti^s Committee's action or report as provided in the last sentence of the immediately preceding paragraph, but including the procedure and report of the Union Tallying Committee, shall be filed in writing by certified mail with the SecretaryTreasurer at Headquarters, to be received no later than the February 25th immediately subsequent to the close of the election year. It shall be the responsibility of the member to insure that his written protest is received by the Secretary-Treasurer no later than such February 25th. The Secretary-Treasurer shall forward copies of such written protest to all ports in sufficient time to be read at the Election Report Meeting. The written protest shall contain the full book member's name, book number, and all details constituting the protest. (f) At the Election Report Meeting the report and recommendation of the Union Tallying Committee, includ­ ing but not limited to discrepancies, protests passed upon hy them, as well as protests filed with the SecretaryTreasurer as provided for in Section (e) immediately above, shall be acted upon by the meeting. A majority vote of the membership shall decide what action, if any, in accordance with the Constitution shall be taken thereon, which action, however, shall not include the ordering of a special vote, unless reported discrepancies or protested procedure or conduct found to have occurred and to be violative of the Constitution, affected the results of the vote for any office or job, in which event, the special vote shall be restricted to such office, offices and/or job or jobs, as the case may be. A majority of the membership at the Election Report Meetings may order a recheck and recount when a dissent to the closing report has been issued by three (3) or more members of the Union Tallying Com­ mittee. Except for the contingencies provided for in this Section 4(f), the closing report shall be accepted as final. There shall be no further protest or appeal from the action of the majority of the membership at the Election Report Meetings. (g) Any special vote ordered pursuant to Section 4(f) shall be commenced within ninety (90) days after the first day of the month immediately subsequent to the Election Report Meetings mentioned above. The depository shall be the same as designated for the election from which the special vote is ordered. And the procedures shall be the same as provided for in this Section 4, except where specific dates are provided for, the days shall be the dates applicable, which provide for the identical (ime and days originally provided for in this Section 4. The Election Re­ port Meeting for the aforesaid special vote shall be that meeting immediately subsequent to the report of the Union Tallying Committee separated by one calendar month. Section 5. Elected Officers and Job Holders: (a) A candidate unopposed for any office or job shall be deemed elected to such office or job notwithstanding that his name may appear on the ballot. The Union Tallying Committee shall not be required to tally completely the results of the voting for such unopposed candidate but shall certify in their report, that such unopposed candidate has been elected to such office or job. The Election Report Meeting shall accept the above certification of the Union Tallying Committee without change. S^tion 6. Installation into Office and the Job of Head­ quarters Representative, Port Agent or Patrolman: (a) The person elected shall be that person having the largest number of votes cast for the particular office or job involved. Where more than one person is to be elected for a particular office or job, the proper number of candidates receiving the successively highest number of votes shall be declared elected. These determinations shall be made only from the results deemed final and accepted as provided in this Article. It shall be the duty of the President to notify each individual elected. (b) The duly elected officers and other job holders shall take over their respective offices Md jobs, and assume the duties thereof, at midnight of the night of the Election Report Meeting, or the next regular meeting, depending upon which meeting the results as to each of the foregoing are deemed final and accepted, as provided in this Article. The term of their predecessors shall continue up to, and expire at, that time, notwithstanding anything to the con­ trary contained in Article XI, Section 1. "This shall not apply where the successful candidate cannot assume his office because he is at sea. In such event, a majority vote of the membership may grant additional time for the assumption of the office or job. In the event of the failure of the newly-elected Presi­ dent to assume office the provisions of Article X, Section 11 shall apply until the expiration of the term. All other cases of failure to assume office shall be dealt with as decided by a majority vote of the membership. Section 7. The Secretary-Treasiu^ is specifically charged with the preservation and retention of all election records including the ballots, as required by law, and is directed and authorized to issue such other and further directives as to the election procedures as are required by law, which directives shall be part of the election procedures of this Union. Article XIV Other Elections Section 1. Trial Committee. A Trial Committee shall be elected at a special meetinf held at 10:00 A.M., the next business day following th( regular meeting of the Port where the Trial is to take place It shall consist of five full book members, of which three shall constitute a quorum. No officer. Headquarters Repre sentative. Port Agent, Port Patrolman, or other Unioi personnel may be elected to serve on a Trial Committee No member who intends to be a witness m the pendinj trial may serve, nor may any member who cannot foi any reason, render an honest decision. It shall be the dutj of every member to decline nomination if he knows, or ha: reason to believe, any of the foregoing disqualification: apply to him. The members of this committee shall bt elected under such generally applicable rules as are adoptet by a majority vote of the membership. Section 2. Appeals Committee. The Appeals Committee shall consist of seven full book members, five of whom shall constitiite a quorum, electee Page 5 �at the port where headquarters Is located. The same dis­ qualifications and duties of members shall apply with regard to this committee as apply to the Trial Committee. In addi­ tion, no member may serve on an Appeals Committee in the hearing of an appeal from a Trial Committee decision, if the said member was a member of the Trial Committee. Article XY Trials Olid Appeals Section 1. Any member may bring charges against any other member for the commission of an offense as set forth in this Constitution. These charges shall be in writing and signed by the accuser, who shall also include his book number. The accuser shall deliver these charges to the Port Agent of the port nearest the place of the offense, or the port of pay-off, if the offense took place aboard ship. He shall also request the Port Agent to present these charges at the next regular meeting. The accuser may withdraw his charges before the meeting takes place. Section 2. After presentation of the charges and the re­ quest to the Port Agent, the Port Agent shall cause those charges to be read at the said meeting. If the charges are rejected by a majority vote of the port, no further action may be taken thereon, unless ruled other­ wise by a majority vote of the membership of the Union within 90 days thereafter. If the charges are accepted, and the accused is present, he shall be automatically on notice that he will be tried the following morning. At his request, the trial shall be postponed until the morning following the next regular meeting, at which time the Trial Committee will then be elected. He shall also be handed a written copy of the charges made against him. If the accused is not present, the Port Agent shall im­ mediately cause to be sent to him, by registered mail addressed to his last known mailing address on file with the Union a copy of the charges, the names and book numbers of the accusers, and a notification, that he must appear with his witnesses, ready for trial the morning after the next regular meeting, at which meeting the Trial Com­ mittee will be elected. In the event a majority of the membership of the Union shall vote to accept charges after their rejection by a port, the trial shall take place in the Port where Headquarters is located. Due notice thereof shall be given to the accused, who shall be informed of the name of his accusers, and who shall receive a written statement of the charges. At the request of the accused, transportation and subsistence shall be provided the accused and his witnesses. Section 3. The Trial Committee shall hear all pertinent evidence and shall not be bound by the rules of evidence required by courts of law but may receive all relevant testimony. The Trial Committee may grant adjournments, at the request of the accused, to enable him to make a proper defense. In the event the Trial Committee falls beneath the quorum, it shall adjourn until a quorum does exist. Section 4. No trial shall be conducted unless all the ac­ cusers are present. The Trial Committee shall conduct the trial except that the accused shall have the right to crossexamine the accuser, or accusers and the witnesses, as well as to conduct his own defense. The accused may select any member to assist him in his defense at the trial, provided, (a) the said member is available at the time of the trial and (b) the said member agrees to render such assistance. If the accused challenges the qualifications of the members of the Trial Committee, or states that the charges do not adequately inform him of what wrong he allegedly com­ mitted, or the time and place of such commission, such matters shall be ruled upon and disposed of, prior to proceeding on the merits of the defense. The guilt of an accused shall be found only if proven by the weight of the evidence, and the burden of such proof shall be upon the accuser. Every finding shall be based on the quality of the evidence and not solely on the number of witnesses produced. ^ction 5. The Trial Committee shall make findings as to guilt or innocence, and recommendations as to punishment and/or other Union action deemed desirable in the light of the proceedings. These findings and recommendations shall be those of a majority of the committee, and shall be in writing, as shall be any dissent. The committee shall forward its findings and recommendations, along with any dissent to the Port Agent of the port where the trial took place, while a copy thereof shall be forwarded to the accused and the accuser, either in person or by mail addressed to their last known addresses. The findings shall include a state­ ment that the rights of the accused under this Constitution, were properly safeguarded. The findings also must contain the charges made, the date of the trial, the name and address of the accused, the accuser, and each witness; shall describe each document used at the trial; shall contain a fair summary of the proceedings, and shall state the find­ ings as to ^ilt or innocence. If possible, all documents used at the trial shall be kept. All findings and recom­ mendations shall be made a part of the regular files. Section 6. The Port Agent of the Port of Trial shall, upon receipt of the findings and recommendations of the Trial Committee, cause the findings and recommendations to be presented, and entered into the minutes, at the next regular meeting. Section 7. The Port Agent shall send the record of the entire proceedings to headquarters, which shall cause sufficient copies thereof to be made and sent to each Port in time for the next regularly scheduled meeting. Section 8. At the latter meeting, the proceedings shall be discussed. The meeting shall then vote. A majority vote of the membership of the Union shall: (a) Accept the findings and recommendations, or (b) Reject the findings and recommendations, or (c) Accept the findings, but modify the recommenda­ tions, or (d) Order a new trial after finding that substantial justice has not been done with regard to the charges. In this event, a new trial shall take place at the port where headquarters is located and upon application, the accused, the accusers, and their witnesses shall be furnished trans­ portation and subsistence. Section 9. After the vote set forth in Section 8, any punishment so decided upon shall become effective. Head­ quarters shall cause notice of the results thereof to be sent to each accused and accuser. Section 10. An accused who has been found guilty, or who is under effective punishment may appeal in the following manner: He may send or deliver a notice of appeal to Head­ quarters within 30 days after receipt of the notice of the decision of the membership. Page 6 Section 11. At the next regular meeting of the port where Headquarters is located, after receipt of the notice of appeal, the notice shall be presented and shall then become part of the minutes. An Appeals Committee shall then be elected. The Vice-President in charge of contracts is ch -ged with the duty of presenting the before-mentioned proceedings and all available documents used as evidence at the trial to the Appeals Committee, as well as any writ­ ten statement or argument submitted by the accused. The accused may argue his appeal in person, if he so desires. The appeal shall be heard at Union Headquarters on the night the committee is elected. It shall be the responsibility of the accused to insure that his written statement or argument arrives at headquarters in time for such presenta­ tion. Section 12. The Appeals Committee shall decide the appeal as soon as possible, consistent with fair considera­ tion of the evidence and arguments before it. It may grant adjournments and may request the accused or accusers to present arguments, whenever necessary for such fair consid­ eration. Section 13. The decision of the Appeals Committee shall be by majority vote, and shall be in the form of findings and recommendations. Dissents will be allowed. Decisions and dissents shall be in writing and signed by those participating in such decision or dissent. In making its find­ ings and recommendations, the committee shall be gov­ erned by the following: (a) No finding of guilt shall be reversed if there is sub­ stantial evidence to support such a finding and, in such case, the Appeals Committee shall not make its own find­ ings as to the weight of evidence. (b) In no event shall increased punishment be recom­ mended. (c) A new trial shall be recommended if the Appeals Committee finds—(a) that any member of the Trial Committee should have been disqualified, or (b) that the accused was not adequately informed of the details of the charged offense, which resulted in his not having been given a fair trial, or (c) that for any other reason, the accused was not given a fair trial. (d) If there is not substantial evidence to support a finding of guilt, the Appeals Committee shall recommend that the charge on which the finding was based be dis­ missed. (e) The Appeals Committee may recommend lesser punishment. Section 14. The Appeals Committee shall deliver its deci­ sion and dissent, if any, to headquarters, which shall cause sufficient copies to be published and shall have them sent to each port in time to reach there before the next regular scheduled meeting. Headquarters shall also send a copy to each accused and accuser at their last known address, or notify them in person. Se^on 15. At the meeting indicated in Section 14 of this Article, the membership, by a majority vote, shall accept the decision of the Appeals Committee, or the dissent therein. If there is no dissent, the decision of the Appeals Committee shall stand. If a new trial is ordered, that trial shall be held in the port where headquarters is located, in the manner provided for in Section 2 of this Article. Any decision so providing for a new trial shall contain such directions as will insure a fair hearing to the accused. Section 16. Headquarters shall notify the accused and each accuser,. wther in person or in writing addressed to their last knoWn, address, of the results of the appeal. A further appeal shall be allowed as set forth in Section 17 of this Article. Section 17. Each member is charged with knowledge of the provisions of the Constitution of the Seafarers Inter­ national Union of North America, and the rights of, and procedure as to, further appeal as provided for therein. Decisions reached thereunder shall be binding on all mem­ bers of the Union. Section 18. It shall be the duty of all members of the Union to take all steps within their constitutional power to carry out the terms of any effective decisions. Section 19. Every accused shall receive a written copy of the charges preferred against him and shall be given a reasonable time to prepare his defense, but he may there­ after plead guilty and waive any or all of the other rights and privileges granted to him by this Article. If an accused has been properly notified of his trial and fails to attend without properly requesting a postponement, the Trial Committee may hold its trial without his presence. Article XVI Offenses and Penalties Section 1. Upon proof of the commission of the following offenses, the member shall be expelled from membership: (a) Proof of membership in any organization advocat­ ing the overthrow of the Government of the United States by force; (b) Acting as an .nformer against the interest of the Union or the membership in any organizational campaign; (c) Acting as an informer for, or agent of, the company against the interest of the membership or the Union; (d) The commission of any act as part of a conspiracy to destroy the Union. Section 2. Upon proof of the commission of any of the following offenses, the member shall be penalized up to and including a penalty of expulsion from the Union. In the event the penalty of expulsion is not invoked or recommended, the penalty shall not exceed suspension from the rights and privileges of membership for more than two (2) years, or a fine of $50.00 or both: (a) Willfully misappropriating or misusing Union prop­ erty of the value in excess of $50.00. (b) Unauthorized use of Union property, records, stamps, seals, etc., for the purpose of personal gain; (c) Willful misuse of any office or job, elective or not, within the Union for the purpose of personal gain, finan­ cial or otherwise, or the willful refusal or failure to execute the duties or functions of the said office or job. or gross neglect or abuse in executing such duties or functions or other serious misconduct or breach of trust. The President may, diiring the pendency of disciplinary proceedings under this subsection, suspend the officer or jobholder from exercising the functions of the office or job, with or without pay. and designate his temporary replacement. (d) Unauthorized voting, or unauthorized handling of ballots, stubs, rosters, verification lists, ballot boxes, or election files, or election material of any sort; (e) Preferring charges with knowledge that such charges are false: (f) Making or transmitting, with intent to deceive, false reports or communications which fall within the scope of Union business; (g) Deliberate failure or refusal to join one's ship or mis­ conduct or neglect of duty aboard ship, to the detriment of the Union or its agreements; (h) £>eliberate and unauthorized interference, or deliberate and malicious villification, with regard to the execution of the duties of any office or job; (i) Paying for, or receiving money for, employment aboard a vessel, exclusive of proper earnings and Union payments; (j) Willful refusal to submit evidence of afiUiation for the purpose of avoiding or delaying money payments to the Union, or unauthorizedly transferring or receiving evidmce of Union affiliation, with intent to deceive; (k) Willful failure or refusal to carry out the order of those duly, authorized to make such orders during time of strike. (1) Failure or refusal to pay a fine or asesssment within the time limit set therefore either by the Constitution or by action taken in accordance with the Constitution. Section 3. Upon proof of the commission of any of the following offenses, members shall be ^alized up to and in­ cluding a suspension from the rights and privileges of membership for two (2) years, or a fine of $50.00 or both: (a) Willfully misappropriating or misusing Union prop­ erty of the value under $50.00; (b) Assuming any office or job, whether elective or not with knowledge of the lack of possession of the qualifica­ tions required therefor, (c) Misconduct during any meeting or other official Union proceeding, or bringing the Union into disrepute by conduct not provided for elsewhere in this Article. (d) Refusal or negligent failure to carry out orders of those duly authorized to make such orders at any time. Section 4. Upon proof of the commission of any of the following offenses, members shall be penalized up to and including a fine of $50.00: (a) Refusal or willful failure to be present at sign-ons or pay-offs; (b) Willful failure to submit his Union book to Union representatives at pay-off; (c) Disorderly conduct at pay-off or sign-on; (d) Refusal to cooperate with Unimi representatives in discharging their duties; (e) Disorderly conduct in the Union hall; (f) Gambling in the Union hall; (g) Negligent failure to join ship. Section 5. Any member who has committed an offense penalized by no more than a fine of $50.00 may elect to waive his rights under this Constitution subject to the provi­ sions of Article XV, Section 19 and to pay the maximum fine of $50.00 to the duly authorized representative of the Union. Section 6. This Union, and its members, shall not be deemed to waive any claim, of personal or property rights to which it or its members are entitled, by bringing the member to trial or enforcing a penalty as provided in this Constitution. Section 7. Any member under suspension for an offense under this Article shall continue to pay all dues and assess­ ments and must observe his duties to the Union, members, officials, and job holders. Article XVII Publications This Union may publish such pamphlets, journals, news­ papers, magazines, periodicals and general literature, in such manner as may be determined, from time to time, by the Executive Board. Article XVIII Bonds Officers and job holders, whether elected or appointed as well as all other employees handling monies of the Union shall be bonded as required by law. Article XIX Expenditures Section 1. In the event no contrary policies or instructions are in existence, the President may authorize, make,, or incur such expenditures and expenses as are normally en­ compassed within the authority conferred upon him by Article X of this Constitution. Section 2. The provisions of Section 1 shall similarly apply to the routine accounting and administrative pro^dures of the Union except those primarily concerned with trials, appeals, negotiations, strikes, and elections. Section 3. llie provisions of this Article shall supersede to the extent applicable, the provisions of Article X of this Constitution. ArtlclaXX Income Section 1. The income of this Union shall include dues, initiation fees, fines, assessments, contributions, loans, inter­ est, dividends, as well as income derived from any other legitimate business operation or other legitimate source. Section 2. An official Union receipt, properly filled out, shall be given to anyone paying money to the Union or to any person authorized by the Union to receive money. It shall be the duty of every person affiliated with the Union who makes such payments to demand such receipt. Section 3. No assessments shall be levied except after a ballot conducted under such general rules as may be decided upon by a majority vote of the membership, provided that: (a) The ballot must be secret. (b) The assessment must be approved by a majority of the valid ballots cast. Section 4. Except as otherwise provided by law, all pay­ ments by members or other affiliates of this Union shall be applied successively to the monetary obligations owed the Union commencing with the oldest in point of time, as measured from the date of accrual of such obligation. The period of arrears shall be calculated accordingly. Section 5. To the extent deemed appropriate by the majority of the Executive Board, fluids and assets of the Union may be kept in an account or accounts without separation as to purpose and expended for all Union pur­ poses and objects. Special Supplement �Article XXI Other Types of Union Affiliation To the extent permitted by law, this Union, by majority vote of the membership, may provide for affiliation with it by individuals in a lesser capacity than membership, or in a capacity other than membership. By majority vole of the membership, the Union may provide for the rights and ob­ ligations incident to such capacities or affiliations. These rights and obligations may include, but are not limited to (a) the applicability or non-applicability of all or any part of the Constitution: (b) the terms of such affiliation; (c) the rig^ht of the Union to peremptory termination of such affiliation and, (d) the fees required for such affiliation. In no event may anyone not a member receive evidence of affiliation equivalent to that of members, receive priority or rights over members, or be termed a member. Article XXII Quorums Section 1. Unless elsewhere herein otherwise specifically provided, the quorum for a special meeting of a port shall be six (6) full book members. Section 2. The quorum for a regular meeting of a Port shall be fifty (50) members. Section 3. Unless otherwise specifically set forth herein, the decisions, reports, recommendations, or other functions of any segment of the Union requiring a quorum to act officially, shall be a majority of those voting, and shall not be official or effective unless the quorum requirements are met. Section 4. Unless otherwise indicated herein, where the requirements for a quorum are not specifically set forth, a quorum shall be deemed to be a majority of those com­ posing the applicable segment of the Union. Article XXIII Meetings Section 1. Regular membership meetings shall be held monthly only in the following major ports at the following times: During the week following the first Sunday of every month a meeting shall be held on Monday—at New York; on Tuesday—at Philadel{>hia; on Wednesday—at Baltimore; and on Friday—at Detroit. During the next week, meetings shall be held on Monday—at Houston; on Tuesday—at New Orleans; on Wednesday—at Mobile; and on Thursday —at San Francisco. All regular membership meetings shall commence at 2:30 p.m. local time. Where a meeting day falls on a Holiday officially designated as such by the au­ thorities of the state or municipality in which a port is located, the port meeting shall take place on the following business day. Saturday and Sunday shall not be deemed business days. The Area Vice Presidents shall be the chairmen of all regular meetings in ports in their respective areas. In the event the Area Vice Presidents are unable to attend a regular meeting of a port, they shall instruct the Port Agents, or other elected job holders, to act as chairmen of the meetings. In the event a quorum is not present at 2:30 P.M. the chairman of the meeting at the pertinent port shall postpone the opening of the meeting but in no event later than 3:00 P.M. Section 2. A special meeting at a port may be called only at the direction of the Port Agent or Area Vice President. No special meeting may be held, except between the hour of 9:00 A.M. and 5:00 P.M. Notice of such meeting shall be sted at least two hours in advance, on the port bulletin ard. The Area Vice Presidents shall be the chairmen of all special meetings in ports in their respective areas. In the event the Area Vice Presidents are unable to attend a spe­ cial meeting of a port, they shall instruct the Port Agents, or other elected job holders, to act as chairmen of the meetings. Section 3. Notwithstanding anything to the contrary, all regular meetings shall be governed by the following: 1. The Union Constitution. 2. Majority Vote of the members assembled. Article XXIV Definitions and Miscellaneous Provisions Relating Thereto Sectloa 1. Incapacity. Unless otherwise set forth or dealt with herein, the term "incapacity," shall mean any illness or situation preventing the affected person from carrying out his duties for more than 30 days, provided that this does not result in a vacancy. However, nothing contained in this Article shall be deemed to prohibit the execuUon of the functions of more than one job and/or office m which event no incapacity shall be deemed to exist with regard to the regular job or office of the one taking over the duties and functions of the one incapacitated. The .F«riod of incapacity shall be the time during which the circumstances exist .... Section 2. Unless otherwise set forth or dealt with herein' the term "vacancy" shall include failure ,to perform the functions of any office or job by reason of death, or resig­ nation, or suspension from membership or expulsion from the Union with no further right to appeal in acwrdance with the provisions of Article XV of this Constitution. Section 3. When applicable to the Union as a whole the "•• I. • J., term, "majority vote of the membership," shall mean the majority of all the valid votes cast by full book members at an official meeting of those ports holding a meeting. This definition shall prevail notwithstanding that one or more ports cannot hold meetings because of no quorum. For the purpose of this Section, the term "meeting" shall refer to those meetings to be held during the time period within which a vote must be taken in accordance with the Con­ stitution and the custom and usage of the Union in the indicated priority. Section 4. When applicable solely to port action and not concerned with, or related to, the Union as a whole, and not forming part of a Union-wide vote, the term "majority vote of the membership," shall refer to the majority of the valid votes cast by the full book members at any meeting of the Port, regular or special. Section 5. The term, "membership action," or reference thereto, shall mean the same as the term "majority vote of the membership." Section 6. ^^ere the title of any officer or job, or the holder thereof, is set forth in this Constitution, all references thereto and the provisions concerned therewith shall be deemed to be equally applicable to whomever is duly acting in such office or job. Section 7. The term "Election Year" shall be deemed to mean that calendar year prior to the calendar year in which elected officials and other elected job-holders are required to assume office. Section 8. The terms, "this Constitution", and "this amended Constitution," shall be deemed to have the same meaning and shall refer to the Constitution as amended which takes the place of the one adopted by the Union in 1939, as amended up through July, 1972. Section 9. The term, "member in good standing", shall mean a member whose monetary obligations to the Unicri are not in arrears for thirty days or more, or who is not under suspension or expulsion effective in accordance with this Constitution. Unless otherwise expressly indicated, the term, "member," shall mean a member in good standing. Section 10. Unless plainly otherwise required by the con­ text of their use, the terms "Union book," "membership book," and "book," shall mean official evidence of Union membership. Section 11. The term "full book" or "full Union book" shall mean only an official certificate issued as evidence of Union membership which carries with it complete rights and privileges of membership except as may be specifically constitutionally otherwise provided. Section 12. The term, "full book member", shall mean a member to whom a full book has been duly issued and who is entitled to retain it in accordance with the provisions of this Constitution. Article XXV Amendments This Constitution shall be amended in the following manner: Section 1. Any full book member may submit at any regular meeting of any Port proposed amendments to this Constitution in resolution form. If a majority vote of the membership of the Port approves it, the proposed amend­ ment shall be forwarded to all Ports for further action. Section 2. When a proposed amendment is accepted by a majority vote of the membership, it shall be referred to a Constitutional Committee in the Port where Headquarters is located. This Committee shall be composed of six full book members, two from each department ahd shall be elected in accordance with such rules as are established by a majority vote of that Port. The Committee will act on all proposed amendments referred to it. The Committee may receive whatever advice and assistance, legal or otherwise, it deems necessary. It shall prepare a report on the amend­ ment together with any proposed changes or substitutions or recommendations and the reasons for such recommenda­ tions. The latter shall then be submitted to the member­ ship. If a majority vote of the membership approves the amendment as recommended, it shall then be voted upon, in a yes or no vote by the membership of the Union by secret ballot in accordance with the procedure directed by a majority vote of the membership at the time it gives the approval necessary to put the referendum to a vote. The Union Tallying Committee shall consist of six (6) full book members, two from each of the three (3) departments of the Union, elected from Headquarters Port. The amendment shall either be printed on the ballot, or if too lengthy, shall be referred to on the ballot. Copies of the amendment shall be posted on the bulletin boards of all ports and made available at the voting site in all ports. Section 3. If approved by a majority of the valid ballots cast, the amendment shall become effective immediately upon notification by the aforesaid Union Tallying Commit­ tee to the Secretary-Treasurer that the amendment has been so approved, unless otherwise specified in the amendment. The Secretary-Treasurer shall immediately notify all ports of the results of the vote on the amendment. EXHIBIT A Minimal requirements to be contained In Con­ stitution of subordinate bodies and divisions char­ tered by or affiliated with the Secrforers Interna­ tional Union of North America—^Atlantic, Gulf, Lakes and Inland Waters District. I All members shall have equal rights and privileges, sub­ ject to reasonable rules and regulations, contained in this Constitution, including secret election, freedom of qieech. the right to hold office and the right of secret votes on assessment and dues increases, all in accordance with the law. II No member may be automatically suspended from mem­ bership except for non-payment of dues, and all members shall be afforded a fair hearing upon written charges, with a reasonable time to prepare defense, when accused of an offense under the Constitution. III This Union is chartered by (and/or affiliated with), the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, and this Constitu­ tion and any amendments thereto, shall not take effect un­ less and until approved as set forth in the Constitution of that Union. IV An object of this Union is, within its reasonable capacity, to promote the welfare of, and assist, the Seafarers Interna­ tional Union of North America—Atlantic, Gulf, Lakes and Inland Waters District. The charter (and/or affiliation) relationship between this Union and the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District shall not be dissolved so long as at least ten members of this Union, and the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District acting through its Executive Board wish to continue such relationship. VI No amendment to this Constitution shall be effective un­ less and until approved by at least a two-thirds vote of the membership in a secret referendum conducted for that pur­ pose. In any event, the adoption of this Constitution and any amendments thereto, will not be effective unless and until compliance with Article II of the (institution of the Sea­ farers International Union of North America—Atlantic. Gulf, Lakes and Inland Waters District is first made. VII The Seafarers International Union of North America— Atlantic, Gulf, Lakes and Inland Waters District shall have the right to check, inspect and make copies of all the books and records of this Union upon demand. VIII This Union shall not take any action which will have the effect of reducing its net assets, calculated through recog­ nized accounting procedures, below the amount of its in­ debtedness to the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, unless approved by that Union through its Executive Board. IX So long as there exists any indebtedness by this Union to the Seafarers International Union of North America—At­ lantic, Gulf, Lakes and Inland Waters DistricL that Union shall have the right to appoint a representative or repre­ sentatives to this Union who shall have the power to attend all meetings of this Union, or its sub-divisions, or governing boards, if any; and who shall have access to all books and records of this Union on demand. This representative, or these representatives, shall be charged with the duty of as­ sisting this Union and its membership, and acting as a liaison between the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District and this Union. So long as any unpaid per capita tax, or any other in­ debtedness of any sort is owed by this Union to the Sea­ farers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, such indebtedness shall constitute a first lien on the assets of this Union, which lien shall not be impaired without the written approval of the Seafarers International Union of North America—At­ lantic, Gulf Lakes and Inland Waters District acting through its Executive Board. XI The per capita tax payable by this Union to the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District shall be that which is fixed in accordance with the terms of the Constitution of that Union. XII This Constitution and actions by this Union pursuant thereto are subject to those provisions of the Constitution of the Seafarers ffitemational Union of North America—At­ lantic, Gulf, Lakes and Inland Waters District pertaining to affiliation, disaffiliation, trusteeships, and the granting and removal of charters. XIII This Union shall be affiliated with the Seafarers Intemational Union of North America through the Seafarers In­ ternational UnicMi of North America—^^antic. Gulf, Lakes and Inland Waters District. It shall share in, and participate as part of, the delegation of that District to the (invention of the Seafarers International Union of North America in accordance with the provisions of the Constitution of the Seafarers International Union of North America—^Atlantic, Gulf, Lakes and Inland Waters District. text of the SI lf*sr1::onst^ tution and should be retained by every Seafarer for further reference. Additional copies can be obtained from Union Headquarters. ^ Special Supplement iiiiasq?; Page 7 �SEAFARERS LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION* ATLANTIC,GULF, LAKES AND INLAND WATERS DISTRICT•AFL-CIO ( j I ' IM: 1 •! . n' ;•!</ I:.- i ,i • ,• f �inored Across the Nation • y ^ 'r - it . Maritime Memorial wreath in the shape of a ship floats in the water off the cutter Point Doran in the Port of Seattle while the American flag moves gently with the breeze. Austin, Tex. % • -4 " ! :•' ^4 \ •M- Y CentCT at Piney Point, Md. attended Maritime Day ceremonies at the SIU Vice President Paul Drozak, here May 22 for Texas' tribute to Mari­ time Day, took note of Gov. Dolph Briscoe's proclamation designating the celebration, saying it was the first time in the history of the state that any gov­ ernor or legislature had named a day honoring seamen here. The governor urged all Texans to honor the merchant marine by appro­ priate recognition of the industry's great contributions to Texas. Saying that the anniversary of the sailing of the Savannah to Liverpool has been observed as National Mari­ time Day since 1933, Gov. Briscoe ex­ claimed: "Waterbome commerce has long been an integral element of the Texas economy. As the state has developed into an industrial center, shipping has provided an essential avenue of com­ merce for the exchange of raw and manufactured materials. "The maritime industry is signifi­ cantly responsible for the remarkable economic growth and prosperity ex­ perienced by the state in recent years, and its dynamic influence on the qual­ ity of life enjoyed by Texans through­ out the state has been indispensable." Boston Gov. Francis W. Sargent inroclaimed May 22, 1973 Maritime Day urging the citizens of the Commonwealth of Massachusetts "to take cognizance of this event and to participate fittingly in its observance." Continuing, the governor pro­ claimed: "A balanced, economical, effi­ cient, merchant-fleet manned by welltrained, skilled seamen is a vital national resource necessary to trans­ port goods peacefully between na­ tions ..." He added the creation and mainte­ nance of a strong and competitive fleet to meet these demands is a complex task requiring the best efforts of gov­ ernment, management and labor. Finally, he declared, "The impor­ tance of American merchant seapower is underscored by our burgeoning trade and the increasing demands for ocean transportation which result from this trade and in war and peace merchant ships and merchant seamen have main­ tained a proud record of service to this nation..." At memorial services in Boston Har­ bor for Seafarers lost in war and peace, SIU Port Agent Edward Riley partici­ pated in a wreath-laying ceremony. New York In a New York-New Jersey National Maritime Day address, U.S. Rep. John M. Murphy (D-N.Y.), a member of the House Merchant Marine and Fisheries Committee, highlighted nationwide cer­ emonies reflecting new interest in the revitalization of the U.S. Merchant Marine. Speaking in Manhattan's historic Battery Park, Rep. Murphy declared "Continued national investment in the merchant marine makes good sense. Shipbuilding and water borne commerce means jobs for American workers. And, at a time when over 5-million people are unemployed, revitalization of our merchant marine is one important aspect of creating jobs." Murphy said another reason to sup­ port the growth of the fleet and to encourage more cargo for U.S.-flag ships is that "this nation cannot afford to depend on the fleets of other nations to bringstrategic imports to our shores." He told a lunchtime audience of hun­ dreds of New Yorkers that a U.S. gas shortage has forced certain parts of the country, including New York City, to require emergency imports of liquid gas during the past few winters. Twenty-one states put quotas on gas for consumers, he added. "Experts," he said, "have estimated that by 1985, the gap between our natural gas demand and new gas dis­ coveries will be as large as the entire American gas consumption in 1969." The congressman emphasized that U.S. energy requirements between 1960 and 1970 rose 41 percent or three-anda-half times the rate of population. "The United States should not put itself in the position of being dependent upon foreign nations to supply us with strategic imports such as this. We should have the importation of these strategic imports in some degree under our own control," Murphy said. Murphy told the crowd he was intro­ ducing legislation in Congress requiring U.S.-flag ships to carry 20 percent of energy fuels into this country. He said the Merchant Marine and Fisheries Committee had persuaded Congress to insist that 50 percent of governmentaided cargoes bound for overseas be carried in U.S. bottoms. Murphy estimated that "if. we had carried the same 30 percent of biir com­ merce in 1972 on U.S. ships as we did in 1936 we would not have had our bal­ ance of trade deficit... and, therefore I venture to say the U.S. dollar would not be in its present precarious posi­ tion." Page 13 )f �^Full Support Needed' •: P^CHARUS W MORGAN ^ u&Kc f.vJJH" li-' • "• '.V HISTORIC PRESERVATION Customs Search J T We, the crewmembers of the S.S. Lafayette, Waterman S.S. Corp., are concerned about the harassment American seamen have been subjected to in India and other countries. On two occasions this trip, in Rangoon, Burma, and Csdcutta, India, customs officials boarded the ship and "shook down" crewmembers and their lodgings. One man Iliad $330 confiscated in Calcutta. The customs officials are : not satisfied with searching seamen's bodies and romns, but m-i : constantly ask the seamen to give them soap, cigarettes,' gum, etc. ^ in Kandia, India, max^ of the crew^ ':.X ; members had money <»nfiscated and had to pay fines iii| -additiort.; I / /i II While we are working and living aboard a ship, it is our| home. We all feel that it is a violation of our rights to have customs officials searching our bodies and lodgings. We, the undersigned, wish to see an end to this harass­ ment and request that you make our grievances known to those who may have the power to alleviate this harasSinent. We also request that this letter be published in the yarers Log with hopes that other seamen who have been ^subjected to the same harassment will support our com. plaint m A Major Battle The bell has sounded for round two in the fight to win a law requiring that a por­ tion of the nation's oil imports be carried in American-flag ships. Within the past several weeks new legis­ lation has been introduced in the House of Representatives with more than 90 mem­ bers of Congress now sponsoring a pro­ posed law that would require use of U.S. ships to carry a percentage of our oil imports. The bill is important to Seafarers—and to all Americans. It is important for many reasons: It would help to rebuild the U.S. Merchant Marine, and it would mean jobs for Sea­ farers and for other workers in the maritime industry. But there are other reasons why such a law is important: As it stands now, virtu­ ally all oil imports come to the United States on foreign-flag tankers. With U.S. ships carrying a reasonable portion of these imports, the nation would be assured of de­ livery even in time of crisis. In other words, we need this law as a means of guarding our own national secu­ rity. Another point, this legislation will help the United States balance-of-payments pic­ ture. That means that the costs of trans­ porting the oil imports will be retained in this country instead of being paid to for­ eign shipping interests. It is estimated that the proposed legisla­ tion would add about a half billion dollars a year to the economy to help reduce the balance of payments outflow for oil imports. Right now, the U.S. oil import situation poses a grim picture for the nation. We are importing about six million barrels of petro­ leum and petroleum products a day and this amounts to about 33 percent of our total demand. But by the early 1980's, it is esti­ mated that the United States will import over half of its oil needs, or from 10 to 12 million barrels per day. These are some of the reasons why the SIU, the AFL-CIO Maritime Trades De­ partment, and the entire AFL-CIO are fight­ ing for such legislation. We know the opponents. They consist primarily of the multinational oil compa­ nies. They are formidable—and they have powerful resources and influence. They are virtually a super-power. But the fight must be fought. From the Seafarer's standpoint, this is a battle for his security. That's why it is necessary for all Sea­ farers to support the union in this important legislative battle. And while it is important to all seamen, we must bear in mind that there is more than jobs and job security in­ volved here. The nation's well-being, security and economy are involved. Fratemally, ; !, - • I"-'.- ii Brother Chahmaa: Your letter of May 14, 0ll, sign^lSy the crew was sent to this office by the New Orleans Port Agent and re­ ceived by Union Headquarters on June 1, 1973. We sincerely regret that the crew has been subjected to harassment by Customs officials in Burma and India. How^ ever, the crew should be advised that they as foreigners in • ' K Burma, India or any other country in the World are subject to the laws of such countries which in many instances aie very strict. Foreign seamen in Ainerioan ports are subI jected to the same type of search ypu receiv^ in Burma V ^ India. 5/ However, we wUl advise your Washington office to pre- ^ ; sent your grievance to the proper parties in Washington. . Your letter also will be forwarded to the Editor of the / -v : Seafarers Log to be published in a future issue. . V| Best wishes to you and the crew. ' • . Enclosed is SIU fact sheet #4. We suggest that you and Crew review s^e as it deals with the conditions exists ing within the maritime industry. Also enctosed you wiUl find reply cards, please check off the appropriate boxes giv­ ing your views, and return it to Headquarters. Frank Drozak VkePieaidimt Page 14 Jun* 1973 Volum# XXXV, No. 6 u P«Wic«fk>n tho Soatarors intarnationai Union of North Amarica, AtianUc, Quif. LakOT and Inland Wat«rs Oiatrict, AFL-ClO This is the first time that such a broadbased program has been instituted in the maritime industry. Set up under the auspices of the Mari­ time Administration, the Council has em­ ployed many successful methods in securing more cargo for American-flag ships. NMC is becoming an important vehicle in building a merchant marine better able to participate in the carriage of our nation's foreign commerce. Ship's Chaimmn S.S.Lafayette ' Ship's Chairman I^S. Lafayette National Maritime Council The National h^aritime Council is achiev­ ing its goal. Since the Council's inception in 1971, it has been effective in stimulating in­ creased carriage of cargoes aboard Amer­ ican-flag ships. The NMC has brought together maritime labor unions, shipping companies and the U.S. government in order to better enable these three groups to build a stronger, more viable American shipping industry—an in­ dustry capable of competing with the other merchant fleets of the world. < . Exacutiva Board Paul Hsfl. Pwident . m ^bjisbod monthly by So^,., Gulf, Lakes and Inland Waters District, AF Avanue, Brooklyn. N.Y. U232. Tel. 4^'--po»tog9 paid at Brooklyn, N.Y. ' >/• . - Seafarers Log �1 Alfonso Annada Seafarer Alfonso Armada ships out of the Port of Baltimore and has been sailing with the SIU since 1955. "Looking back to the time when I was a new member of the SIU I remem­ ber the unity, brotherhood and militant spirit of our Union. I see a new thing today, the importance of education and the strong feelings our union has about education, not just for me but for all the bosuns that are eligible for this recertification program and for all of our mem­ bers who are interested in upgrading themselves for a better tomorrow. This is important to all of us and to the ship­ owners, too, because we will be more capable aboard the new ships. I think all of our members should come to Piney Point and see for themselves what we are doing here for the betterment of aU of us." Six veteran Seafarers are attending the first class of the SIU Bosuns Recertification Program at the Lundeberg School's Upgrading Center in Piney Point which began June 1. The first class includes Alfonso Ar­ mada and Robert Mackert from the Port of Baltimore; Robert Lasso who ships out of San Juan; and Jan Beye, William Clegg and Burt Hanback who ship out of New York. Classes for the Bosuns include both vocational education and trade union education. Through the use of slide pre­ sentations and mock-ups, the bosuns are being given an introduction to the new types of ships which are becoming the future of the American-flag fleet, including the SL-7's; LASH-type ships, LNG tankers and the roll-on-roll-off ships. Trade union education includes in­ tensive review of the SIU contract and constitution, the welfare program, and labor union history. i i I i s I U William Clegg Seafarer William Clegg ships from the Port of New York and has been sailing with the SIU for 25 years. "The whole operation here is fantas­ tic. From the moment I passed through the main gate here at Piney Point and saw the buildings and grounds I was im­ pressed. The classrooms, dining area and recreational facilities are something that every member of the SIU can be proud of. All of the instructors here at the Harry Lundeberg School are fine and dedicated people, and the educa­ tional program they have put together is fantastic. Thank God we have a Union that could foresee the future need of seamen, and do something about it." ?,' -V « = •' •••.V Robert Lasso Burt Hanback Robert Mackert Seafarer Robert Lasso, who ships out of the Port of San Juan, has been sailing with the SIU since 1943. "What do I think of Piney Point? Where do I start? Who ever could con­ ceive that a merchant seaman could plan and put into operation the best thought-out and best-run school in the United States for seamen and future sea­ men and good SIU members. I don't know of any union anywhere that has the understanding to do something like this for the membership. For the 'doubters', all I can say is to get down here some way and see your union in motion for yourself." Seafarer Burt T. Hanback ships out of the Port of New York, and has been sailing with the SIU for 20 years. "Only a fool wouldn't come here to see this place for himself. The food and the quarters are the best anywhere, and the grounds, buildings and classrooms are beautiful and clean. There is plenty of recreation facilities for SIU families and the children. The instructors are ex­ perts in their areas, and there is good opportunity for discussion and debate on everything having to do with the con­ tract, shipping rules, overtime and other matters." Seafarer Robert F. Mackert sails out of the Port of Baltimore, and has shipped with the SIU for 14 years. June 1973 "Being selected as one of the first members of the Bosun Recertification Program, I am proud, honored and grateful for this chance to better myself. The educational program is outstand­ ing, and the instructors are doing their very best to help us in every way. This is a great opportunity for anyone want­ ing to better himself. I strongly urge everyone to take advantage of the pro­ grams here to better themselves and our Union." •• V Jan Beye Seafarer Jan Beye has been sailing with the SIU since 1948 and ships out of the Port of New York. "Since my arrival here at Piney Point, my eyes have been opened, and the doubts and skepticism I had about the school and its goals have been over­ come. This school, with all of its excel­ lent educational facilities to help those who want to improve their capabilities in the maritime industry, could no* be praised enough. The instructors here \re all dedicated and you can't help but learn from them. I'll always rememoer this place and this experience, and I will want to return someda,." Page 15 Df �ia Towboat 1. i. 1 2. Upgrading—Deck t : i •S'- ? I',;- 3. 4. Able-Seaman—12 months—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/40-20/20, and have normal color vision). 3. Have 12 months seatime as an Ordinary Seaman or 4. Be a graduate of HLS and have 8 months seatime as Ordinary Seaman. Able-Seaman—unlimited—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/40-20/20, and have normal color vision). 3. Have 36 months seatime as an Ordinary Seaman. Qnartermaster 1. Hold endorsement as Able-Seaman—unlimited—any waters. A candidate must have served three years at sea on deck. Master A candidate must have sqrved four years at sea on deck of which one year must have been as a licensed mate. [When an applicant presents evidence of service or experience which does not meet the specific requirement of the Coast Guard regulations but is a reasonable equivalent of the required service, he may be eligible at the discretion of the Officer in Charge for a license as Mate or Master. This additional information should be sent to the Lundeberg School with your application for evaluation.] Tankcrman 1. Must pass physical examination. 2. Must have a letter from the company on company letterhead stating your capability and performance while employed. * Do not mail your discharges to the Upgrading Center—bring them with you. * Be sure physical Is Included If required. * Rooms and meals will be provided by Hany Lundeberg School. Each upgrader is responsible for his own transportation to and from Piney Point. No reimbursement will be made for this transportation. Engifine FOWT—(who has only a wiper endoisemenQ 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/50-20/30, and have normal color vision). 2. Have 6 months seatime as wiper or be a graduate of HLS and have 3 months seatime as wiper. I ,::r I li f. i- Operator (Those currently employed as operators or pilots). Must have at least one year service as operator of towing vessel within the 36 months preceding date of application. A letter from the company verifying the above plus indicating: The name of the vessel, it's ofiicial number, length and gross toimage as well as the routes operated and geographical area. Pass eye examination and have normal color vision. Have merchant marine documents or have available an original birth certificate and a social security card. Mate Return completed appUcatlon to the attention of: FOWT—(who holds an engine rating; such as Electrician) 1. No requirements. Lundeberg Upgrading Center Harry Lundeberg School FIney Point, Md. 20674 Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, or Boilermaker—(who holds only a wiper endorsement) 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/50-20/30, and have normal color vision). 2. Have 6 months seatime in engine department as wiper. Gf D High School Program Eligibility requirements for the program are as follows: 1. One year's seatime. 2. Initiation fees must be paid in full. 3. All outstanding obligations, such as dues and loans, must be paid in full. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, or Boilermaker—(who holds an engine rating such as FOWT) 1. No requirements. QMED—any rating 1. Must have or successfully pass examinations for FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, and Deck Engine Mechanic. 2. Must show evidence of seatime of at least 6 months in any one or combination of the following ratings; FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, or Deck Engine Mechanic. Lifehoatman 1. Must have 90 days seatime in any department. APPLICATION ION I I blaine. , II .Book #- ST£WAiU> I Steward 1. ASSISTANT COOK TRAINING PROGRAM REQUIREMENTS; A. 12 months seatime, in any .Steward Department Entry Rating. B. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimum of 3 months seatime. • Quartermaster . Q Lifeboatraan I 2. COOK AND BAKER TRAINING PROGRAM REQUIREMENTS; I A. 12 months seatime as Third Cook or; B. 24 months .eatime in Steward Department, 6 months of which must have been as Third Cook or Assistant Cook or; C. 6 months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. 3. CHIEF COOK'S TRAINING PROGRAM REQUIREMENTS; A. 12 months seatime as Cook and Baker or; B. Three years seatime in Steward Department, 6 months of which must be as Third Cook or Assistant Cook and 6 months as Cook and Baker or; C. 6 months seatime as Third Cook or Assistant Cook and 6 months seatime as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook and Second Cook and Baker's Training Course or; D. 12 months seatime as Third Cook or Assistant Cook and 6 months seatime as Cook and Baker and are holders of a "Certificate" of completion from the Cook and Baker Training Program. 4. CHIEF STEWARD TRAINING PROGRAM REQUIREMENTS; A. 3 years seatime in ratings above that of Third Cook or; B. 6 months seatime as Third Cook or Assistant Cook, 6 months as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook. Second Cook and Baker and Chief Cook Training Courses at the Lundeberg School or; C. 12 months seatime as Third Cook or Assistant Cook, 6 months seatime as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training Programs. D. 12 months seatime as Third Cook or Assistant Cook, 12 months seatime as Cook and Baker and 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. Page 16 j 1 I j I ' I I • Assistant Godk • Cook & Baker • Chief CJook. • Steward • Oiler • Jr.Eng: p Dk. Mech. • Pumpman^ • Reefer p Machinist O Boilermaker TOWBOAT • River—Operator / • Inland Waterway---Jppefator O Ocean—Operator (Not more than 200 miles) imiii• Ocean—Operator (Over 200 mil^) . • Tankerman • Radar Observer P Mate—Inland • Master—Inland P Mate-Oceans • Master—Oceans j : j I Dates available to start class' .. . . GEO fflGH SCHOOL PROGRAM j Have you ever taken a Higk School Equivalency Exam? If VOU have, when? -Where?. ' . " ' | I Where shall we send your GED Pre-Test Kit? Home Address?. live full address);. Dates available to start class. i HLS Graduate: Yes• No Q Lifeboat endorsement Yes Q No • j { Record of Seatime (Show only amount needed to upgrade in rating checked above| j or attach letter of service, whichever is applicable.) j DATE OF SHIPMENT I I [ I ^ DATE OF j DISCHARGE ^^ • " "i . I ' IT I• r «.. '• •• {, n -• . ^ ' > ' j . " I •• I Seafarers Log �I.. •F % Celestial navigation training for ocean towboat operators, and mates and masters, began this month at the Lundeberg Upgrading Center in Piney Point. Taking a noon sight are, from left, R. F. Rogers. Allied Towing- D E Polk and Sam Murphy, from G&H Towing: and Elbert Davis, Interstate Towing. What They're Saying Whaf They're Saying UPGRADING CLASS SCHEDULE Dimitrios Papageorgiou After being at the Upgrading Center in Piney Point for only two weeks I can readily see the progress that I have made in my studies toward my OMED. This place is really organized. The in­ structors are very capable and friendly. When we don't understand something, the instructor will go over the material until we all understand. There is a wide variety of facilities available to the upgraders such as the laundry and dry-cleaner, TV room, poolroom, movies, boating and many others. Perhaps one of the most important things available to us is the library. It is nice and large, and is equipped with record players and a wide selection of reading material. There is a friendly atmosphere among trainees, upgraders and staff. I am really very impressed and proud of our union's school. The following is a listing of upgrading courses provided for Seafarers and IBU members at the SIU-IBU upgrading center at Piney Point, Maryland. In the following ratings, classes are scheduled on a two week basis with the next class set for June 28, 1973. Lifeboat Boilermaker Machinist Tankerman Deck Mechanic River Operator QMED Inland Waterway Operator Oceans (not more than 200 miles) Operator Oceans Operator Assistant Cook Cook & Baker Chief Cook Steward Classes in the following ratings are scheduled on a four week basis. For the first two ratings below, the next regularly scheduled class begins June 14, 1973. For the last two ratings the next regularly scheduled class begins June 28, 1973. • Able-Seaman Quartermaster FWT Oiler Classes in the following ratings are scheduled every six weeks. Reefer Electrician Junior Engineer Pumpman Deck Engineer The classes for the ratings Junior Engineer, Pumpman, Deck Engineer, are next scheduled for July 6, 1973. The next class for Electricians is scheduled for July 26, 1973. For the Reefer rating, the next class is scheduled for June 28, 1973. Members of the first Bosuns Recertification Program at Piney Point discuss the SlU contract with Instructor George McCartney. From left are McCartney, June 1973 Walter Nash In all my yeare of going to sea, I never would have dreamed that a la^r union would be able to build such fa­ cilities as we have here in Piney Point. Everything impressed me. When we arrived we were greeted by the staff who were all willing to see that we were comfortable. We were shown the facilities for education and recrea­ tion. I was very much impressed with the cleanliness, discipline and behavior of the young men who are training to be Seafarers like ourselves. I couldn't believe the classes could be so well-equipped, and all of the students, whether they were trainees or upgraders, were all so attentive. I would personally like to thank my instructors for their patience in trying to teach a group like us who have been out of school for so long. and Bosuns Jan Beye, Burt Hanback, Robert Mackert, Robert Lasso, William Clegg and Alfonso Aramada. Page 17 �SlU Crew 'Rescues' Paramedics In Raging Storm A loud cheer rose from the crew top­ side aboard the Citrus Packer as the men in the raging seas reached out and grabbed the life ring. They had been tossed about by the relentless seas for over three hours. The events that led up to this incident started at noon on Dec. 28, 1972 as the SlU-contracted vessel plied ii? Carib­ bean route. As related by Seafarer Jimmie Prestwood, steward on the Citrus Packer, Captain L. U. Harris was eating lunch when he had an apparent heart attack. The captain's condition was very serious and he couldn't be moved for nearly four hours. He was then brought pick them up but wa" hampered by force four winds and 10 to 12 foot waves. Although they tried for more than three hours. Seafarers from the Citrus Packer couldn't get in close enough to bring the para medics aboard ship. Knowing, however, that their captain's life depended upon these two men, they were determined to get the para medics on board somehow. "The seas were so rough that the men in the boat were losing ground but they kept trying," recalls Prestwood. He observed that "after making three or four passes to get. in close,, Second Mate Henry Bishop, along with up to his room where "Chief Mate Paul Morris (formerly an Unlicensed mem­ ber of the SIU) did a fine job super­ vising the care of Captain Harris", according to Brother Prestwood. Constant contact was kept with "Medico", the ship-to-shore medical emergency service, and when Captain Harris' condition did not improve, it was decided that further medical help was needed quickly. The U.S. Air Force's "Rescue" mis­ sion was notified and on the night of Dec. 29 at 11:30 p.m., two sergeants, skilled in parachuting, scuba diving and medical techniques, were dropped near the ship. A lifeboat was standing by to USAF paramedic helicopter hovers over a rescue site as it lowers its skyhook to swimmers below. Seafarers Welfare, Pension, and Vacation Flans Cash Benefits Paid SEAFARERS WELFARE PLAN ELIGIBLES Death • •' • •................ In Hospital Dally @ $1.00 ......... In H^ital Dally @ $3.00 Hospit^ & Ho^ital ^tras Surgical Sickness & Accident @ $8.00 Special Equipment C^tical Supplemental Medicare Premiums .... DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors* Visits In Hospital Surgical Maternity Blood Transfusions Amount Number Apr. 26—May 23,1973 ~... Optical . MONTH TO DATE YEAR TO DATS 17 157 343 17 6 6,638 2 201 86 98 2,282 2,211 118 24 46,282 10 1,404 201 415 47 124 15 4 259 7 125 119 20 78 MONTH TO DATE $ YEAR TO DATE 40,500.00 157.00 1,029.00 1,468.31 339.50 53,104.00 562.00 4,047.23 2,401.90 $ 251,400.50 2,282.00 6,633.00 26,221.35 1,317.00 370,256.00 2,241.15 30,289.85 5,938.50 2,573 383 797 134 30 1,198 79,140.66 1,604.35 14,809.75 4,095.20 185.00 3,169.62 485,501.46 10,635.39 97.84C 53 33,749.44 1,871.50 23,056.98 21,000.00 33,328.37 3,520.60 3,451.41 1,422.98 1,441 47 804 794 99 456 6 19 2,259 2 8,449 8,640.80 141,000.00 150,476.06 26,221.46 16,830.91 8,052.39 399.00 2,971.14 22,590.00 600.00 52,084.40 8 70 2,380.30 23,974.17 10,134 2,066 1,128 13,328 70,750 12,191 7,741 90,682 281,300.73 495,085.11 600,214.68 $1,376,600.52 1,794,440.28 2,926,029.51 . 4,092,403.53 $8,812,873.32 several of the crewmembers, tied two heaving lines to a life ring and threw it over to the para medics." It only took several minutes for the men to grab the life ring and then they were slowly pulled towards the Jacob's lad­ der. Once aboard, the crew put together some warm clothes for the two men. Sergeants Luke Jones and Gary Hirschkof of the 39th Air Wing from Eglin Air Force Base in Florida. Going straight to the side of the captain, the para medics took care of him until the ship reached the island of St. Martin where they and Harris went ashore While on the Citrus Packer the para medics also gave instructions to the crew on first aid, administering plasma, and instructions on what to do in case of emergency and how to take care of the sick and wounded. The crew was also informed by Jones and Hirschkof that "Rescue" would answer a call anywhere in the world, no matter who on the ship was ill or injured—captain, engineer, or­ dinary seaman, messman, etc. Prestwood told the LOG "this made us feel good, to know that there is someone in the government that cares enough to help us when we are sick and injured." In another incident, this time on board the SlU-contracted Transhawaii, a Seafarer was aided by an Air Force rescue team. Bosun M. J, Kerngood wrote to the LOG explaining that on Feb. 7 "a brother crewmember became ill" and help was called at once. Para medics from the Air Force base in Ber­ muda parachuted into the ocean and the crew rigged a lifeboat to pick them up. The Seafarer was greatly helped by the para medics and Kerngood writes that "this crew wishes to thank the Captain, chief mate, U.S. Air Force and all crewmembers who participated in this operation.-' The Air Force's "Rescue" operation actually has the longer name of Aero­ space Rescue and Recovery Service (ARRS) and its personnel are called para-rescuemen. Air Force paramedics are precision parachutists, skilled medical techni­ cians, and experts in survival, as well as being qualified as hi^Iy trained scuba divers. Their history goes back to 1943 when 21 persons bailed out of a plane into unchartered jungle near the ChinaBurma border. Special Equipment PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Exp. . Surgical Optical Blood Transfusions Special Equipment Meal Books Dental Supplemental Medicare Premiums .... SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Total Welfare, Pension & Vacation ... Page 18 5 — — — 942.75 — — A pair of USAF paramedics prepare to chute from hovering helicopter to a rescue site many feet below. Seafarers Log �Transoregon Committee New SlU Pensioners John V. Cleaiman, 65, is a native of Monroe, La. and now makes his home in Pritchard, Ala. Brother Clearman joined the union in 1956 in the Port of Mobile and sailed in the deck depart­ ment. He is an Army veteran of World War II and was once wounded in action. James L. Farren, 64, is a life-long resident of Baltimore, Md. He joined the Inland Boatman's Union there in 1957 and later sailed as captain.' Joseph P. Merkel, 63, was born in Scranton, Pa. He joined the SIU in 1944 in the Port of Philadelphia and sailed in the engine department. He has been a resident of Philadelphia for many years. Cezar B. Pedregosa, 65, is a native of the Philippine Islands. He joined the SIU in the Port of Philadelphia in 1947 and sailed in the steward depart­ ment. He is an Army veteran of World War II. Brother Pedregosa now makes his home in San Francisco, Calif. Looking pleased about their recent run to Puerto Rico is the ship's com­ mittee on board the Transoregon (Hudson Waterways). From left are: J. L. Hubbard, engine delegate; A. Carsen, chairman; R. Tomas, deck dele­ gate; A. Aragones, secretary-reporter, and L. Gardier, steward delegate. Russell L. Hopkins, 49, is a life-long resident of Aurora, N.C. Brother Hop­ kins joined the Inland Boatman's Union in 1961 in the Port of Norfolk and sailed as mate for Gulf Atlantic Towing. Eino W. Salo, 63, is a life-long resi­ dent of Erie, Pa. The Great Lakes Sea­ farer joined the SIU in 1961 in the Port of Buffalo and sailed in the deck department. U.S. Ships Get Favorable Treatment In Trade Pact Arvid V. Kuun, 65, is a native of Estonia and now makes his home in Virginia Beach, Va. Brother Kuun joined the IBU in 1961 in the Port of Norfolk and sailed as mate for Curtis Bay Towing. Carlos L. Sy, 65, is a native of the Philippine Islands. He joined the SIU in 1948 in the Port of New York and sailed in the steward department. Brother Sy now makes his home in San Francisco, Calif. Ronald C. Pauley, 63, is a native of West Virginia. He joined the Inland Boatman's Union in 1956 in the Port of Baltimore and sailed as a deckhand. Brother Pauley now makes his home in Glen Bumie, Md. George A. Wolf, 62, is a native of Pennsylvania. He joined the SIU in 1939 in the Port of Baltimore and sailed as chief cook. Brother Wolf now resides in Kenner, La. American ships engaged in the U.S.­ Soviet trade will obtain more favorable terms in the second half of this year as a result of new understandings reached by American and Soviet government officials. The agreements—announced by As­ sistant Secretary of Commerce for Mar­ itime Affairs Robert J. Blackwell, who headed the U. S. negotiating team— grew out of 10 days of meetings held in Moscow last month and were signed on May 30, 1973. "The growing commercial ties be­ tween the United States and the Soviet Union that have been fostered by Pres­ ident Nixon's initiatives in forging trade and maritime agreements with that country, will be enhanced by these clar­ ifications to the basic shipping agree­ ment that underlies this trade," Blackwell said. . "Of equal importance is the fact that the new agreements will provide Amer­ ican vessel operators with a more at­ tractive rate structure and other incen­ tives to increaise their participation in this trade," he explained. Amplifying the historic U.S.-U.S.S.R. maritime agreement reached last Oc­ tober, the new pacts provide: • EQgher rates for American ships engaged in carrying hulk agricnltnral commodities from the U. S. to the So­ viet Union. • Clarification of the tenns by which U. S. and Soviet sh^s will participate in common carrier liner service between the two nations. • Greater latitude for employment of American tankers by reaffirming their eligibility to carry com, and guarantees of greater channel deptte at Soviet ports to accommodate deep-draft U. S. ves­ sels. • Higher demurrage — the penalty paid by the Soviets for port delays en­ countered by American ships. • For meetings between U. S. under­ writers and Soviet officials responsible for cargo insurance to discuss the par­ ticipation of American firms in insuring U.S.-U.S.S.R. cargo movements. Under the previous system of es­ tablishing rates for bulk carriage, which remains in effect until June 30, 1973, the Soviets paid a fixed rate to Ameri­ can shipowners that was negotiated be­ tween the two governments last year. The newly agreed-upon formula, how­ June 1973 ever, allows the rate paid in any month between July 1 and December 31 to fluctuate with the rates prevailing in the world grain trade as indicated by those in the U. S. Gulf/Holland-Belgium trade. Reflecting the upward trend of rates for grain carriage, the U.S.S.R. will pay $16.94 per long ton from July 1-9, compared with the $10.34 per ton rate effective last December. Under the government's operating subsidy program for U. S.-flag vessels engaged in this trade, $5.71 of the So­ viet payment per ton will be offset against the subsidy otherwise payable. Under the old system, this abatement was $1.14. Additionally, the new agreements pro­ vide more favorable charter contract terms for U. S. owners. Greater channel depth—^two feet more at Black Sea ports—^will reduce the costs incurred by U. S. shipowners, who have to light­ en their large vessels in order to meet these draft limitations. Attendant sav­ ings to U. S. ship operators are ex­ pected to range between $5,600 and $17,000 per voyage. The agreement also provides that the U. S. vessels will receive port-delay de­ murrage rates 25 to 36 percent higher than those presently in effect. Since most U. S.-flag vessels lift more than 30,000 tons of grain, these de­ murrage payments will increase from $4,500 to $6,500 per day of delay for U. S. ships fixed in the latter haJf of this year. Concerning liner shipping, the pacts establish the details of how cargoes which are to be shared by U S. and Soviet vessels will be accoimted for. According to Blackwell, the clar­ ification of the accounting system will encourage the institution of liner serv­ ices between the two coimtries by re­ moving some of the uncertainties which were previously encoimtered. "American vessel operators," he stated, "can now follow up on their initial overtures to their Soviet counter­ parts to open new or additional services between our nations." Finally, the new agreements call for Soviet officials to meet with American marine underwriters to discuss the shar­ ing of insurance on cargoes in U.S.U.S.S.R. trade and other matters of common interest. The meetings will be held in connection ^ith the Internation­ al Union of Marine Underwriters meet­ ing scheduled for Venice in September. James Armstrong, 66, is a native of Georgia. A charter member of the union, he joined in 1938 in the Port of Savannah and sailed in the steward de­ partment. Brother Armstrong now makes his home in Washington, D.C. Russel D. Gilmour, 73, is a life-long resident of Buffalo, N.Y. He joined the SIU there in 1961 and sailed in the engine department. The Great Lakes Seafarer is a Navy veteran of World War I. Francisco Caspar, 65, is a native of Portugal. He joined the SIU in 1949 in the Port of New York and sailed as able-seaman. Seafarer Gaspar now makes his home in Brooklyn, N.Y. William H. Woodington, 65, is a life-long resident of Norfolk, Va. Brother Woodington joined the Inland Boatman's Union in 1963 and sailed for Curtis Bay Towing. mmmimimms -Do Not BuyQofliing Farah Manufacturing Co manu­ facturers of slacks nationwide. (Amal­ gamated Clothing Workers). Oneita Knitting Mills . . . manufac­ turers of men's and boy's knitted imderwear, T-shirts, and briefs. Sold under brand names of Sears, Montgomery Wards, J. C. Pennys, Grants and KMart stores. Plants located in Andrews and Lane, S.C. (Textile Workers Union of America). Pctrolenm Printing Kingsport Press, . . . producers of "World Book," "Childcraft." (Printing Pressmen, Typographers, Bookbinders, Machinists, Stereotypers and Electrotypers). Los Angeles Herald Examiner (10 unions involved covering 2,000 work­ ers). Encyclopedia Britannica and Britannica Jr. (Int'l. Allied Printing Trades Association). Dinncrware Shell Oil and Shell Chemical Co. on strike at Anacortes, Wash.; Martinez and Wilmington, Calif.; Houston, Texas; Norco, La.; and Denver, Colo. (Oil, Chemical and Atomic Workers Interna­ tional Union). Electrical Equipment Contact Lenses and Optical Frames Square D Corp., switch gear, switch­ boards, transformers, etc. (Int'l. Broth­ erhood of Electrical Workers). Dal-Tex Optical Company (DalTex owns a firm known as TerminalHudson. They operate stores or dispense to consumers ffirough Missouri State Optical Company; Goldblatt Optical Service; King Optical Co.; Lee Optical Co.; Capital Optical; Douglas Optical; Mesa Optical) (Int'l. Union of Elec­ trical, Radio and Machine Workers). Metlox Manufacturing Company (Int'l. Brotherhood of Pottery and Allied Workers). Garden Equipment Mono Mfg. Co., lawn cutters, etc. (Int'l. Assn. of Machinists). Liquors Stitzel-Weller Distilleries, producers of Old Fitzgerald, Cabin Still, Old Elk, W. L. Weller (Distillery Workers). Page 19 �Digest of SlU BOSTON (Sea-Land), April 15Chairman R. Lasso; Secretary S. Piatak; Educational Director N. Reitti. $5 in ship's fund. Some disputed OT in deck and engine departments. Vote of thanks to the steward department for a job well done. Next port New York MOBILE (Sea-Land), April 8 — Chairman A. Ahin; Secretary W. Sink; Educational Director E. Walker. $19 in ship's fund. No disputed OT. Sug­ gestion to have radio in crew's recrea­ tion room. Next port Elizabeth. WESTERN HUNTER (Colonial Tankers), April 1—Chairman W. F. O'Brien; Secretary O. Vola; Educa­ tional Director T. Jones. Some dis­ puted OT in deck and steward depart­ ments. Vote of thanks to the steward department for a job well done. HOUSTON (Sea-Land), AprU 1— Chairman Karl Hellman; Secretary F. Hall; Educational Director C. Hemby. No disputed OT. Vote of thanks to the steward department for a job well done. Vote of thanks to the deck and engine departments for helping to keep the messhall clean" during the night. Observed one minute of silence in memory of our departed brothers. Next port Houston. CANTIGNY (Cities Service) April 8—Chairman John Wilson; Secretary D. M. Ravosa. $3.50 in ship's fund. Vcrte of thanks to the steward depart­ ment. Observed one minute of silence in memory of our departed brothers. CHARLESTON (Sea-Land), April 8—Chairman Antonio Kotsis; Secre­ tary R. Ramos. No disputed OT. Vote of thanks to the steward department for a job well done. Everything run­ ning smoothly. STEEL ARTISAN (Isthmian Lines), April 8—Chairman F. Foster; Secretary G. M. Wright; Educational Director J. Langley. Some disputed OT in deck and steward departments. Ev­ erything running smoothly. Next port Newark. JAMES (Ogden Marine), April 1— Chairman F. D. Finch; Secretary H. Strauss; Educational Director S. Hadcer. Some diluted OT in deck depart­ ment. Everything running smoothly^ S8ENANDOAH <Hudson Water­ ways), April 1—Chairman W. Butts; Secretary R. Fagan; Deck Delegate C. Hughart; Engine Delegate T. Venable; Steward Delegate D. Streamer. New ciwmembers welcomed aboard induding the new Finey Point members. Vote of thanks to the steward depart­ ment for a job well done. OVERSEAS CARRIER (Maritime Overseas), April 1—-Chairman L. R. Smith; Secret^ J. E. Long; Educa­ tional Director J. Bryant. Some dis­ puted OT in engine department. Vote of thanks to the steward department for a job well done. # I MADAKET (Waterman), April 1 —Chairman C. A. Bankston, Jr.; Sec­ retary R. W. Elliott; Educational Direc­ tor V. Yates. No disputed OT. Observed one minute of silence in memory of our departed brothers. Everything running smoothly. SAN JUAN (Hudson Waterways), April 1—Chairman D. Mendoza; Sec­ retary J. Davis; Educational Director L. Haiti Some disputed OT in deck and engine departments. Vote of thanks to the steward department for a job well done and to the bosun for fixing TV. Page 20 SMp^ Meetings Mobile Ship's Committee :The Mobile's (Sea-Land) committee has logged another good trip on the intercoastal run. From left are: W. Sink, secretary-reporterj W. O'Con­ nor, deck delegate; E. Walker, educational director; G. Silva, engine delegate; A. Artaga, steward delegate, and A. Ahin, ship's chairman. PONCE (Sea-Land), April 1 — Chairman H. C. Cain; Secretary W. J. Anderson. No disputed OT. Everything running smoothly. AZALEA CITY (Sea-Land), April 1—Chairman Don Hicks; Secretary J. Nash; Deck Delegate J. Davis; Steward Delegate E. Ruiz. No disputed OT. Need TV antenna for crew messhall. Next port Charleston. VANTAGE ENDEAVOR (Pioneer Maritime>, April 1—Cbhlrman H. I.Pousson; ^retary J. D. PenneU; Edu­ cational Director A. S. DeAgro; Stew­ ard Delegate S. W. Wier. Itome disputed OT in engine department. Vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Saigon, Vietnam. BALTIMORE (Cities Service), April 1—Chairman R. G. Lawsmi; Sec­ retary K. Fox; Educational Director H. Meredith; Deck Delegate W. T. Tucker; Engine Delegate A. L. Granger; Stew­ ard Delegate Joseph Simpsmi. $30 in ship's fund. Everything running ' smoothly. Next port Bunker. OVERSEAS PROGRESS (Mari­ time Overseas), April 15—Chairman E. Granger; S^retary Roy M. Ayers. Some disputed OT in deck and engine departments. Ask crew to remember to turn off washing machine when not in use. HOOD (Verity Marine), April 8Chairman Simmon Johannssou; Secre­ tary J. Samuels; Deck Delegate Douglas Hester; Steward Delegate Herman White. $31 in ship's fund. No disputed OT. Everything running smoothly. STEEL EXECUTIVE (Isthinian Lines), April 7—Chairman R. Sipsey; Secretary J. Reed; Educational Director Aqaila. No disputed OT. Everything running smoothly. HARDING (Bonito Maritime), April 8—Chairman F. Rodriguez; Sec­ retary R. Sadowski; Educational Direc­ tor M. Overgaard; Deck Delegate John Jappen; Engine Delegate John Patino. Some disputed OT in deck, engine and steward departments. Sevei^ construc­ tive suggestions put to crew mainly con­ cerning safety and comfort. Everything running smoothly. Next port Saigon. Boston Ship's Committee The SlU-nuinned eontainership Boston (Sea-Land) has just completed another voyage from Puerto Rico. From left are: S« Charneco, steward dei^;ate; J. Salazar, engine delegate; R. Lasso, ship's chairman and A. Rivera, deck delegate. OVERSEAS ALASKA (Maritime Overseas), April 1—Chairman Edward D. Adams; Secretary Edward Dale; Ed­ ucational Director James Conion; Deck Delegate Joe Wolanski; Engine Dele­ gate Ronald B. Shaw; Steward Delegate John W. White. Some disputed OT in steward department. Request that all communications be put on bulletin board. Everything running smoothly. Next port Marcus Hook, Pa. MOBILIAN (Waterman), April 8 —Chairman W. Schug; Secretary Rob­ ert Boyd. No disputed OT. Vote of thanks to the steward department for a job well done. Next port Trinadad. OVERSEAS ALICE (Maritime Overseas), April 22—Chairman C. Miranda; Secretary F. Costango; Edu­ cational Director J. O'Rawe; Deck Delegate C. Wilson; Engine Delegate F. E. Perkins; Steward Delegate J. Topasna. Some disputed OT in deck department. Vote of thanks to the steward department for a job well done for the full year. Also, a vote of thanks to new cooks and messmen. Next port Ras Tanura. TRANSIDAHO (Hudson Water­ ways), April 22—Chairman Jack E. Gervais; Secretary Aussie Shrimpton; Educational Director James Shipley. $130 in ship's fund. No beefs. Every­ thing running smoothly. COLUMBIA (United States Steel), April 15—Chairman E. W. Nicholson; Secretary M. S. Sospina; Educational Director J. R. Miller. Some disputed OT in deck and engine departments. Everything running smoothly. CITRUS PACKER (Waterman), April 15—Chairman G. Corelli; Secre­ tary J. Prestwood; Educational Direc-, tor F. Diaz; Steward Delegate L. Bettes, Jr. Some disputed QT in engine and steward departments. Vote ot thanks to cooks responsible for good pizza as well as the steward depart­ ment for a job well done; also, to those woriring on TV aerial and to radio operator for fixing new set. SEA-LAND ECONOMY (SeaLand), April 8—Chairman J. Davies; Secretary R. P. Marion; Educational Director H. Messick. Some disputed OT in engine department Cooperation asked in keeping lounge dean. Next port Houston. TRANSOREGON (Hudson Water­ ways), AprU 3—Chairman Walter LeClair; Secretary A. Aragones; Educa­ tional Director C. Welsh. $20 in ship's fund. Some disputed OT in deck and engine departments. Vote (ff thanks to the steward department for a job well done. Observed one minute of sUence in memory of our departed brothers. Next port Weehawken, N.J. SAN PEDRO (Sea-Land), April 1 —Chairman George King; Secretary O. R. Frezza; Educational Director H. Lancaster. $11.50 in ship's fund. No disputed OT. Everything running smoothly. Observed one minute of sUence in memory of our departed brothers. PITTSBURGH (Sea-Land), April 22—Chairman Frank J. Smith; Secre­ tary S. McDonald; Educational Direc­ tor S. Senteney; Deck Delegate Hum­ bert F. Vina; Engine Delegate Wilfred P. Roux; Steward Delegate Wm. J. McDonald. $50 in ship's fund. Vote of thanks to the steward department for a job well done. Next port Seattle. Seafarers Log �Brooklyn Shlp^s Committee The ship^fl committee relaxes in the recreation room aboard the Brooklyn (Sea-Land) after an intercoastal run. From left are: Bjame Jensen, engine delegate; Perry Kiliikoa, deck delegate; David Atkinson, chairman; Lee Wilfred Morin, educational director; Alfred D. Allen, steward delegate, and Juan Mojica, secretary-reporter. JOHN TYLER (Waterman Steam­ CHICAGO (Sea-Land), April 15ship), April 1—Chairman Lee J. Har­ Chairman Maxwell; Secretary Reasko; vey; Secretary C. H. Lanier; Educa­ Deck Delegate R. Miller. $12.20 in tional Director H. Pattetson. Some ship's fund. Some disputed OT in en­ disputed OT in deck department. Ev­ gine and deck departments. Vote of erything running smoothly. Next port thanks was given to all departments for a very good voyage. One minute of Antwerp. GEORGIA (Seatrain), April 1— silence observed in memory of our de­ Chairman D. Backarad; Secretary R. parted brothers. OAKLAND (Sea-Land), April 1— Taylor; Deck Delegate John Gallagher. Chairman R. Palmer; Secretary C. N. No beefs. CALMAR (Calmar Shipping), April Johnson; Educational Director Charles 16—Chairman W. C. Riley; Secretary Powell; Deck Delegate Robert J. Ed­ Jan V. Rooms; Deck Delegate Frank wards; Steward Delegate William Bev­ Holland. Some disputed OT in deck els. No beefs. Everything running department. Have acquired a new TV. smoothly. GATEWAY CITY (Sea-Land), Next port Baltimore, Md. TAMPA (Sea-Land), April 22— April 9—Chairman L. B. Rodriguez; Chairman .Calvin James; Secretary Secretary. Fraone; Steward Delegate . William Seltzer; Educational Director Frederick Lewis. $3 in ship's fund. A Bill Bland. $23 in ship's fund. No dis­ vote of thanks to the steward depart­ puted OT. Everything running smooth­ ment for a job well done and to one of the best chairman going to sea. ly., Next port Elizabeth. VANTAGE ENDEAVOR (Pioneer SAN FRANCISCO (Sea-Land), Maritime), April 5—Chairman H. I. April 1 — Chairman E. Christiansen; Pousson; &ci;etary J. D. Pennell; Edu­ Secretary H. Galicki; Educational Di­ cational Director A. S. DeAgro; Engine rector D. B. Melanio; Deck Delegate Delegate Robert C. Arnold. Some dis­ John A. Owen. $19.85 in ship's fund puted OT in deck department. Vote and $98 extra movie fund. Vote of thanks to the steward depar^ent of thanksintothe the department for for a job well done and to the crew for a job well done.steward Next port Seattle. getting in and out for every meal on TRANSONEIDA (Hudson Water­ time. Next port Da Nang,, Vietnam. ways), April 15—Chairman W. Till­ Observ^ one minute of silence in man; Secretary S. Rothschild; Steward memory of our departed brothers. Delegate James Johnson Jr. Every­ CHARLESTON (Sea-Land), April thing running smoothly. Next port 30—Chairman Antonio Kotsis; Sec­ Oakland^ retary R. Ramos; Educational Director LOS ANGELES (Sea-Land), April Joe N. Atchison. Everything running 1—Chairman Earl Brannon; S^retary smoothly. Vote tha^ to the ste­ Johnny Wesley Givehs; Educational Di­ ward department for a job well done. rector L. Rtq>p; ^gine Delegate Observed one minute of silence in Michael R. McKnight; Deck Delegate memory of our departed brothers. Stanley R. Rneg; Steward Delegate VENTURE (Sea-Land), April IS— John E. Browder. Some disputed OT Chairman C. Boyle; Secretary F. Carin deck department. A vote of thanks michael; Educational Director A. Anto the steward department for a job nell. No disputed OT. Vote of thanks well done and to the deck and engine extended to Frank McFaul for the departments. good job of showing motion pictures. COLUMBIA (United States Steel), STEEL MAKER (Isthmian Lines), April 1—Chairman E. W. Nicholson; S^retary M. S. Sospina; Educational April 28—Chairman J. Baracia; Sec­ Director J. R. Miller; Deck Delegate retary J. D. Reyes; Educational Direc­ James E. Rogers. Some disputed OT in tor B. Reginald; Deck Delegate A. deck department. Vote of thanks to Ferera; Engine Delegate M. Stawinski; the steward department for a job well Steward Delegate J. Robinson. Some disputed OT in deck department. Need done. PANAMA (Sea-Land), April 8— a new TV. AMERICAN RICE (American Chairman C. Perreira; Secretary Knowles; Educational Director V. Rice), April 15—Chairman George Gerner; Deck Delegate S. Huren; En­ Annis; Secretary C. M. Modellas; Edu­ gine Delegate G. Byoff; Steward Dele­ cational Director A. Mallet, Jr.; En­ gine Delegate Ray R. Young. Some gate E. Gibbs. Some disputed OT in deck and steward departments. Every­ disputed OT in engine department. thing running smoothly. Next port Everything running smoothly. Next Long Beach. port San Francisco. June 1973 WILLIAM T. STEELE (Texas City Tankers), April 15—Chairman Tommie R. ^nford; Secretary J. G. Lakwyk; Educational Director Walter L. Pritchett; Deck Delegate Joseph Zeloy; Engine Delegate John Paul Rasor; Steward Delegate Emmes A. Kirchharr. $13.15 in ship's fund. Every­ thing running smoothly. ALBANY (Ogden Marine), April 8 —Chairman Stanley J. Jandora; Sec­ retary Ken Hayes; Educational Direc­ tor V. Tarello; Steward Delegate Mar­ vin E. Howell. Some disputed OT in engine department. Read letter from headquarters regarding vacation mon­ ies; accepted as read. Next port San Francisco. BALTIMORE (Sea-Land), April 8 —Chairman L. McGlone; Secretary DiCarlo. Some disputed OT in engine and deck departments. Everything run­ ning smoothly. Stood for one minute of silence in memory of our departed brothers. MOBILE (Sea-Land), April 15Chairman A. Ahin; Secretary W. Sink; Educational Director E. Walker. $24 in ship's fund. No beefs. Vote of thanks to the steward department for a job well done. PORTLAND (Sea-Land), April 15 —Chairman J. Gonzales; Secretary J. Kundrat; Educational Director C. Bobbe. No disputed OT. Everything running smoothly. Next port Elizabeth. NEW YORKER (Sea-Land), April 8—Chairman E. D. Winslow; Secre­ tary Vincent Sanchez; Educational Di­ rector Oswald Gallop; Deck Delegate William S. Rudd; Engine Delegate William H. Price; Steward Delegate Miguel Llover. No disputed OT. Ev­ erything running smoothly. PENN RANGER (Penn Shipping), April 15 — Chairman M. Hammond; Secretary L. .Franklin; Steward Dele­ gate EmanueLLowe. Some disputed OT in deck department. Vote of thanks to the steward department for a job well done. NOONDAY (Waterman Steam­ ship), April 15—Chairman Joe Blanchard; Secretary Walter Lescovich; Deck Delegate Dewey Jordan; Engine Delegate Charles Smith; Steward Dele­ gate Neville Johnson. $60 in ship's fund. No disputed OT. A vote of thanks was given to the steward de­ partment for a job well done; also, to the crew for keeping the pantry clean in between meals and at night. CAROLINA (Hudson Waterways), April 8—Chairman A. J. Doty, Secre­ tary O. Payne; Educational Director Henry Duhadaway. $96.01 in ship's fund. Some disputed OT in deck, en­ gine and steward departments. Ob­ served one minute of silence in memory of our departed brothers. SEA-LAND COMMERCE (SeaLand), April 3—Chairman Gene Dakin; &cretary W. J. Moore; Educa­ tional Director Mauro Matonte; Deck Delegate Don Rood; Engine Delegate Thomas Maga; Steward Delegate Stonewall Jackson. Each crewmember to donate $1 to ship's fund. Locate and distribute radio and TV connections. Everything running smoothly. TRANSONTARIO (Hudson Water­ ways), April 8—Chairman F. A. Pehler; Secretary Caudill; Educational Director R. J. Sarvacht. Some disputed OT in deck and engine departments. Observed one minute of silence in memory of our departed brothers. ARIZPA (Sea-Land), April 8— Chairman R. W. Hodges; Secretary Caldas; Deck Delegate L. R. Curry; Ei^e Delegate R. E. Mealor. $17 in ship's fund. No beefs. Next port Bal­ timore. WARRIOR (Sea-Land), April 1— Chairman J. Gomez; Secretary E. B. Tart; Educational Director R. Ander­ sen. No disputed OT. No beefs. Every­ thing rutming smoothly. NATIONAL DEFENDER (Na­ tional Transport), April 1—Chairman M. Beeching; Secretary W. G. Hamil­ ton. Some disputed OT in engine de­ partment. Everything running smoothly. Houston Sfi/p's Committee Tie ship's committee gathers for a photo on board the Honstmi (SeaLamd) following a successfal voyage to Puerto Rico. From left are: Wong Kimg, steward delegate; Thomas Williams, secretary^eporter; Manuel Saniies, deck delegate; Cinck D'Amico, chairman, and Jimmie Papa* georgioa, educational director. Sea-Land Exchange Committee rr ..1 �jfinal departures Money Due Seafarers The following Seafarers have money due them for wages earned aboard Delta Steamship Lines vessels, and should immediately contact: I Leo English Port Purser Bienville Street Wharf Office New Orieans, La. 70150 Telephone (504) JA 2-3492 ! :i 'i i' f ; NAME AMOUNT Abraham, Paul R Adami, Marc J Adami, Maro J Adams, E. William Adkins, J. A Akin, Glenn Alfonso, Salvador Allen, George F Anderson, Gerald W $ 3.00 2.22 5.00 3.00 19.00 12.94 1.00 13.00 20.59 i f f j• i ,r •i i I Bailey, Q. P Baker, William H Balli, Raymond Balsly, Dennis G Barrett, Carl A Bean, Charles M Bean, Charles M Beattie, Samuel H Belcher, James B Bennett, Eddie P Berthiaume, Paul Bigner, Alien D Binemanis, Kurts K Blair, Kenneth Boone, Daniel Bourgot, Albert E Brackbill, Russell H. Brackbill, Russell H Brackbill, Russell H Brannon, Daniel L. Brannon, Daniel W Brewer, James H Briant, Louis P Broomheld, Louis M Buckley, John F. Jr Busby, Richard C Byrd, David C -v". ' u- • f/ fii: t •|: •re 4*1 .1 Callahan, Robert Cantere, Richard Carey, Riley D Carrasco, Rudy M Castillo, Jorge A Chemel, Henry S Chestnutt, Willie H Cichomski, Joseph Cichomski, Joseph Cichomski, Joseph A Clarkson, Thomas R Clayton, Terry E Clayton, Terry E Clyde, I^uis B Coleman, Adie Coles, Albert Coyle, Majid Cruz, Juan Cruz, Juan A. G I I s I ifci I 40.00 108.28 3.00 4.00 2.31 5.00 29.38 12.88 2.00 10.95 23.00 268.71 79.00 2.57 4.00 10.50 10.81 14.60 4.32 2.56 61.80 20.00 46.00 1.00 14.00 7.00 16.00 • 14.00 14.00 13.00 8.06 33.00 8.06 34.08 14.00 6.46 25.15 9.00 28.98 30.26 20.59 264.24 5.39 72.39 23.46 19.58 NAME AMOUNT Dale, Marion C. Jr .... Dale, Marion C. Jr. ....... Deale, Thomas C .!... . , DeBoer, Michael J Deboer, Jon A Dedomenicis, Francesco .. .. . . , Dedomenicis, Francesco .... Defranza. Roberto , .. Delaney, Ed .... Diana, Lorenzo N Dias, Luiz Dominges, Mannel P , .. , Domingos, Manuel F ., . , Domingos, Manuel P. Jr. ... . , , Dufore, Jimmie J . . .. Dunn, Beverly E .. .. Dunn, Michel J Dunn, Walter .... 45.73 10.36 11.85 32.00 20.89 162.67 11.85 29.00 172.34 3.00 16.33 4.00 47.00 40.00 5.10 Easter, Thomas L Esteve, Edward Esteve, Edward J Esteve, Edward J Evans, Roy B . .. 50.00 . . . . 15.44 .... 12.50 .... 11.85 ... 15.00 Fertitta, Salvatore Fields, Aaron C Fiesel, Joseph F Flores, Jose M. Fontenot, Leo Fowler, Philip A Frederiksen, Verner M Frederiksen, Verner M. ... 7.35 ... 8.00 ... 113.00 ... 2.00 . . 10.00 . . 4.00 ... 59.24 .. . 9.70 Gable, Henry J ... 26.00 Garcia, J 52.00 Gamer, Wayne, Jr. ..... ... 10.00 Garrity, Gerald L ; ... 29.00 Gates. John L ... 89.40 Gerber, Emile A,. 11 ....... ... 32,25 Ginter, Byron K ... 20.10 Gomez, Raymundo i.. ... 5.00 Gonzales, Peter ... 19.00 Goodwin, E. R 9.95 Goodwin, Earl R ... 3.00 Gordon, James .. 2.00 Gracey, Richard A ... 159.60 Guerrero, Gustavo P ... 98.00 Guerrero, Orlando ... 40.68 Hall, Thomas R ... 3.75 Hargesbeimer, Lonnie ... 26.00 Harvey, Lee J . . . 13.00 NO UNCLAIMED WAGES WILL BE PAID UNLESS SOCIAL SECURITY NUMBER IS FURNISHED WITH THE REQUEST. SIU Pensioner Arthur N. Thomp­ son, 66, passed away on Jan. 12. Born in Brooklyn, N.Y., he was a resident of Jersey City, N.J. at the time of his death. One of the original members of the SIU, he joined the union in 1938 in the Port of New York and sailed in the deck department. Brother Thompson was buried at sea on Feb. 10 after serv­ ices aboard the Sea-Land Galloway. SIU Pensioner Lawrence A. Tryon, 72, died of a heart attack on Jan. 12. A native of St. Regis Falls, N.Y., he was a resident of Raphine, Va. at the time of his death. Brother Tryon joined the SIU in 1948 in the Port of New Orleans and sailed as bosun. He was buried at Mt. Carmel Presbyterian Cemetery in Steeles Tavern, Va. SIU Pensioner Leonard Rhino, 79, passed away on April 9 at the USPHS hospital on Staten Island. A native of Georgia, he was a resident of the , Bronx, N.Y. at the time of his death. A charter member of the SIU, Brother Rhino joined in 1938 in the Port of Savannah and sailed in the steward de­ partment. He was buried at Mt. Holi­ ness Cemetery in Butler, N.J. Among his survivors is his grandson, Richard. Olave Rosenberg, 62, died suddenly on March 23. A native of Quincy, Mass., he was a resident of Houston, Tex. at the time of his death. Brother Rosenberg joined the SIU in 1951 in the Port of New Orleans and sailed in the deck department. He was a Navy veteran of World War II. He was buried at Brookside Cemetery in Hous­ ton. Andrew J. Ravettini, 39, passed away on Feb. 21 after a short illness. Born in Brooklyn, N.Y. he was a resi­ dent of Hollywood, Fla. at the time of his death. Brother Ravettini joined the SIU in 1958 in the Port of New York and sailed in the engine department. Among his survivors is his mother, Mary. Charles Muscarella, 62, passed away on April 13 at the USPHS hospital in Seattle, Wash. He was a resident of that city at the time of his death. Sea­ farer Muscarella joined the tmion in 1950 in the Port of New York and sailed in the deck department. He was buried at St. Joseph's Cemetery in Seattle. Among his survivors is his sister, Jeannie. SIU Pensioner Frank S. Stevens, 68, passed away on Feb. 5 after a short illness. He was a resident of Cassoday, Kan. at the time of his death. Brother Stevens joined the SIU in 1940 in the Port of New Orleans and sailed in the deck department. He was buried at Black Bayou Cemetery in Lake Charles, La. ^ SIU Pensioner Frederick Wilde, 76, died of pneumonia on Feb. 27. Born in Shady Side, Md., he resided in Bal­ timore, Md. when he died. He joined the SlU-affiliated IBU there in 1957 apd sailed in the engine department. Brother Wilde was buried at Meadowridge Memorial Park in Dorsey, Md. Among his survivors is his wife, Mary. i;i i; :• Logan P. Styron, 62, died of a heart attack on Feb. 24. He was a resident of Portsmouth, Va. at the time of his death. Brother Styron joined the IBU in 1961 in the Port of Norfolk and sailed for McAllister Bros. He was buried at Meadowbrook Memorial Gardens in Nansemond, Va. He is sur­ vived by his wife, Adelaide, his daughter, Sandra, and his son, Paul. Page 22 Thomas E. Yahlonsky, 59, passed away on May 16. A native of Penn­ sylvania, he was a resident of Balti­ more, Md. at the time of his death. He joined the union there in 1958 and sailed in the deck department. Among his survivors is his wife, Nell. SIU Pensioner Ellis M. Watts, 72, passed away on May 16. Born in Bar­ ton, Fla., he was a resident of Lake Panasoffkee, Fla. at the time of his death. He joined the SIU in 1940 in the Port of New York and sailed in the steward department. Among his sur­ vivors is his wife, Lucille. Willie Walker, 55, passed way on April 26 at the USPHS hospital in New Orleans. He was a resident of that city at the time of his death. He joined the union there in 1941 and sailed in the steward department. He was buried at Providence Memorial Park in New Orleans. Among his sur­ vivors are his brother, Edward, and his wife, Mabel. SIU Pensioner Alejandro Valenzuela, 79, passed away on March 1. A native of Santiago, Chile, he was a resident of San Francisco, Calif, at the time of his death. He joined the SIU in 1945 in the Port of Mobile and sailed in the steward department. He was buried at St. Vincent's Cemetery in Vallejo, Calif. SIU Pensioner Clyde Mndd, 67, passed away on Feb. 26 after a short illness. Bom in Cameron, La., he re­ sided in Groves, Tex. at the time of his death. He joined the IBU in 1963 in Port Arthur, Tex. and sailed for the Sabine Towing Co. Brother Mudd was buried at Oak Bluff Cemetery in Port Neches, Tex. Among his sur­ vivors is his wife, Ima. SIU Pensioner Edward C. Yeamans, 73, passed away on March 13 at the USPHS hospital in Galveston. He was a resident of that city at the time of his death. He joined the union there in 1951 and sailed in the steward department. He was a Navy veteran of World War II. Brother Yeamans was buried at Grace Memorial Park in Alto Soma, Tex. Among his survivors is his wife, BHlie. SIU Pensioner Martin L. Yager, 61, passed away on March 18. He was a resident of Glen Burnie, Md. at the time of his death. Brother Yager joined the SIU in 1951 in the Port of Baltimore and sailed in the engine de­ partment. He was buried at Rest Haven Cemetery in Shenandoah, Md. He is survived by his sisters, Ruth and Flora, and his brother, Charles. SIU Pensioner Salvador Santos, 65, passed away after a long illness on Feb. 28. A native of the Philippine Islands, he resided in Seattle, Wash, at the time of his death. Seafarer San­ tos joined the SIU in 1953 in the Port of Houston and sailed in the steward department. He was an Army veteran of World War II. He was buried at Calvary Cemetery in Seattle. Among his survivors is his wife, Gloria. SIU Pensioner Walter Sanderson, 63, passed away on Jan. 15 at the USPHS hospital in Baltimore. He had been a resident of that city for many years. He joined the SIU there in 1940 and sailed in the engine department. Brother Sanderson served in the Ma­ rine Corps for three years from 1925 to 1928. He was buried at Parkwood Cemetery in Parkville, Md. Among his survivors is his wife, Margaret. Seafarers Log �read Coast Seamen's Journal was for many years tM official publication of the Intematidndl S^dmen $ luhion (ISU) led by Andrew Furuseth. Although the pages of this journal We toda^^fellow with age, f$hey now provide lasting proof of labor's historic struggles—•especially those of maritime labor. The page reprinted below is from a May, 1903 issue of the Journal and tells of the battle for a "true union for seamen". I 1 VOL. XVI. NO. 34. SAN FRANCISCO, WEDNESDAY, MAY 20, 1903. WHOLE NO. 814. ATLANTIC CARRIERS AND SEAMEN. Trade-Unions and MaKe-Believe Unions. Hopeless Attempt to Forestall the Organization of Labor. T HE announcement, noted in a recent issue, that certain shipowners on the Atlantic Coast are^engaged in organizing a "non-union union" of sea­ men is important, if true. For one thing, it indicates that the shipowners have come to recognize the union - •—that is to say, they have come to recognize the prin­ ciple of unionism. That the particular union which the Atlantic Carriers' Association recognizes is the "seamen's union of their own," not the union of the seamen's own, is really immaterial. Recognition of the Atlantic Coast Seamen's Union will come later. Evo­ lution is a slow process, particularly so when the material out of which a given thing is to he evolved is hard, narrow and dense. Let us be patient with the material composing the Atlantic Carriers' Association. The progress made hy the shipowners is not so had, considering the distance they have traveled. Starting out with the idea—an idea, hy the way, that was justified hy the laws and usages of centuries—that the seaman was by nature intended to serve and obey his master without question and without demur, that the term "sailor's rights," if it meant anything at aU, meant merely the right to he protected hy the shipowner ac­ cording to the conception and convenience of the latter —starting out from tliese premises, it is not to he wondered at that the shipowner has not yet fuUy recog­ nized the seaman's right to own himself and to unite with his fellows in a union of their own. Indeed, it is rather to the shipowners' credit that they have reached the point of recognizing the advantages of a union of any kind. We hope that the shipowner will give us a little credit for this compliment. Surely we are en­ titled to that much, even if it be but a little compli­ ment, after aU. If the seaman was the shipowner's slave, hy Nature's law designed, why was an independent wish e'er planted in his mind? That is the question that the shipowners have been asking themselves for these many years. The answer came not, however. And so, because they could not understand the motives of their employes, the shipowners concluded that the idea of organization among the seamen was all wrong. From their own point of view the opposition of the ship­ owners to the seamen's unions was quite consistent. The shipowners determined to put the seamen right in the matter; they would uproot from the seaman's mind the foolish, not to say sacrilegious, notion of trade-unionism. In the pursuit of this purpose there was no dallying with trade-unionism. That institution was recognized, June 1973 but only as an evil which must be destroyed, lock, stock and barrel. The spirit that animated the Cru­ saders in the attempt to hoist the cross in place of the crescent was mildness itself compared to the zeal with which the shipowners undertook the mission of rescu­ ing the seaman from the dominion of the "walking delegate" and establishing him once more upon the basis of "independence." It was to he war to the death, and war to the death it was. It killed the hope of killing unionism among seamen. It would be quite natural to surmise that, having admired the remains and counted their scars the ship­ owners should have come down to business and made the best of the situation. But that would be reckoning witliout knowledge of the peculiar mental processes of the persons involved. The shipowners had been forced to recognize the seamen's unions as a fact; but instead of accepting the situation gracefully and seek­ ing a business arrangement with tlie unions, they de­ cided upon a strategic course. Since they could not take the unions in front they would tackle them in the rear; they would organize a "seamen's union of their own." Happy thought! Since it was evident that the seamen were bent upon having a union, what was the matter with making one, one that would look nice and yet be harmless, and giving it to the seamen to play with? Napoleonic ruse! We regret that we cannot credit the Atlantic Car­ riers' Association with originality in the present in­ stance. The plan now undertaken by that body has already been done to death by shipowners in other localities, as for instance, by the British Shipping Federation, of unlamented memory. Even our own Shipowners' Association of the Pacific Coast has had a try at the device. The latter body, however, has long since abandoned the idea that the seamen can be fooled with a make-believe union, and has recognized^ the Sailors' Union of the Pacific. The Shipowners' Association of the Pacific Coast is now peacefully pursuing its own business and thanking its stars that at last it has learned its lesson, the lesson that unionism among seamen has "come to stay," whether recognized or unrecognized by the shipowners. It may surprise the observer of men and things that the members of the Atlantic Carriers' Association should persist in the attempt to organize a "seamen's union of their own," in the face of all ordinary reason and the experience of their business confreres. But, consider the mental make-up of those gentlemen. please. Consider the mental make-up of Ho-ti, the Chinese swineherd, and his neighbors, who, having discovered roast pig through the accidental burning of a house, proceeded to burn all the houses in town in order to indulge themselves in toothsome crackling. It seems that an unkind Providence has denied to the Atlantic Carriers all power of intuition. They can't see that their way of fighting the seamen's unions is bound to end as all similar methods have ended in the past, in failure. If the Atlantic Carriers' Association takes any note at all of the experiences of other ship­ owners' organizations, it is to follow their mistakes. The Shipowners' Association of the Pacific Coast has learned that one needn't bum a house in order to roast a pig, to follow Lamb's simile. The Atlantic Carriers' Association, however, has determined to bum down its old shebang and take its chances. The union proposed by the shipowners for the bene­ fit of the seamen is similar in principle and in detail to the "non-union unions" proposed by employers in other lines for the benefit of their own downtrodden employes. According to the prospectuses, these or­ ganizations will combine all the good features of the trade-unions, without any of their bad ones—that is, without the payment of initiation fees or dues and without involving submission to the dreaded "labor agitator." The non-union unionist will be assured of steady employment, while it lasts, and of "good" wages, as long as the employer can afford to pay them. Under this ideal plan of organization there will he no restrictions upon the output, no limiting the op­ portunities of the American boy to leam a trade, no tieing down the industrious and skilled workman to the level of his ignorant and dissolute fellow-crafts­ man. Labor will he paid exactly what it is worth, the best workman according to the employer's standard of "good" wages, and the poorest workman according to his own standard of necessity. Of course, the chief recommendation, the magnum opus, of the non-union union is the "independence" which it promises its members. What would not the American workingman of right mind sacrifice for the glorious privilege of being independent? Why, that one feature alone is worth the price of admission! To be sure, the non-union unionist wiU be expected to render something in return for these advantages. He will be expected to see to it that his union is "run right." But even that burden need not rest heavily upon the independent workingman, since, should he ever be in doubt as to the right course in any given case, all the assistance needed he can get from his boss. The non-union union of seamen or of other crafts looks plausible. Yet it has its weak points. And chief of these is the element of disunion, i.e., the fact that it can not he run right unless it is run in the interest primarily of the non-unionist's master. Page 23 } ) t' �SEAFARERS ' 1. OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION* ATLANTIC.GULF. LAKES AND INLAND WATERS DISTRICT •AFL-CIO ,q, : I '• ' L vl P'-) -i Ji't •••"-••'• fi;i i • • P'l ; ' LOG � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource June 1973 Description An account of the resource Headlines: HOUSE BILL BANS PHS CLOSING, GOES TO CONFERENCE 108 CONGRESSMEN BACK U.S. SHIPS TO CARRY OIL LAUNCH SIU-CONTRACTED DELTA NORTE IN NEW ORLEANS SEAFARERS 5% BOOST IN PAY BEGINS JUNE 16 BLACKWELL ANSWERS CRITIC OF U.S. MERCHANT MARINE FALCON PRINCESS EARNS A 'WELL DONE' REPLIES TO 'RUNAWAY-FLAG' SUPPORTERS, DEFENDS OIL BILL CUTOFF OF U.S. OVERSEAS TAX BREAKS PROPOSED BY SIU NAMED TO LA. ATHLETIC BOARD SIU MANNING OF 13 MSC TANKERS A 'MILESTONE' REP. CAREY PREDICTS TOW INDUSTRY GROWTH SEA-LAND FINANCE LAUNCHED MORE SL-7S UNDER CONSTRUCTION SIU GULF PORTS BREAK CARGO RECORDS $348,000 FOR SEALIFT SHIPS SIU FIGHT FOR USPHS HAS LONG HISTORY SEAFARERS GRAD UPGRADES FROM FOC'SLE TO CHIEF ENGINEER PAPERWEIGHT MESSAGE SEA-LAND'S WARRIOR OFFLOADS IN OPEN SEA SHIPS COLLIDE AND BURN IN VERRAZANO NARROWS 'LUCKY' SMUGGLER STONES TEXT OF SIU CONSTITUTION NATIONAL MARITIME DAY HONORED ACROSS NATION 'FULL SUPPORT NEEDED' A MAJOR BATTLE NATIONAL MARITIME COUNCIL SIU'S BOSUN'S RECERTIFICATION PROGRAM BEGINS SIU CREW 'RESCUES PARAMEDICS IN RAGING STORM U.S. SHIPS GET FAVORABLE TREATMENT IN TRADE PACT COAST SEAMEN'S JOURNAL Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 6/1/1973 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXV, No. 6 1973 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/f553db5b0deb793f3accfac1b44f727e.PDF ee095accf6de513fe6e9f2325861486c PDF Text Text Ij/ •L-y.':' i«''- rf :•• ^-55:6 ^ (See Center Fold) Official organ of the 8EAFAEE1I8 INTERKATKINAL UNION • Atlantic, Golf, Lakcc and Inland I'I IMttrict-AFL SEAFARERS ^ - 1' • • -'- •• '* kk " Vo-y-j" - ' -I Four $10,000(See SIPage U3) Scholarships .-lii "/ �s A SpecigjMessage to Congress Nixon Asks Trans-Alaskan Pipeline Consfrucflon In a special message to Congress, President Nixon has proposed a new national energy policy designed to ease the growing shortage of fuels and power sources across the United States. One important phase of the program of special interest to Seafarers is the request that action be taken imme­ diately to remove restrictions which have prevented construction of the trans-Alaska oil pipeline. In his message the President de­ clared: "Our interest in rapidly increas­ ing our supply of oil is best served by an Alaskan pipeline. It could be com­ pleted much more quickly than a Cana­ dian pipeline; its entire capacity would be used to carry domestically owned oil to American markets where it is needed; and construction of an Alaskan pipe­ line would create a significant num­ ber of American jobs both in Alaska and in the maritime industry." Also of interest to Seafarers, the President called for enlargement of deep-water port capacity to handle the bigger supertankers which will carry energy supplies to the United States. He pointed out that the development of ports "has usually been a responsibil­ ity of State and local governments and the private sector." However, he noted that States cannot issue licenses beyond the three-mile limit and he proposed legislation to permit the Interior Depart­ ment to issue such licenses contingent upon environmental impact evaluation. The President also announced that he was ending the 14-year old mandatory quotas on imports of oil in favor of a system of license fees that eventually will apply to all imports of oil and gaso­ line. He further urged Congress to do the following: • End federal regulation of wellhead prices of natural gas. • Give the oil industry tax credits for exploration outlays. Mr. Nixon de­ scribed this as an extension to the oil and gas industry of the same tax credits given to other industries for investment. While speaking strongly on the en­ vironmental values involved in the pro­ duction of energy supplies, the President The foUowing statement released by the Executive Cooncfl of the AFL-CIO during its recent meeting in Washington, D.C. deals with the energy crisis and is of major importance to Sea­ farers since it reflects upon the role the U.S. Merchant Marine can have in combating this present crisis. Energy Crisis The current energy crisis Is a matter of grave concern to the AFXrCIO Executive Council and to the millions of American workers who are mem­ bers of our affiliated unions and their families. This crisis threatens to affect the quality of life of every American. Therefore, the AFL-CIO Executive Council recommends to Congress that it immediately review national policy with regard to the foreign operations of the oil industry. Every effort must he made to encourage the development of domestic oil reserves to diminish, insofar as possible, our growing politi­ cally and economicaUy dangerous dependency on foreign nations for this vital source of energy. Specificaffy, we recommend the following Congressional action: 1. To encourage the development of U. S. domestic petroleum resources and refineries. Congress should enact legislation which would: a) repeal the present 22% depletion allowance from taxable income on oil extracted from foreign sources and h) eliminate the credit from U. S. taxes for taxes paid to foreign governments on income from foreign operations of U. S. oil companies. 2. The performance of the oil industry in meeting its obligation to supply the energy needs of the American people at reasonable and competitive price levels should be reviewed by Congress to determine whether or not the oil industry is not in fact a public utility and therefore subject to interstate regulation by the federal government, as are other public utilities. 3. At the present time, there are no U.S.-ffag tankers regularly engaged in carrying imported oil from foreign sources to the United States. To end America's dual dependency on foreign sources and foreign transportation for U. S. oil and oil products. Congress must legislate a guarantee that a fair share of all imported petroleum cargoes be carried in U. S.-ffag ships. Such legislation would guarantee the development of an American tanker capability that would he in the best interests of the mitional security, the economy, and a more favorable balance of payments position, and would result in the generation of thousands of jobs in the construction and opera­ tion of such a fleet. j^y ^973 put strongest emphasis on the national need to produce more supplies from domestic sources. In this regard, he urged the States to entourage the use of coal, the nation's most abundant fuel, and he annoimced that the Interior Department would in­ crease the sale of offshore leases for exploration. In addition, the President called for more exploration for domestic gas and oil sources, the upgrading of refinery production, construction of more nu­ clear energy power plants, and the es­ tablishment of new government offices to coordinate all of the programs. Concluding, the President declared: "The challenge facing us represents one of the great opportunities of our time — an opportunity to create an even stronger domestic economy, a cleaner environment, and a better life for all our people. . . . The need for action is urgent." Shipping Sets Mark Deep sea and inland shipping of all merchandise in the United States set a record in 1972. Total tonnage of water transported goods last year was 1.614 billion tons. This, the U.S. Army Corps of Engineers estimated was 6.7 percent over the 1971 total of 1.512 billion tons, and an in­ crease above the previous record total of 1.532 billion tons in 1970. A preliminary breakdown showed 983 million tons of domestic cargoes, a rise of 3.8 percent from 1971, and 631 million tons of foreign trade or 11.5 percent more than was carried in 1971. Breaking it down further, on a tonmile yardstick, waterbome pommerce in 1972 was 328.9 billion ton-miles compared to 315 billion ton-miles in 1971. • ;'ar.-;'.-s=X'SW»airoj<w the PRESIDEHT'S REPORT: National Maritime Day This month there will be celebrations in various ports throughout the nation for National Maritime Day, that special day set aside by the President of the United States to recognize and honor the Merchant Marine. Paul Hall The day, May 22 this year, should serve as a reminder to each of us that the Merchant Marine has one of the great traditions of this country. The nation's first settlers were seafar­ ing people. The nation's first industry was ocean-going commerce. And the first navy that we sent to sea was the merchant fleet manned by citizen sailors during the Revolutionary War. Those early days were tough for sea­ farers. While at sea, the seafarer was virtually a slave to the ship's captain, subject to flogging, chains or starvation for even minor offenses. Ashore, the seaman was at the mercy of the "crimps," job brokers who controlled employment and took most of a sea­ man's pay for his services. It took a long time to break those shackles. They were broken by organ­ izing, by working together, to make a •'m better life for all seafarers. The job was done by fighting for economic justice on the job and for decent working con­ ditions by a combination of militant economic action and by winning legisla­ tion which ended the slavery of the sea. In their valiant struggle to win eco­ nomic freedom and civil liberty. Sea­ farers played a role in our nation's development, especially during its mo­ ments of trial and conflict. History recalls the role of the mer­ chant seaman during the War of 1812 when American seafarers were im­ pressed by the British to serve on British naval ships. Merchant seamen were deeply in­ volved during World War I when the citizen-manned merchant ships carried men and material through enemy-in­ fested waters to help win "the war to, end all wars." Even before this nation entered World War II—seven months before Pearl Harbor—SlU members lost their lives when the Robin Moore was shelled and sunk by a German submarine in the South Atlantic. Seafarers—civilian sailors—then be­ came a legendary part of the total war effort. Many can recall the Fourth of July convoy to Murmansk during which 22 out of 33 cargo vessels were sunk; or the beachhead runs to North Africa, Normandy, Guadalcanal; the dozens of vessels sunk within sight of the East Coast and in the Mississippi Delta. All in all, the Merchant Marine lost more than 6,000 men during World War II. More than 1,500 of them were members of this union. During the Korean conflict and the more recent war in Indo-China, the Merchant Marine again responded to the nation's needs to carry necessary materials into the war zones. So, on May 22—^National Maritime Day—the men who go to sea for a liv­ ing will be memorialized. We will re­ member these men and their way of life. But the best tribute we could give to them would be to continue to preserve the way of life of the professional seaman. That is one of the major goals in the struggle to strengthen and revitalize the U.S. Merchant Marine and win dignity on the job. J Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, New York 11232. Published monthly. Second Class postage paid at Brooklyn, N. Y. Vol. XXXV, No. 5. May 1973. Page 2 I / Seafarers Log r �Four Students Receive $10,000 SlU Scholarships "The sea affords opportunities, im­ measurable both in scope'and magni­ tude, that will allow me to actively par­ ticipate in the betterment of the world." —John M. Gallagher, Jr., 17. "I believe that the preparations a per­ son makes in life, even from childhood, are instrumental in determining the productiveness of his life as a mature adult."—Frederick A. Pehler, Jr., 18. Both these statements illustrate the intelligence, concern and calibre of the four young men who this year became recipients of the annual SIU scholar­ ships. Each of the four will receive $10,000 grants, payable over a period of four years, to pursue their chosen field of study at any accredited college in the U.S. or its territories. This year's winners are: John M. Gallagher, Jr., 17, of Phil­ adelphia, Pa.; son of Seafarer and Mrs. John M. Gallagher. Vassillos (Billy) Livanos, 17, of Brooklyn, N.Y.; son of Seafarer and Mrs. John Livanos. John K. Paulson, 18, of Clifton, N.J.; son of Seafarer Uvno Paulson. Frederick A. Pehler, Jr., 18, of Mo­ bile, Ala.; son of Seafarer and Mrs. Frederick A. Pehler. TTiese four winners bring to 102 the number of recipients who have been awarded SIU scholarships since the Program began in 1953. Of that num­ ber, 26 were Seafarers and 76 were the children or dependents of Seafarers. No Seafarers applied this year. Two alternates were also chosen, and will receive scholarships in the event one or more of the winners arc not able to accept the scholarships. They are: Geoige Kondylas, 17, of Baltimore, Md.; son of Seafarer and Mrs. Nicholas Kondylas. Pamela Parker, 17, of Mobile, Ala.; daughter of Seafarer and Mrs. Clyde D. V. Parker. As in the past, this year's winners were chosen by an impartial board of six educators on the basis of their scho­ lastic ability, their character and their qualities of leadership. Scholastic ability is determined by the applicant's high school grades as well as marks received on either the College^ Entrance Examination Board test or the American College Test. Character and qualities of leadership are based on the applicant's extracur­ ricular activities and letters of recom­ mendation. John-M. Gallagher, Jr. John M. Gallagher, Jr. will graduate from Cardinal Dougherty High School A4afe, Masfer Course Begins at Piney Point A new course for mates and mas­ ters of uninspected vessels is sched­ uled to begin June 4 at the SIU-IBU Upgrading Center in Piney Point. The six-week course will cover thoroughly all material needed to successfully complete the Coast Guard examinations. All operators of uninspected vessels who are inter­ ested in securing their Mates or Mas­ ters license are urged to apply now. Write to: Robert Kalmus, Voca­ tional Director, Harry Lundeberg School, Piney Point, Md. 20674. Fuller details on the curriculum and other aspects of this important course will be carried in the next is­ sue of the LOG. May 1973 Vassillos (Billy) Livanos, one of this year's four SIU scholarship winners, thanks Seafarers at the May membership meeting at headquarters for making his $10,000 award possible. To the right, Billy's relatives and two of the other winners and their families look on. next month and has already been ac­ Port of New York. He has been sailing Finland. He joined the union in 194i cepted to Philadelphia's Drexel Univer­ in the Port of New York and served since 1930. sity where he will study biology. picket duty during the 1965 District John K. Paulson Gallagher, as he pointed out in the 37 Beef. John K. Paulson will graduate next statement quoted above, is very inter­ Frederick A. Pehler, Jr. month from Clifton Senior High School ested in the sea. Frederick A. Pehler, Jr. will be grad­ in Clifton, N.J. Planning to study phys­ "The study of the oceans and seas, uating this month from Davidson High ics, Paulson will begin his college ca­ particularly the life found in the sea has School in Mobile, Ala. This fall he will reer this September at Carnegie-Mellon always fascinated me and I do feel that most probably attend Louisiana State University in Pittsburgh, Pa. it is within this area of study that I will University in Baton Rouge where he In explaining his career goal, Paulson attain fulfillment." plans to study chemical engineering. writes, "For the past four years I have Gallagher plans to study marine biol­ been taking a college prep course em­ ogy and hopes to transfer to a Florida The principal of Davidson High phasizing mathematics and science. I university ^er studying at Drexel for writes, "Fred ranks fourth in his senior have chosen this course of study be­ two years. class of 450 students. He has also cause I excel in subjects requiring crea­ An honor student for four years, selected to take the most challenging tive thought tempered by logic and also Gallagher was written up in "Who's courses in the curriculum." He adds because it will best prepare me for my Who Among American Students" in that Pehler is "... a young man of in­ life's work: the search for solutions to 1971-72 and 1972-73. He also received tegrity and fine character." vexing problems in either theoretical an Academic Proficiency Certificate in Young Pehler's father. Seafarer physics or mathematics." biology during his sophomore year in Frederick A. Pehler, 46, sails in the Paulson is well suited to pursue this high school. deck department. He joined the union goal. He won the Mathematics and in 1947 in the Port of Norfolk and Part of the credit for young Gal­ Science Award in 1972 from Rensse­ serves as ship's chairman while sailing. lagher's interest in the sea must go to laer Polytechnic in Troy, N.Y. Further­ Brother Pehler was born in Washing­ his father. Seafarer John M. Gallagher, more, a high school physics teacher ton, Iowa. whose work influenced his son's career writes, "John is an exceptional student. "The SIU Scholarship Program is rec­ choice. Gallagher, 49, sails in the deck record is superb." His academic ognized as one of the best "no strings department. He joined the union in Paulson's father. Seafarer Uvno attached" programs in the country. Al­ 1942 in the Port of New York and Paulson, is a member of the deck de­ ways realizing the importance of educa­ served picket duty in 1962 during the partment and is an applicant in the Bo­ tion, the SIU was the first maritime Moore-McCormack Robin Line Beef. sun Recertification Program. Sixty-one union to institute a scholarship pro­ Brother Gallagher was born in Penn­ years old. Brother Paulson was born in gram. sylvania. Vassilios (Billy) Livanos Presently attending Fort Hamilton High School in Brooklyn, N.Y., Vas­ silios (Billy) Livanos wiU graduate next month. In September he will begin studying mechanical engineering at Ste­ vens Institute of Technology in HoboRansome I. Simmons, the son of ken, N.J. Alabama born Seafarer William Sim­ "I have chosen the engineering field mons, received an SIU scholarship because of my interest in math and award four years ago and has made the science," writes young Livanos. most of it. His academic grades have earned He is graduating this month from the him the right to be in the National Hon­ Pre-Med School of the University of or Society and his extra-curricular ac­ Mississippi in Oxford, Miss, with an tivities include basketball and chess. He impressive 3.6 grade index, and the is also a member of the Philosophy Club school's top academic honors. and is treasurer of the Greek Orthodox The 21-year old scholar will now at­ Youth of America in his church parish. tend the University of Mississippi Grad­ A math teacher at Fort Hamilton uate Medical School in Jackson, Miss, High remarked, "Bill is the type of stu­ aspiring to both an MD degree and a dent of whom every teacher dreams. He PhD in biochemistry. is a friendly, pleasant person, with a Each year the grateful young man Ransome Simmons strong interest and concern for his edu­ has written letters to the union outlin­ (700 ships) of the war. cation." ing his progress in school. A youth director in Livanos' parish In addition to his son Ransome, the His father, who sails as both ablewrote, "First and foremost he has love 58-year old Seafarer has two older seaman and bosun, joined the SIU and respect of his fellow members and sons, James, 34. and William, Jr., 32, nearly 33 years ago, several months is a leader amongst them." and a daughter, Geraldine, 37 prior to the outbreak of World War II. Billy Livanos' father. Seafarer John Seafarer Simmons has been a resi­ He took an active role in the Nor­ Livanos, sails in the deck department. dent of Ellisvillc, Miss, for many years, mandy Invasion aboard the troop car­ Born in Greece 60 years ago. Brother and he plans to retire upon the comple­ rier Francis A. Walker, and in 1943 was Livanos joined the SIU in 1947 in the tion of his son's medical studies. a part of the largest west-bound convoy Previous Scholarship Winner Graduates With Top Honors Page 3 �Save PH5 Fight Goes On SlU Urges House Committee Support To Halt the Closing of 8 Hospitals The fight to save the Public Health Service Hospitals continues in the Con­ gress. The SIU tdd the House Merchant Marine and Fisheries Committee that Congress must turn back the latest at­ tempt to close the hospitals and provide support and financing to build the sys­ tem again "into a viable and quality health care system." As it has in the past, the Department of Health, Education and Welfare has submitted to Congress a plan to termi­ nate in-patient service at six of the eight remaining PHS hospitals effective July 1,1973. HEW also plans to close down in-patient service at the remaining two hospitals in Staten Island, N.Y., and Norfolk, Va., "at some future date." The SIU told the House committee that "U.S. merchant seamen must con­ tinue to have a special system of medi­ cal care in order to maintain their ability to serve the peculiar needs of a peace­ time merchant marine and to keep U.S. seamen in readiness should an emer­ gency arise." The union pointed out that Congress passed a law last year requiring 90 days notice of any action to close or transfer a PHS hospital along with specific in­ formation concerning cost and quality of alternate health care for PHS bene­ ficiaries. The SIU statement declared that the latest HEW proposal does not meet AFL-CIO Backs Oil Transport Bill; Seeks End to Foreign Tax Credits The AFL-CIO is urging Congress to legislate a guarantee that a fair share of all imported petroleum cargoes be car­ ried in U.S.-flagships. The Federation position was set forth in an Executive Council policy state­ ment during the council's spring meet­ ing May 8-9 in Washington, D.C. The statement said that "such legis­ lation would guarantee the development of an American tanker capability that would be in the best interests of na­ tional security, the economy, and a more favorable b^ance of payments posi­ tion, and would result in the generation of thousands of jobs in the construction ,and operation of such a fieet." Meanwhile, legislation has been in­ troduced in Congress to require that a portion of all petroleum and petroleum ' products imported into the United States be carried on American-flagships. At press time, five bills to this effect, involving 50 co-sponsors, had been put into the legislative hopper of the House of Representatives. Introduction of the legislation repre­ sents the opening of 'round two' in the fight to reserve a portion of oil in ports for American ships. Similar legislation was narrowly defeated in the Senate last year. The AFL-CIO policy statement also recommended the following Congres­ sional action: • To encourage development of do­ mestic resources and refineries, the Council called for legislation to repeal the 22 percent depletion allowance now given for oil extracted from foreign sources. The Council said Congress also should eliminate tax credit for taxes paid to foreign governments on income from foreign operations of U.S. oil companies. • The Council said that Congress should review the performance of the oil industry in meeting "its obligation to supply the energy needs of the Ameri­ can people at reasonable and competi­ tive price levels" with an eye to deter­ mining whether or not the oil industry should be subject to interstate regula­ tion by the government as are other public utilities. During the two-day meeting the AFLCIO Council took action on a number of major issues, including the following: Alaska Pipeline. The Council urged Congress to pass legislation to allow the immediate construction of the transAlaska oil pipeline tapping reserves of petroleum on Alaska's North Slope. The statement said that "jobs for Page 4 American workers would be generated not only in building the pipeline and related plant construction, but also in maintaining it and in manning the trans­ shipment facility at Valdez. Approxi­ mately 33 new U.S.-flag tankers would be needed to carry the oil, thus stimulat­ ing employment in U.S. shipyards and for U.S. shipboard workers." Farm Workers. The AFL-CIO Coun­ cil voted unanimously to give $1.6 mil­ lion to Cesar Chavez' United Farm Workers in its battle against the Team­ sters to represent thousands of Cali­ fornia grape pickers. Social Programs. The Council issued a statement condemning the Adminis­ tration's "callous attempt to turn the clock back on social programs in Amer­ ica." The statement urged Congress to "take up the fight for the people" by reaflfirming programs aimed at the na­ tion's "most pressing domestic issues." Wages, prices and profits. Noting that there are effective controls on wages but not on prices, profits or in­ terest rates, the Council promised that the labor movement has "no further al­ ternative but to seek equity at the col­ lective bargaining table." Boycotts. The Council called for con­ tinued support of union boycotts against Shell oil products, Farah clothing prod­ ucts, products made by the Mono Man­ ufacturing Co. and the Square D. Co. The Council also issued statements on the need for new health programs, on the national economy, trade and in­ creasing food prices. these requirements and contains "glar­ ing shortcomings." The statement cited these deficiencies: • Guidelines for contracting of pri­ vate hospitals fail to mention the pri­ mary need of "priority" care for seamen beneficiaries of the PHS. • The HEW plan concentrates only on those cities with PHS clinics and hospitals. It does not specify if contract hospital facilities will be provided to serve beneficiaries employed on the in­ land waterways and Great Lakes. • The plan provides only cursory details on other health care needs of seafarers. • The cost estimate is unrealistic "and presents Congress with a false pic­ ture of the cost of caring for PHS bene­ ficiaries in private hospitals." The SIU expressed grave concern over the future of the PHS hospitals even if Congress turns down the HEW proposal. HEW has used the weapons of "attrition and neglect" to destroy the hospitals, the statement declared, and today they are "understaffed, sorely neglected physically, and under con­ stant pressure ... to reduce their work­ load and phase out their research projects." The union then urged Congress "to send this latest Administration plan for PHS hospitals back to the Administra­ tion. Then the Congress must move to provide the PHS hospitals with the sup­ port and financing they must have if they are to be once again built into a viable and quality health care system, to serve not only merchant seamen but all Americans." The SIU later supplied the Commit­ tee with a "legal brief" explaining how the HEW plan "runs afoul of the stated Congressional intent to preserve and revitalize the PHS hospital system .. ." That brief asks Congress to reject the HEW proposal and lurges that the PHS system be retained. Hearings into the HEW proposal continued at press time. * Bosun Recert'ification Program: Applications Committee Elected A special meeting of 42 SIU Bosuns, held immediately after the May head­ quarters membership meeting, elected a three-man committee, whose job it was to review the applications which had been sent in by bosuns desiring to attend the SIU Bosuns Recertification Pro­ gram, which begins on June 1, 1973. The three SIU bosuns elected to the selection committee were Eugene Flowers, F-119, William O'Brien, 0-66, and Teddy Nielsen, N-248. Bosun Flowers was selected as chairman. These three SIU bosuns qualified six applicants as first choice and six as al­ ternates. These men were selected from a list of applicants totalling some 151 members. Wires have been sent advis­ ing them of their selection and request­ ing them to report for the first class. The total number of bosuns who were qualified to submit applications for the program was 394. In addition to the interest shown in this program to date, more applications are being re­ ceived daily. In accordance with action taken by the Seafarers Appeals Board, commenc­ ing August 1, 1973, all recertified bosuns will be given preferential ship­ ping without regard to port. In addition, the trustees of the Seafarers Vacation Plan have voted to give all recertified bosuns an increase of $50 per quarter, or a total of an extra $200 per year, on their vacation earnings. A complete history of the Bosuns Recertifiaition Program is in the special supplement to this issue of the LOG. See centerfold. SIU Vice President Earl Shepard, right, introduces three-man committee elected after May membership meeting at headquarters to review ap­ plications for the Bosuns Recertification Program. The three men were elected by their feilow bosuns. From left are: W. O'Brien; E. Flowers, and V. Nielsen. SIU Representative George McCartney, fourth from left, takes down the miqutes of the special meeting. Seafarers Log �Push on in Congress Griffiths-Kennedy Bill Receives SlU Backing The SIU and its affiliates, along with 40 other international unions of the AFL-CIO is strongly supporting the Griffiths-Kennedy Health Security bill (H.R. 22 and S. 3) currently pending in the U.S. Congress. The AFL-CIO Executive Council, as well as the AFL-CIO in convention have also endorsed the bill. A Health Security Action Coalition has been formed to organize and assist affiliated AFL-CIO unions in each state as well as interested groups who want the bill passed. AFL-CIO President George Meany stated, "If we are to be successful in passing this legislation, effective sup­ port groups must be formed in every state involving not only labor but other organizations concerned with consumer issues." The SIU has always vigorously sup­ ported a national health care policy. The bill is being opposed by the well financed forces made up of medical as­ sociations, insurance companies, hospi­ tals and other vested interests. Expanded health care programs are greatly needed today, especially in light of the ever increasing medical costs, pointed out AFL-CIO Secretary-Treas­ urer Lane Kirkland. He said that in the last four years the following increases have occurred in medical costs: • Total health care expenditures have risen nearly 40 percent from $60 billion a year to more than $83 billion. • The per capita expenditure has jumped 35 percent from $292 to $394 a year. • The nation is spending nearly one percent more of its gross national prod­ uct a year, an increase from 6.7 percent to 7.6 percent a year. Kirkland added, "keep in mind these runaway health costs occurred partly during a period when wage-price con­ trols were in effect. In fact, controls were in effect during all but 45 days of the entire 1972 fiscal year. Yet, during that period, overall health care expenditures rose 10.3 percent, hospi­ tal expenditures jumped 10.6 percent and expenditures for physicians serv­ ices increased 7.3 percent." HEW IsVague on the Transfer Of PHS Patients in Closings The Department of Health, Educa­ ary fee to private hospitals to obtain tion and Welfare has yet to make an care for PHS beneficiaries. At a mini­ agreement with any local hospital for mum, he said, this care would cost $169 the care of Public Health Service bene­ a day but the cost could rise above this ficiaries in the event the PHS hospitals estimate. are closed down. He further admitted that HEW may That fact was revealed during a three- not be able to obtain priority care for hour meeting at HEW headquarters. PHS beneficiaries in many communities The meeting was conducted by Dr. and that it will not be provided for in Robert E. Streicher, Assistant Surgeon the master contract which HEW must General and director of the Federal draw up to contract with local hospitals. American merchant seamen now re­ Health Programs Service. Representatives of PHS beneficiaries, ceive priority care at PHS facilities as including the SIU and other maritime a condition of employment in the U.S. unions, maritime management and some shipping industry. The question was raised of what beneficiaries attended the meeting. Streicher made a brief opening state­ would happen if Congress stops HEW ment in which he pointed out that plans from continuing its phase-out program were going forward to close the hospi­ and ordered continued operation of the tals and transfer service to other hospi­ PHS hospitals. Dr. Streicher said this tals. SIU representatives at the meeting would leave the system very weakened and that it would have to "get by" with vigorously protested these plans. However, during a question and an­ what it had. He did not indicate that HEW had swer period, he declared that HEW has not yet contracted for care of benefici­ made any provision to continue hospi­ aries with any local hospital. In fact, tal operation. he said that HEW has not yet drawn up a master contract that will govern S-L McLean Breaks the treatment of PHS beneficiaries in Trans-Atlantic Record community facilities. It became clear during the meeting Records are made to be broken, but that HEW has no firm idea of where it may be quite a while before anyone PHS beneficiaries will be cared for, or will top the achievement of the SIUunder what conditions, should its plan manned containership Sea-Uind Mc­ to close the hospitals be approved by Lean. the Congress. Earlier this month, the sleek new Streicher also admitted that HEW 946-foot SL-7, on only her 14th west­ will have to pay the usual and custom- bound voyage from Bishop Rock, Eng­ land to Ambrose Light in the Port of New York, shattered the existing trans­ atlantic speed record for cargo liners. Steaming at an average 32.71 knots, she covered the 3,045-mile distance in an incredible three days, 21 hours and five minutes, slashing 16 hours and three minutes off the old record set eight months ago by her sistership, the SeaLand Galloway. Three more SL-7's will soon be en­ tering the Japan-West Coast run, and are expected to slice transpacific sailing time in half. s I u mmLmm By B. Rocker Cargo Preference Last year, the cargo preference bill for oil, which was sometimes referred to as the "50-50 oil import bill," won the backing of 33 senators. Eight more votes were needed to pass it. New legislation was recently introduced in the House of Representatives that would guarantee that U.S.-flag ships, when available, will carry a mini­ mum of 20% of U.S. oil imports of petroleum and petroleum products. By 1977, the percentage provided in the bill would rise to 30%. We have met with members of Congress and their staffs to point out some of the problems of dependence on foreign supply and foreign flag transpor­ tation of oil, especially now when demands for oil are increasing. We now import six million barrels per day—33% of our total consumption. By 1980, it is estimated the figure will be 10 to 12 million barrels per day, 50% of our consumption. A cargo preference bill could create some new jobs for Seafarers right away. With the guarantee of cargo, new ships would be built, increasing em­ ployment opportunities for Seafarers, shipyard workers and workers in re­ lated industries. Alaska Pipeline Senator Henry M. Jackson's Trans-Alaska Pipeline right-of-way bill has been reported out of the Committee on Interior and Insular Affairs. The right-of-way for the building of a pipeline is now restricted to 25 feet on each side, too small to accommodate the proposed 48-inch pipeline. The Jackson bill, S.1081, would give the Secretary of the Interior authority to grant such rights-of-way and would establish environmental standards for the lines. Passage of S.1081 would remove one obstacle from the completion of the proposed pipeline to carry oil from the North Slope to the Port of Valdez, where it would be picked up by tankers, for transport to the continental United States. U.S. Public Health Service Hospitals SIU representatives testified this month before the House Merchant Marine and Fisheries Committee in opposition to closing the hospitals. Union representatives also attended a meeting with administrators of the Department of Health, Education and Welfare, to discuss the closings. PHS hospitals are under the jurisdiction of HEW, which has notified Con­ gress of the intent to close six of the remaining eight hospitals in July. Public Law 92-585 states that such notice must include information regard­ ing the care to be substituted for PHS care. But HEW has not complied with this stipulation, and Congressional leaders, backed by the SIU and other groups, are waging a strong fight on this issue as a means of keeping the hospitals open. At the request of the House Merchant Marine & Fisheries Committee, we have supplied additional information about problems which may result and the disadvantages of relying on other facilities in the community. We are insisting that Seafarers continue to receive the kind of medical care provided by the Congress. In some areas beds are not available, because of overcrowding, and a seaman seeking medical care may already have had to delay medical care until he reached port. Cost for care will be higher. We are maintaining a continuing battle, in concert with the Congress and other maritime organizations, to keep the hospitals from being closed. ecurity nity ' •. : Seafarers are ut^ed to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. ' ;r. r; ,; May 1973 Pages �Towboaf Upgrading—Deck Able-Seaman—12 months—^any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/40-20/20, and have normal color vision). 3. Have 12 months seatime as an Ordinary Seaman or 4. Be a graduate of HLS and have 8 months seatime as Ordinary Seaman. 1. 2. Able-Seaman—unlimited—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/40-20/20, and have normal color vision). 3. Have 36 months seatime as an Ordinary Seaman. 3. 4. Operator (Those currently employed as operators or pilots.) Must have at least one year service as operator of towing vessel within the 36 months preceding date of application. A letter from the company verifying the above plus indicating: The name of the vessel, it's official number, length and gross tonnage as well as the routes operated and geographical area. Pass eye examination and have normal color vision. Have merchant marine documents or have available an original birth certificate and a social security card. Taukennan 1. Must pass physical examination. 2. Must have a letter from the company on company letterhead stating your capability and performance while employed. Quartermaster 1. Hold endorsement as Able-Seaman—unlimited—any waters. Engine GEO High School Program FOWT—(who has only a wiper endorsement) Eligibility requirements for the program are as follows: 1. One year's seatime. 2. Initiation fees must be paid in full. 3. All outstanding obligations, such as dues and loans, must be paid in full. 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/50-20/30, and have normal color vision.) 2. Have 6 months seatime as wiper or be a graduate of HLS and have 3 months sea­ time as wiper. * Do not mail your discharges to the Upgrading Center—bring them with you. * Be sure physical Is Included If required. * Rooms and meals will be provided by Harry Lundeberg School. Each upgrader Is responsible for his own transportation to and from Piney Point. No reimbursement will be made for this transportation. FOWT—(who holds an engine rating; such as Electrician) 1. No requirements. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, or Boilermaker—(who holds only a wiper endorsement) Return completed application to the attention of: 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/50-20/30, and have normal color vision.) 2. Have 6 months seatime in engine department as wiper. Mr. Robert Kalmus Director of Vocational Education Harry Lundeberg School PIney Ft, Md. 20674 Electrician, Refirlgeratlon, Pumpman, Deck Engineer, Junior Engineer, Machinist, or Boilermaker—(who holds an engine rating such as FOWT) 1. No requirements. QMED—any rating 1. Must have or successfully pass examinations for FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, and Deck Engine Mechanic. 2. Must show evidence of seatime of at least 6 months in any one or combination of the following ratings: FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, or Deck Engine Mechanic. .S#»fiinrftv ' • Ji'1 LIfehoatman 1. Must have 90 days seatime in any department. Steward 1. ASSISTANT COOK TRAINING PROGRAM REQUIREMENTS: A. 12 months seatime, in any Steward Department Entry Rating. B. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimum of 3 months seatime. 2. COOK AND BAKER TRAINING PROGRAM REQUIREMENTS; A. 12 months seatime as Third Cook or; B., 24 months seatime in Steward Department, 6 months of which must have been as Third Cook or Assistant Cook or; C. 6 months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. 3. CHIEF COOK'S TRAINING PROGRAM REQUIREMENTS; A. 12 months seatime as Cook and Baker or; B. Three years seatime in Steward Department, 6 months of which must be as Third Cook or Assistant Cook and 6 months as Cook and Baker or; C. 6 months seatime as Third Cook or Assistant Cook and 6 months seatime as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook and Second Cook and Baker's Training Course or; • D. 12 months seatime as Third Cook or Assistant Cook and 6 months seatime as Cook and Baker and are holders of a "Certificate" of completion from the Cook and Baker Training Program. 4. CHIEF STEWARD TRAINING PROGRAM REQUIREMENTS; A. 3 years seatime in ratings above that of Third Cook or; B. 6 months seatime as Third Cook or Assistant Cook, 6 months as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Cook and Baker and Chief Cook Training Courses at the Lundeberg School or; C. 12 months seatime as Third Cook or Assistant Cook, 6 months seatime as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training programs. D. 12 months seatime as Third Cook or Assistant Cook, 12 months seatime as Cook, and Baker and 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. Page 6 j« • Cook & Baker D CSlicf OoOlC . „ U..J River—Operator ... _ O Inland Waterway—Operator / . ^ f^rua^ratnt* (Not more ;^ • Ocean—Operator Where? rour GED Pre-Test Kit? Home Address? j Where riiall we send your , • ' -'. _ ^ ^ I j ' 1 I Ship? (Give full address): I Dates available to start class 1 HLS Graduate: Yes Q No • Lifeboat endorsement YeaQ NOQ| I Record of Seatime (Show only amount needed to upgrade in rating checked above •ii or attach letter of service, whichever is applicable. ) I RAmNG HELD DATEOF SHIPMENT DATEOF ' DISCHARGE Seafarers Log �'Vocational Training' Celestial Navigation Added to Upgrading Program A unique new course in celestial navigation has been added to the ex­ panding training programs at the SlUIBU Upgrading Center in Piney Point. The new course, which has been initially designed to enable Licensed Towbpat Operators to qualify for an endorsement to operate vessels more than 200 miles off-shore, will combine both classroom instruction and practi­ cal training. The course outline will concentrate on four areas: • Determining latitude by meridian altitude of the sun • Determining latitude by observa­ tion of Polaris • Plotting a line of position by the altitude of the sun • Computing compass error by the azimuth of the sun. During the two-week program, stu­ dents will have practical training on the use of the sextant and will gain ex­ perience using charts to plot courses. In addition, there will be classroom lec­ tures using study materials prepared by the HLS vocational staff and a variety of visual study aids. The practical training will include taking sun sights by day and star sights at night on the Potomac River and the Chesapeake Bay using a sextant, and in taking azimuths using both gyro and magnetic compasses aboard the boats of the Lundeberg School fleet. This new course in celestial naviga­ tion is being taught by John Luykx, who retired recently as a Lt. Com­ mander after 22 years service with the U.S. Navy. During his career, Cdr. Luykx's primary duties were in actual navigation aboard ship. His last two sea-going assignments were as naviga­ tor aboard the USS El Dorado and the USS Northhampton. Lundeberg School Celestial Navigation Instructor John Luykx demonstrates the technique of taking a noon sun-sight to Vocational Director Bob Kalmus. Classes in celestial navigation for off-shore towboat operator licenses begin this month in Piney Point. Seafarer Ashley Earns OMED, High School Diploma U "I remember attending the SIU Edu­ cation Conference in Piney Point in 1970, and I remember then that we talked about the importance of educa­ tion. Now I understand what we were talking about. Now it's all very real to me." That's how Seafarer John Ashley, who sails out of the Port of Houston, expressed it this month after the 42year veteran SIU member completed training at the SlU-lBU Upgrading Center in Piney Point to get a QMED"Any Rating" endorsement—and also achieved his high school diploma through the Lundeberg School's aca­ demic program. In achieving his educational goals, Seafarer Ashley became the 52nd SIU member to acquire bis QMED endorse­ ment since the Lundeberg Upgrading Center opened hist June, and be is the lltb Seafarer to achieve a bi^ school diploma. (Since June 1972, SIU and IBU members have received more than 600 endorsements at the Upgrading Center.) Seafarer Ashley left school after completing tire 9th grade at Yorkville Junior High in New York because he had to go to work to help support his family. But he always wanted to con­ tinue his education. "What we are doing here at the school is something that the maritime industry should have been doing long ago," he said, "but it took the foresight and leadership of the SIU to get this program going." Seafarer Ashley is convinced that training and upgrading are essential in today's modem and growing Americanflag merchant fleet. He said: ''All of the training programs are right there in Piney Point, and all of us should take advantage of them to up­ grade. If we don't, the new technology in the industry is going to pass us by. Education is the key for all of us." Seafarer Ashley also has other am­ bitions. While he has been on the beach, he has been studying electronics, and wants to get college credits toward a degree in electronics. "To do this," he explained, "I had to have a high school diploma, and when I learned that the program at Piney Point was available, I jumped at the chance." It took Ashley just seven weeks to complete his studies at the Lundeberg School, and he passed his Maryland State GED examinations with flying colors. "It's easy, even for someone like my­ self who has been away from school a long time, when you find teachers are really interested in helping you," he said, "and that's what you have at Piney Point. They do everything they can to help you pass your tests." And, Seafarer Ashley—^like other SIU and IBU members who have come to the school—has found something else that he thinks is valuable to him. "At the school in Piney Point, I was in class with some of the young guys who are just starting out," he said, "and I learned to communicate with them, and they began to better understand us older guys. I guess we all learned that no matter what your age is, if you have an open mind you can communicate and you can learn." UPGRADING CLASS SCHEDULE The following is a listing of upgrading courses provided for Seafarers and IBU members at the SIU-IBU upgrading center at Piney Point, Maryland. In the following ratings, classes are scheduled on a two week basis with the next class set for May 31, 1973. Lifeboat Boilennaker Macbinist Tankennan Deck Mecbanic River Operator QMED Inland Waterway Operator Oceans (not more tban 200 miles) Operator Oceans Operator Assistant Cook Cook & Baker CbiefCook Steward Classes in the following ratings are scheduled on a four week basis. For the first two ratings below, the next regularly scheduled class begins June 14, 1973. For the last two ratings the next regularly scheduled class begins May 31, 1973. Able-Seaman Quartermaster FWT OUer Classes in the following ratings are scheduled every six weeks. Reefer Electrician Junior Engineer Pumpman Deck Engineer MISS STEVENSON Seafarer John Ashley discusses his test scores with Margaret Stevenson, Lundeberg academic education director, after learning that he had passed his examinations and achieved high school diploma. The classes for the ratings Junior Engineer, Pumpman, Deck Engineer, are next scheduled for May 31, 1973. The next class for Electricians is scheduled for June 14, 1973. For the Reefer rating, the next class is scheduled for June 28, 1973. Page 7 May 1973 'V.' t' V, • • »•.-ft-. • •* r- .,-V , , •. ^ �'Fifth Coast' New SlU Frontier The Ocean Is Coming To Tulsa, Okla. The tiny town of Catoosa, Okla., only a few miles northeast of Tulsa and a barren spot in the boondocks to boot, has now joined numerous inland hamlets in the ranks of major seaports. Once upon a time, the nearby Verdi­ gris River was no more than an over­ sized creek barely able to float a canoe. Today, where once a thirsty cowpoke was lucky if he found water for himself and Old Paint, colossal earthinovers have carved out a canal in the dry soil —a waterway which added the final link to one of the most ambitious pub­ lic works projects in the history of the U.S. The last few months of 1970 marked the end of 20 years of painstaking, back breaking work, at a cost of $1.2 billion: Twice the cost of the St. Lawrence Seaway and four times the cost of the Panama Canal. For the first time in history, the 436 miles between Catoosa, Muskogee, Okla., and the mouth of the Arkansas River at Fort Smith is completely nav­ igable. In days gone by, ocean going vessels could come only as far as Baton Rouge, La., but now deep sea cargoes can continue afloat almost to the northem Kansas border. Not only is this prairie village connected directly to the Gulf of Mexico's port of New Orleans, but also to other river and lake port cities of America. At the end of January 1971, this fantastic dream became a reality when bulk cargo floated on the Verdigris as a 1,020 hp towboat pushed a 650-ton bargeload of newsprint up to the 720foot Catoosa pier. This history making act linked the Arkansas River with 25,000 miles of navigable inland and coastal waterways that transport al­ most 10 percent of the nation's freight between the Gulf and the Great Lakes. In Arkansas, a billion board feet of lumber a year is cut, and in this new, formerly landlocked basin is to be found the largest supply of oil, gas and coal in the U. S. Sixty-five different commercially producible resources are found there. Thirty of these are on the federal government's list of 38 crit­ ical minerals, which heretofore, had to be imported. With the low cost of water transportation—about 0.3 cents a ton per mile—the huge economic advan­ tages this waterway offers are easily apparent. More than 160,000 Americans in­ cluding many SIU members earn their living from the barge industry—half of them on the water and half of them in supporting shoreside jobs. An esti- President Hails Vital Merchant Marine Role MaritimeDay Set for May22 President Richard M. Nixon has proclaimed May 22 as National Maritime Day to commemorate the vital role of the American Merchant Marine in war and peace. In his annual proclamation, the President urged all ships "sailing under the American flag" to observe "dress ship" customs and asked Americans to honor their merchant marine by showing Old Glory at their homes on this day. The President said he felt the revitalized merchant marine, which for the past 12 years has been the lifeline for our Armed Forces and allies in Southeast Asia, would now also serve in peacetime as our international trade lifeline to other nations. The first National Maritime Day was marked by Congress in 1933_in com­ memoration of the first transatlantic steamship voyage of the USS Savannah to Liverpool, England in 1819. Following is the text of the President's proclamation. mated 18,600 barges service hun­ dreds of ports in 38 of the 50 states with navigable waters. The Arkansas River, the third long­ est in the U.S., is 1,450 miles long. The dream recently realized goes back to 1832 when the U. S. Congress ap­ proved $4,300 to remove snags from the river's bottom. The river was shal­ low and meandered, but it flooded on schedule. However, in the spring of 1943 vast areas of the best farm lands in Arkansas and Oklahoma were ruined when the river went on the worst flood rampage in its history. Im­ mediately, the U.S. Corps of Engineers began a flood control project. In 1947 Congress okayed the first major funds for the project. The stream was harnessed, caged and reshaped. It was literally paved with pilings of stone and concrete. Oxbow and horseshoe bends were straightened out by digging new channels, increasing the river's flow and speeding its ability to carry off flood waters. A nine foot channel was dredged deep enough for most barges with a width of 150 feet on the Verdigris River—300 feet elsewhere. The first part of the canal up as far as Pine Bluff and Little Rock, Ark., was dedicated and officially opened in 1968. A few weeks later, the first com­ mercial shipment left Pine Bluff bound for Japan. It was a barge filled with 100,000 bushels of soybeans—one barge with the equivalent load of 50 railroad cars—the first waterways ship­ ment of Arkansas products in modem times destined fur a foreign country. At the outbreak of the Civil War in 1861, Mark Twain said that travel on the rivers was coming to a close. Then came the towboat era which grew by leaps and bounds to become one of the most impressive and profitable means of transportation. iVhaf They're Saying NATIONAL MARITIME DAY, 1973 BY THE PRESIDENT OF THE UNITED STATES OF AMERICA A PROCLAMATION Page 8 PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS 675 4(h Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich.. 800 N. Second Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. BaKimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO. N.Y... .290 Franklin St. 14202 SIU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, ILL.. .9383 S. Ewing Ave. 60617 SIU (312) SA 1-0733 mU (312) ES 5-9570 CLEVELAND, Ohio. 1420 W. 25th St. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI 3-4741 DULUTH, Minn. ; . . .2014 3V. 3d St. 55806 (218) RA 2-4110 FRANKFORT. Mich P.O. Box 287, 415 Main St. 49635 (616) EL 7-2441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE.FIa. . 2608 Pearl St. 32233 (904) EL 3-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. . 1 South Lawrence St. 366oi2 (205) HE 2-1754 NEW ORLEANS, i.a. 630 Jackson Ave. 70130 (504) 529-7546 NORFOi.K, Va 115 3d St. 23510 (703) 622-1892 PADUCAH, Ky. . 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa..2604 S. 4th St. 19148 (215) DE 6-3818 PORT ARTHUR, Tex. 534 Ninth Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1321 Mission St. 94103 (415) 626-6793 SANTURCE, P.R. .1313 Fernandez, Juncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash. .. .2505 First Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla 312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 THE WHITE HOUSE The first transatlantic voyage by a steamship was made by an American vessel, the "Savannah," on May 22, 1819, from its namesake port in Georgia to Liverpool, England. To commemorate that event, the Congress, by a joint resolution approved four decades ago, designated May 22 of each year as National Maritime Day, and requested the President to issue a proclamation annually calling for its observance. In welcome contrast to those of the past 12 years. National Maritime Day, 1973, finds this Nation at peace. Our merchant marine, which so effectively served as the logistic lifeline to our Armed Forces and allies in Southeast Asia, can now concentrate its full attention on the movement of cargoes which link the United States and its trading partners in peaceful enterprise. International trade is an important and constructive force in forging concord between nations, and we have assigned high priorities to the im­ provement and expansion of our trade relations with the rest of the world. I am confident that the American merchant marine, which is being re­ structured and revitalized under the Merchant Marine Act of 1970, will contribute in large measure to the success of these endeavors. NOW, THEREFORE, I, RICHARD NIXON, President of the United States of America, do hereby urge the people of the United States to honor our American merchant marine on May 22, 1973 by displaying the flag of the United States at their homes and other suitable places, and I request that all ships sailing under the American flag observe "dress ship" pro­ cedures on that day. IN WITNESS WHEREOF, I have hereunto set my hand this 11 th day of April, in the year of our Lord 1973, and of the Independence of the United States of America the 197th. /a/ Richard Nixon SIU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers WILMINGTON, Calif. .. .510 N. Broad St. Wilmington, Calif. 90744 (213) 549-4000 R. De Virgilio For the past few years I have had a bit of skepticism and doubt regarding our program at Piney Point. I guess this came from not knowing the true pur­ pose of the school, and the end produet in some of the graduated future Sea­ farers. To me, this school with all its exten­ sive and diversified endeavor for the education of the young future Seafarers and the upgrading of our oldtimers in the most pleasant and beautiful sur­ roundings fills me with a pride of our progressive leadership and memories of a time when our conditions of today were not even in the realm of dreams. We've come a long way. YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nlhon Ohdori Naka-Ku 231-91 2014971 Ext. 281 Seafarers Log • • • i...... • ^ . da .^ ^ -v.. y . • s,- �Know Your RigMs JLAkg3'^Dijr--|f^ ^NEW QHL ANS DISPATCHERS REPORT Ariantie, Gulf & inland Waters District APRIL 1-30, 1973 Port Boston New York ... Philadelphia . Baltimore ... Norfolk Jacksonville . Tampa Mobile New Orleans . Houston .... Wilmington . . San Francisco Seattle Totals DECK DEPARTMENT TOTAL REGISTERED TOTAL SHIPPED All Groups Class A Class B All Groups Class A Class B Class C 0 1 1 65 16 1 0 5 8 0 13 11 0 15 7 19 0 18 0 2 1 9 29 1 46 14 1 69 35 0 0 17 17 0 67 27 24 2 23 187 5 372 7 78 12 38 23 14 7 33 55 71 22 81 30 471 2 11 9 7 3 18 3 6 11 29 20 29 16 164 i y i 3 54 10 27 12 15 2 24 39 58 9 68 13 334 1 32 6 16 4 14 1 9 20 34 15 38 18 208 0 51 8 21 11 10 0 28 33 56 11 43 17 289 2 35 5 14 7 20 0 20 28 25 17 47 14 234 1 71 3 5 6 10 0 15 5 12 10 9 4 151 STEWARD DEPARTMENT 0 3 2 16 104 124 0 13 9 0 29 13 30 1 23 1 19 8 0 4 1 1 32 4 1 62 10 0 40 48 0 13 13 0 55 23 0 27 10 20 431 470 Port Boston New York Philadelphia . Baltimore Norfolk Jacksonville .. Tampa Mobile New Orleans .. Houston ..... Wilmington .., San Francisco . Seattle Totals 3 65 6 21 13 11 3 23 27 36 7 31 17 263 2 101 6 4 6 10 1 3 7 9 7 17 8 181 0 70 1 3 11 13 1 20 25 27 2 30 17 220 Christine Covacevich, bom Dec. 9, 1972, to Seafarer and Mrs. Ed­ ward R. Covacevich, Baltimore, Md. Emest Gingles III, born Oct. 15, 1971, to Seafarer and Mrs. Ernest F. Gingles, Jr., Temple, Tex. Carrie Denise Farragut, bora Nov. 26, 1972, to Seafarer and Mrs. John D. Farragut, Mobile, Ala. Lisa Rhodes, born Jan. 2,1973, to Seafarer and Mrs. Lindsey L. Rhodes, Chesapeake, Va. Larry Scott Jr., born May 20, 1972, to Seafarer and Mrs. Larry N. Scott, Memphis, Tenn. May 1973 All Groups Class A Class B 11 1 19 147 25 10 50 19 32 8 20 37 4 1 59 5 109 22 68 51 38 25 106 28 35 26 235 721 ENGINE DEPARTMENT 5 1 7 93 50 9 7 48 53 1 8 1 17 15 17 1 3 13 6 1 35 94 42 1 0 50 71 0 13 18 90 1 44 0 15 19 523 313 14 Port Boston New York ... Philadelphia . Baltimore ... Norfolk Jacksonville . Tampa Mobile New Orleans . Houston Wilmington .. San Francisco Seattle Totals REGISTERED ON BEACH Steven Chamberlain, bora July 21, 1972, to Seafarer and Mrs. Charles C. Chamberlain, Jr., Somerdale, N. J. Corinne Hobnan, bora Nov. 6, 1972, to Seafarer and Mrs. James M. Holman, Lakewood, Ohio. Lisa Reid, born Dec. 31, 1972, to Seafarer and Mrs. Harry L. Reid, Metairie, La. Amy Jennings, bora Dec. 7, 1972, to Seafarer and Mrs. Melvin R. Jennings, Nederland, Tex. George Carlton, bora Dec. 19, 1972, to Seafarer and Mrs. George R. Carlton, Jr., Wilmington, N. C. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accord­ ance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275-20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent EDITORIAL POl ICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested ifi an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should imme­ diately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against be­ cause of race, creed, color, national or geographic origin. If any member feels that he is denied the equ^ rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic inter­ ests of Seafarer seamen, the preservation and furthering of the ' American Merchant Marine with improved employment op­ portunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All con­ tributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitu­ tional right of access to Union records or information, he should immediately notify SIU President Paul Hall at head­ quarters by certified mail, return receipt requested. Page 9 �At Lundeberg Center: AT SEA 28 Towboat Operators Achieve CG Licenses SS New Yorker The New Yorker (Sea-Land) late last year initiated regular service to the United l^tates Naval base at Guantanamo Bay, Cuba. She left the Port of Norfolk on Oct. 2,1972 and since then has been making regular nine day trips to the base. She travels at 16 knots and is capable of carrying 66 35-foot containers. The ship is especially adept at handling wheeled vehicles (roll-on roll-off) as well as break-bulk cargo. One of the largest naval bases in the world, Guantanamo is manned by 10,000 men, and located at the extreme southeastern tip of Cuba approxi­ mately 1300 miles south of New York City and 600 miles southeast of Miami, Fla. 55 Arizpa Chief Cook G. M. Williams died Apr. 20 on board the Arizpa (Sea-Land) and the crew took up a collection for his family. The men with whom he worked in the galley wrote, "We of the steward department will miss our departed brother, G. M. Williams, chief cook." 55 Calmar The ashes of Third Mate John Joseph Ferreira (formerly SIU) were buried at sea from the Calmar (Calmar Steamship) on Mar. 11. Ferreira was 45years old when he died on Jan. 24. He was cremated in Baltimore, Md. on Jan. 26. A former SIU member. Brother Ferreira had been sailing as third mate for eight years when he passed away. Services on board the Calmar were conducted by Captain William Musi while the ship was enroute from Baltimore, Md. to Long Beach, Calif, via the Panama Canal. All 28 towboat operators from the East and Gulf Coasts who prepared for their Coast Guard licenses at the SIUIBU Upgrading Center in Piney Point have passed their examinations and re­ ceived Coast Guard licenses. Among the licenses achieved were those for In­ land Waterways, Oceans Not More than 200-Miles Offshore, and Western Rivers. The Towboat Operators upgrading program was launched at the Lunde­ berg School in March to prepare quali­ fied operators for licenses under the re­ cently-formulated Coast Guard regula­ tions requiring licenses for all operators of uninspected towboats and tugboats. Qualified operators have until Sept. 1, 1973, to obtain their licenses under a special "grandfather clause" which gives special recognition to their actual experience. After Sept. 1, the examina­ tions will be more inclusive and will re­ quire a longer and more detailed ex­ amination. All IBU towboat operators who have not yet obtained their licenses are urged to apply to the Upgrading Center as early as possible to prepare for their tests. A highly successful training program has been prepared by the Lundeberg School in Piney Point and was launched in March after the program was re­ viewed by IBU representatives and management officials representing the leading towing and barge line compa­ nies on the inland waterways, the East Coast and the Gulf. The two-week training courses will be held at the Upgrading Center throughout the summer with the last class beginning August 23. Qualified operators are advised to make plans for attending the training program as early as possible to insure that they will have their licenses by the Sept. 1 deadline. Applicants will be accepted on a firstcome, first-served basis, and classes will be limited in size. An application form for the training program is available on page 6 of this issue of the LOG. Again, all qualified towboat opera­ tors are urged to make application to the school as early as possible. 100 Percent Success ll 55 Newark A collection was taken on board the Newark (Sea-Land) to buy a TV for a fellow Seafarer who had been injured and was hospitalized in Anchorage, Ak. SS Delta Mar The Delta Mar (Delta Line), whose interior is being completed at Avondale Shipyards in New Orleans will be delivered to the company on June 29 after sea trials. The new ship, the first built under the Merchant Marine Act of 1970, is also the first of three similar combination LASH/container ships now being built at the shipyard for Delta. Launching of the Delta Mar took place Jan. 27. She will make the run from the Gulf of Mexico and Caribbean ports to the east coast of South America and will provide more jobs for Seafarers. Her sister ships, the Delta Norte and Delta Sud will also make the same run after their delivery which is expected at 90 day intervals following delivery of the Delta Mar. vii (• Recent graduates of the Lundeberg Schoors Towboat Operators program proudly display their new licenses after completing training at the SlU-IBU Upgrading Center. All of these IBU members work for Steuart Transportation In Piney Point, and all received $50 Savings Bonds from the company for their achievements. From left are Gerald Tyler, Roland Mason, Charles Bonnlwell, Steuart Vice President Jack Buchanan, Orvllle Pruitt, Steuart Personnel Director George Goodman, Melvin Charnock and KIrby Tlllett. To date, 28 towboat operators from the East and Gulf Coast areas have achieved licenses through the school's program—a 100 percent success record. Veteran Crew Praises HLS Grads Three young grads of the Harry Lundeberg School of Seamanship have earned high praise from a veteran SIU crew for their excellent performance of duties aboard the merchantman Sacra­ mento (Ogden Marine). The three, Bernard Bixenman, 20, of Chicago Heights, 111., Richard Ball, 21, of Ridge, Md., and Philip Todd, 19, of North Tarrytown, N.Y. became close friends at the Lundeberg School and de­ cided to stay together on their first voy­ age as Seafarers after their graduation last March. Just returning from Puerto Rico is the ship's committee on board the Transoregon (Hudson Waterways). From left are: A. Aragones, secretary'reporter; G. Greaux, deck delegate; J. Hubbard, engine delegate, and L. Gardier, steward delegate. Page 10 They shipped out from the hall at Piney Point, joining the steward depart­ ment of the Sacramento in the Port of Houston. SIU Bosun Ruel Lawrence, speaking for the entire ship's complement, said the Piney Pointers have adapted very well to the life at sea, and "are all doing a fine job for the steward department." Seafarers Bixenman and Todd are planning to ship in the deck department after gaining sufficient seatime, and are now learning line splicing, knot tieing, steering and navigation during their spare time. Brother Ball wishes to ship in the en­ gine department and spends much of his free time observing veteran Seafarers at their jobs in the engine room. The grateful young seamen expressed their sincere thanks to the fine instruc­ tors at Piney Point, and to the SIU for giving them "a start in life." The Sacramento is now in port un­ loading her cargo at Haifa, Israel. Seafarers Log �HSO-SIU- MEMBERSHIP SERVICES Kobe, Japan Brother Thomas Bonner is expected to be in the Kaesei Hospital in Kobe, Japan for a couple of months and asks that his friends visit him v.'hen their ships stop in the port. Seafarer Bonner was injured while working aloft on board the Falcon Princess on Mar. 23. New Orleans, La. Lindsey J. Williams, SlU vice president, was recently re-elected as presi­ dent of the Greater New Orleans AFL-CIO (Central Body) and the Maritime Council of Greater New Orleans and Vicinity. C. J. "Buck" Stephens, New Orleans port agent was re-elected as secretary-treasurer of both groups. Williams and Stephens were also re-elected as president and secretarytreasurer, respectively, of the AFL-CIO's Conunittee on Political Education here. Brooklyn, N.Y. The SIU manned Steel Artisan (Isthmian) left her Brooklyn dock on May 9 with a cargo of 4,000 pounds of medical supplies for distribution to hos­ pitals and other medical facilities in Vietnam. The vessel's first stop will be Saigon, the point from which the supplies will then be sent throughout Vietnam. Boston, Mass. Brother Morris O'Keefe, who was severely burned in an explosion on board the Bradford Island (Steuart Tankers) in October of last year, is doing well at Peter Brent Brigham Hospital in Boston, Mass. Eighty-five percent of Seafarer O'Keefe's body had been burned when an explosion occurred in the pumproom on board the ship. IBU Patrolman Tom Lynch (right) explains new towboat operators training program offered by the union's Lundeberg Upgrading Center in Piney Point, Md. to IBU members Bob Culkin and son Bill. The father and son team sails for Notre Dame Fleeting and Harbor Service in St. Louis and will obtain their towboat operators' licenses by the September 1 deadline set by the U.S. Coast Guard. IBU Meetings Provide Forum As part of its continuing educational programs, designed to keep IBU mem­ bers constantly abreast of all of the im­ portant issues affecting their union and their industry, the SlU-affiliated Inland Boatmen's Union has now scheduled monthly informational meetings in the ports of St. Louis and Paducah. These meetings, held on the second Tuesday after the first Sunday of each month in Paducah, and on the second Monday after the first Sunday in St. Louis, also provide an open forum for discussion—where every member can hit the deck on any issue affecting union business. IBU National Director Paul Drozak emphasized that these informational meetings offer a regular opportunity for the exchange of ideas through closer communication between the IBU mem­ ber and his union. St. Louis will hold its next meeting on Monday, June 11 at 4:30 p.m., and Paducah has scheduled its next meeting for Tuesday, June 12, also at 4:30 p.m. IBU member Dave Womack hits the deck during informational and educational meeting in St. Louis. Brother Womack commented on the IBU's new deck hand training program, and noted that he wished he had been given the same opportunity when he first started sailing river boats. May 1973 Elizabeth, N.J. To handle the increased volume of freight in the Gulf-North Europe service, Sea-Land's two SL-18 class containerships—^the Sea-Land Venture and SeaLand Economy— have been converted to carry an increased number of 40foot containers. The ships can now handle 321 40-foot containers and 412 35-foot con­ tainers. Before the conversion, there was space for 552 35-foot containers and 181 spaces for 40-foot containers. Puerto Rico Containership service between the Port of New York and Puerto Rico is expected to increase substantially according to Hiram D. Cabassa, chairman of the Puerto Rico Ocean Service Association. He said current projections indicate that the carriers now active in the trade are likely to invest, over the next four years, $100 million in addition to their current investment of $250 million. By law, steamsliip trade between tlie United States mainland and Puerto Rico is reserved to American-flag shipping. An initial investment of $15 million had been made in 1958 in ocean transport in Puerto Rico. This figure has now grown to the present $250 million. In the same 15-year period, the weekly movement of containers by sea had risen from 225 to over 4,300, Cabassa said. New Orleans, La. The Maritime Council of Greater New Orleans and Vicinity recently passed and submitted to the eighteenth annual convention of the Louisiana AFL-CIO resolutions on Alaskan oil; superports; oil imports, and a balanced approach to environmental problems. Supporting the Alaskan Route, the Council asked the Louisiana AFL-CIO to do "everything in their power legislatively to get his vital project started." On oil imports, the Council urged that the Louisiana AFL-CIO vigorously support "the introduction and enactment of legislation to require that at least 50 percent of America's oil imports be carried on United States-flag vessels" and "that the delegates in attendance at this Convention authorize the oificers of the Louisiana AFL-CIO to take whatever steps are necessary to achieve the purpose of this resolution." Regarding a balanced approach to environmental problems, the Council asks "that the Louisiana AFL-CIO . . . mobilize its resources to inform the public and the Congress of the need to protect and preserve our environmental surroundings while still preserving the nation's technological and industrial development and the jobs of American workers; and be it further resolved that the Louisiana AFL-CIO supports the formulation of a national resources policy based on the balanced approach of protecting the environment without inhibiting industrial growth." The resolution on superports asks "that the Louisiana AFL-CIO . .. urge the Congress to immediately formulate a national deep-water-port policy in which the Federal Government plays a major role." The Council also added "that economically and environmentally, the deep-water-port concept is sound and makes good sense and urges all Labor affiliates of the Louisiana AFLCIO and its Labor Councils throughout the state to support the concept." Page 11 �• • " li .y • .. •••-•V StATRMHi Whether in time of war or peace, the U.S. Merchant Marine has always been a vital link in our national security—and has earned the right to be called our nation's "fourth arm of defense." During the many years of war in Vietnam, just as in other times of national emergency, SlU-manncd vessels provided a constant line of arms and supplies to our forces stationed overseas. One of these ships, the Seatrain Florida, which has been on a continuous run between the U.S. and Viet­ nam since 1967 is still on the job, even though the Vietnam ceasefire took effect months ago. She recently paid off in the Port of Camden, N.J. after a six-month voyage, carrying back tons of mili­ tary cargo from Vietnam which can now be either recycled or better utilized in other parts of the world. The Seatrain Florida lays at anchor in the Port of Camden after her six-month Far East voyage. A sturdy U.S. Army tank, disarmed before loading In Saigon, Is securely anchored to the converted deck of the Seatrain Florida. The ship's committee gather on the forward deck of the Seatrain Florida after their six-month voyage. They are, from the left: W. Simmons, deck delegate; B, Winfieid, steward delegate; I. Topal, engine delegate; T. Seager, ship's chairman, and J. Jordan, secretary-reporter. P«el2 The Seatrain Florida's twin 45-ton capacity deck Ci ' : the Port of Camden, ... N.J. �SEAFARERS LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION* ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT •AFL-CIO n r -.-3 �REPRINTED FROM Page 2 <. •. vv ' ' '> t4BW!|8f.OO May 1971 Special Supplement v"" Trade Union, Vocational and Academic In our SIU, there is increasing emphasis being placed on the subject of education—on every aspect of education that directly aflfects the individual Sea­ farer on and off the job, as a worker and as a citizen. i - In dealing with the subject of education, the con­ ference participants enjoyed an unusual experience in examining first-hand all of the areas in which the union has been promoting a more knowledgeable membership. For years our SIU has been active in the field of union education, vocational education and related activities. The SIU for example, launched the first college scholarship program in the maritime field for the children of SIU men and the SIU program has given each year five (4) four year scholarships to colleges of their choosing to 88 Seafarers and depend­ ents of Seafarers. But for the first time, we now have a major center for the entire educational system of our organization. That center, of course, is the site of our present con­ ference in Piney Point, Md., the Harry Lundeberg School of Seamanship Many of us were truly amazed, as was expressed during our discussions in general sessions, at the ex­ tent and quality of the facilities and faculty which have been made available to our people at Piney Point. ITie program has been structured to oflfer benefits to every segment within our union—^to the newer man in the industry and to the old timer as well. It is clear that the SIU is pioneering in this field of worker education. There are three broad areas that the program embraces—^vocational, academic and trade union education. The conference members observed in operation all phases of the vocational training program. We talked with the professional Seafarers who staff the school. We inspected the school's vocational training facili­ ties, as well as the equipment and training aids which are used in conducting the"courses for work in all shipboard departments. This vocational training program is making an important contribution to SIU men. It is providing a better quality entry man who is oriented to ship­ board life, and it is offering under ideal training con­ ditions the opportunity for Seafarers to upgrade their skills and to improve their earning capacity aboard ship. This program not only benefits those who partici­ pate, but it results in better qualified and more skilled shipmates who are able to carry their share of the team load on the job. One of the dramatic accomplishments of the Harry Lundeberg School of Seamanship is the academic program. Coordinated with the vocational training and trade union education programs, the academic program makes available comprehensive remedial reading instruction utilizing the' most modem equip­ ment under the guidance of highly qualified profes­ sional teachers. The remedial reading course enables SIU men of all ages to improve their reading skills which is of utmost importance in the proper perform­ ance of shipboard duties and to better their lives through reading. The academic program also embraces the first opportunity within the trade union movement for members who have not completed high school the - ^ .... "N - - chance to be prepared for examinations leading to high school equivalency diplomas. The school, in its short period of operation, has achieved a remarkable record of success, with the overwhelming number of participants acquiring their high school equivalency certificates. The heart-warming feature is that many of these young men, for one hardship reason or another, had been unable to complete their high school education. In the familiar area of trade union education, the Harry Lundeberg School of Seamanship is enabling Seafarers to study the history of the trade union movement as well as that of their own SIU. The school utilizes the same instructional equipment and aids that are used in the academic sector of the pro­ gram. This program will have an important impact on our entire union education program. Those coming from the school will be better qualified to serve on their shipboard committees and to act as the com­ munication's link between the union and the ships' crews. The conference is pleased that it had the oppor­ tunity to observe the facilities at Piney Point, the site of the SIU Crews and Conferences and Pension­ ers Conferences conducted late last year. These con­ ferences, together with the current two-week educa­ tion conference, are having a useful and informative affect upon the members of our union. We are proud that our imion is blazing a trail in this new area of coordinated union educational oppor­ tunities for the seafaring man, and we look forward to the continued development and expansion of the facilities and the opportunities they afford. We recommend consideration of the following; V That the high school equivalency program at the Harry Lundeberg School be made generally avail­ able to adl Seafarers at the school, at sea and in other areas ashore. V That the Harry Lundeberg School continue its work with the University of Nebraska to implement a correspondence course designed for Seafarers, to be made available to them at sea and ashore. V That the SIU scholarship program be reviewed with the possibility of expansion to make available to more members and their dependents the benefits of higher education. jrams to meet the needs and prwerve the rij^ts of lembem who will be manning the more sc^*^ " that will come into service under the V That a study be made toward developu g a comprehensive steward department training program to upgrade members from bottom to top in that department. V That every effort be made to encourage full participation in all shipboard meetings by all crew members to further their trade union education, and especially their knowledge of their own SIU. Education is the keystone to the strength of any organization. The SIU, through its comprehensive range of educational opportunities, has established a firm foundation to develop this strength. We are con­ vinced that the members of our union wish to con­ tinue to build upon that foundation in order to gain the ultimate strength through knowledge. • .... i! �* 'Pf,: rf; Special Supplement REPRINTED FROM: In order to continue its tradition of supplying the best qualified seamen for each of the three depart­ ments aboard American-flag vessels and, in addition, fill the higher unlicensed ratings aboard the new vessels that will soon be sailing as a result of the Merchant Marine Act of 1970, the SIU has ex­ panded its upgrading programs. ij <•, -y-iv At the August monthly meetings in all ports, the membership voted unanimously to adopt a recom­ mendation presented by SIU Vice President Frank Drozak calling for reopening of the SIU seniority upgrading programs, and the institution of a Bosun Recertification Program. In the past, the seniority upgrading programs conducted by the SIU have been responsible for producing the necessary numbers of highly quali­ fied, Seafarers for jobs aboard ships under contract to the SIU. The Merchant Marine Act erf 1970 provides for a construction program of 300 ships at the rate of 30 ships per year for 10 years. The new vessels will utilize all of the latest iimovations, including on board automation. Many of the vessels will alsn feature unique methods of propulsion and cargo handling. Speaking at the August membership meeting in U^f"' August 1972 the Port of New York, SIU Vice President Frank Drozak noted: "If the SIU is to maintain its hard earned posi­ tion we must prepare now to meet the challenge these new vessels will soon present—a challenge faced by both the maritime industry as a whole and by the Seafarer as an individual. "It is my feeling that one of the finest tools we have to help meet this challenge is our seniority up­ grading program." Facilities are already available that will enable 15 Seafarers per month to attend upgrading classes at the Harry Lundeberg School of Seamanship at Piney Point, Md. It is expected that the monthly enroll­ ment will consist of five Seafarers from each of the three shipboard departments. The seniority upgrading program has a broad curriculum. Regardless of his department, every Seaf^r is urged to participate in the seniority up­ grading program. By doing so he will not only be helping himself up the ladder to better paying and rewarding jobs—^he will also be helping the SIU. The recommendation for the Bosun Recertifica­ tion program is based on the fact that aboard SIUmanned vessels, the bosun is not only the most im­ portant unlicensed seaman, he is also the ship's chairman, which makes him the SUTs representa­ Page 3 tive at sea. In addition, a good bosun must have knowledge of every skill required in the deck de­ partment. This is why the SIU's seniority upgrading pro­ gram has made provision for a program that will produce highly qualified and fully certified bosuns. A Bosun's Recertification Program Committee will shortly be elected from among SIU members now sailing in that rating. It will be the task of this committee of rank and file members to determine what qualifications are necessary for the future training of competent bo­ suns. Every SIU member with full "A" seniority who has one or more years of Coast Guard discharges in the rating of bosun will be^'qualified to participate in the program. As a further incentive to participation in the re­ certification program, every bosun who completes the program will be given preference in shipping over those without a recertification endorsement. In addition, they will receive an increased vacation benefit. The Union will inform Seafarers as to when ap­ plications can be made for participation in both the seniority upgrading program and the Bosun Re­ certification program. PROPOSAL FOR BOSUN RECERTIFICATION PROGRAM With the passage of the Merchant Marine Act of 1970, SlU-contracted companies have taken advantage of the shipbuilding provisions and have let out contracts for the building of modern, up-to-date vessels of all types. This means that we can look for new ships coming off the ways at regular intervals for the next several years. These new vessels will be modern and efficient, and will utilize all the lat­ est innovations in ship automation. Many of the vessels will be of a type which are totally new to the industry and will feature unique methods of pro­ pulsion and cargo handling. The SIU must rise to meet this chal­ lenge with a broad program geared to meet the coming manpower needs of the industry. In view of the new and sophisticated vessels being built, the SIU must be ready to ship fully trained and qualified personnel to these ships as they are built. To this end, the SIU training and up­ grading progr^ must be revised to meet these needs. In addition to the normal upgrading training, the SIU program must include re-training in those key ratings which will call for greater skills aboard the newly con­ structed vessels. The SIU Bosun is the leading seaman aboard ship. He is also the Ship's Chairman, which makes him the leading union representative aboard. Aboard the new ships the Bosun will be required to possess knowledge of every skill in the Deck Department. He should be qualified and certified. It is, therefore, recommended that the SIU institute a Bosun's Re-certification program in order to retrain and to qualify present members who sail Bosun for assignments aboard the new vessels. As a first step, it is recommended that a Bosun's Re-certification Program Committee be elected from among those members sailing in that rating. All SIU members with full "A" Se­ niority, and who possess, one year or more of Coast Guard Discharges in the rating of Bosun, would be qualified to participate in this program. The election of this committee would be handled in the following manner: 1. Every eligible Bosun who wishes to «erve on the Committee can nominate himself in person at any Union Hall, or send in his nomination and 2. 3. 4. 5. 6. 7. qualifications to Headquarters. A date for opening and closing of nominations would be set by the Executive Board. A Credential's Committee would qualify the nominees and print up a suitable ballot and set an election day or dates in each port. All qualified Bosuns would then cast their ballots at SIU Union Halls. Bosuns who qualify would also be able to obtain a ballot by mail from Headquarters. Following the election, the votes would be counted and those seven (7) members receiving the highest vote would be deemed elected to the Committee. Arrangements would then be made to call the elected Committee to Headquarters to begin their work in devising a re-certification pro­ gram. The elected Bosun's Committee would determine what the qualifi­ cations are for a competent Bosun and submit their report for action to the membership. The report and recommendations would then be voted on by the Bo­ sun membership of the Union. 8. The Executive Board shall coordi­ nate this Program from the stands point of procedure timing and etc. ITie Committee will be paid at the regular standby rate for the duration of this work. If the SIU is to maintain its wellearned position, we must meet the chal­ lenge presented by these new vessels— a challenge that requires us to be con­ stantly ready to continuously ship fully trained and fully qualified personnel to man these new ships as they come out of the yards. Preparations are being made now which will enable us to enroll 15 Sea­ farers per month in our upgrading fa­ cilities at the Harry Lundeberg School of Seamanship at Piney Point. It is ex­ pected that enough applications for en­ trance into the upgrading program will be submitted so that there will be during any given month 5 steward department Seafarers, 5 engine department Sea­ farers, and 5 deck department Seafarers attending upgrading classes. Frank Drozak Vice President Headquarters Report �Special Supplement Page 4 4A r.. ..a .M > - • . . ., '. ". '.'.jUmt'm.Ml _ J V •*•a •••M-:M\-' ' 2r ^ " m •>••.•••)'•..•' 'iM. leefings-AW Poffs Date: October, 1972 BOSUN RECERTIFICATION PROGRAM THE FOLLOWING IS A LETTER SENT TO ALL BOSUNS AND TO ALL VESSELS. TO ALL ACTIVE BOSUNS Dear Sir and Brother: ' I would also like to mention that the Seafarers Log will shortly announce the date of the opening of the Seniority Up­ grading Program and the Bosun's ReCertihcation Program which are also going to be conducted at the school. I strongly urge all of you to consider taking part in these programs so that you may move up the ladder to better ratings while at the same time help your Union to meet its obligation to man the newer vessels we soon will be smKng. With the passage of the Merchant Marine Act of 1970, SlU-contracted companies have taken advantage of the shipbuilding provisions and have let out contracts for the building of modern, up-to-date vessels of all types. This means that we can look for new ships coming off the ways at regular intervals for the next several years. In view of the new and sophisticated vessels being built, the SIU must be ready to ship fully trained and qualified personnel to these ships, as they are built. To this end, the SIU training and upgrading program must be revised to meet these needs. The SIU Bosun is the leading seaman aboard ship. He is also the Ship's Chair­ man, which makes him the leading Union representative aboard. At the August 1972 membership meetings in all Ports, the membership concurred unanimously to adopt a rec­ ommendation calling for the implemen­ Applications for participation in the SIU's Bosun Recertification Training Program are now being accepted—along with nominations of bosuns to serve on a seven-man rank-and-file committee to pass on the rules for this new program. At the August 1972 monthly membership meet­ ings in all ports. Seafarers voted unanimously to adopt a recommendation calling for the institution of a Bosun Recertification Training Program. This action was reaflfirmed at the September 1972 port meetings. Members Establish Committee As a first step towards setting up the new pro­ gram, the membership also provided for election of a committee of qualified bosuns to pass on the eligibility of applicants for the program. This com­ mittee shall be composed of seven bosuns. The SIU Executive Board designated November 1 through November 30 as the period of nomination for service on the committee. During this period, appli­ cations for participation in the program itself are also being accepted and will continue to be accepted until further notice. Every SIU bosun with full "A" seniority who also has one or more years of Coast Guard discharges in the rating of bosun, will be eligible for service on the committee or participation in the training program. Every bosun who meets these requirements may tation of a BOSUN RECERTIFICA­ TION PROGRAM. The membership at the September 1972 meetings unani­ mously reaffirmed this recommenda­ tion. The Executive Board of the Union at its last meeting on September 1, 1972, set October 2, 1972 to October 31, 1972 as the period of nominations for a BOSUN RECERTIFICATION PROGRAM COMMITTEE. As pre­ viously reported to the membership, only full book members with Class "A" seniority who have a certificate verified by Union records to sail as Bosun and who have also sailed at least one year as Bosun, would be eligible to partici­ pate in this Program. In order that all those eligible may have an opportunity to either be nominated or nominate themselves to the BOSUN RECERTI­ FICATION PROGRAM COMMIT­ TEE, provision has been made for a mail ballot. Any Bosun who has re­ ceived this notice and will be unable to cast his ballot in a Constitutional or informational Port, may request such ballot no later than Tuesday, November nominate himself or be nominated to serve on the Recertification Committee. Selecting the Committee On December 1, 1972, the day after the close of nominations, a special meeting will be held at headquarters to elect a six man committee to pass on the credentials of nominees. On December 4, during the general membership meeting at SIU headquarters, the Credentials Com­ mittee will report the names of those nominees eligible for.service on the Recertification Committee. The election of bosuns to the Recertification Committee will be held in all ports on Wednesday, December 20, 1972. In order that all those eligible may have an opportunity to either be nominated or nominate . themselves to the Bosun Recertification - Program Committee, the imion has made provision for a mail ballot. Any bosun unable to cast his ballot in a SIU port on that date should submit a request for a mail ballot to headquarters no later than Tuesday, December 5, 1972. On December 27, 1972, an election tallying com­ mittee consisting of six active bosuns in good standing will be selected at the headquarters mem­ bership meeting. This tallying committee will make its report no later than Friday, January 3, 1973. Following the tallying committee's report the seven bosuns who have been elected to the Recerti­ 7, 1972; such request to be directed to Headquarters. Details of the shipbuilding program were contained in the August 1972 edi­ tion of the Seafarers Log, In view of the foregoing, the October 1972 issue of the Seafarers Log will carry a report summarizing the Program with regard to recertification of Bosuns, and you are urged to study this summary. YOUR PARTICIPATION INiTHE "BOSUN RECERTIFICATION PROGRAM" WILL NOT ONLY ASSIST YOU IN SHIPPING WITH PRIORITY AS RECERTIFIED BOSUN, BUT WILL ALSO RESULT IN ADDITIONAL VACATION BENEFITS. Frateraaliy, FRANK DROZAK Vice President Distribution: All Bosuns at last known home address; also to all vessels addressed to ships' Chairmen. Frank Drozak Vice President Headquarters Report fication Committee will than be notified to report to SIU headquarters by January 8, 1973, to begin their study and review of all applications for partici­ pation in the program. In the past, the seniority upgrading programs conducted by the SIU have b^n responsible for producing the necessary numbers of highly qualified Seafarers for jobs aboard ships under contract to the. union. •' New Technology Coming The Merchant Marine Act of 1970 provides for a construction program of 300 ships at the rate of 30 ships per year for 10 years. The new vessels will utilize all of the latest innovations, including on board automation. Many of the vessels will also feature unique methods of propidsion and cargo handling. The recommendation for the Bosun Recertifica­ tion program is based on the fact that aboard SIU manned vessels, the bosun is not only the most important unlicensed seaman, he is also the ship's chairman, which makes him the SIU's representative at sea. In addition a good bosun must have knowl­ edge of every skill required in the deck department. This is why the SIU's seniority upgrading pro­ gram has made provision for a program that will produce highly qualified and fullyvcertified bosuns. A list of those ei^lble appears on fagd 5. �REPRINTED FROM: IBAFilBMBII^fOO October 1972 Special Supplement Page 5 Bosuns Eligible for Recertification Following Is the list of Siy members eligible for the bosun Recertification Pro­ gram according to the latest information available from uiuon records. Since this is tbe first computer print-out of tiiis list, some eligible SIU members may have been erroneously omitted. Such members should contact SIU headquarters. Fm* identification purposes, Social Securtfy numbers are given. Abualy, E. B.^33-28-2455 Adkins, P. C.—244-20-1513 Ahin, A.—576-24-1744 Allen, E. E.—070-24-5827 Alistalt, J. W. 466-20-6300 Anderson, A.—266-14-7774 Annis, G. E.-^37-38-3046 Antoniou, C.—051-18-9139 Antoniou, A.—127-14-6990 Aponte, F.—062-24-0560 Arc, J. M.—405-50-7695 Arena, L.-^37-05-9950 Armada, A. A.—212-34-9627 Arnold, J. C.—232-30-4357 Aycock, W.—567-24-3474 Kleimola, W.—374-24-7812 Knight, B.—228-20-5244 Knoles, R. J.—561-28-8587 Koen, J. B.-422-07-9088 Konis, P.—116-32-8928 Krawczynski, S.—206-184874 Kyser, L.-419-18-6034 Backrak, O. O.—514-14-3110 Baker, W. T.—457-20-8725 Hankston, Jr., C.—436-26-4790 Bamhill,—231-18-8517 Barrial, P.—219-22-0659 Baudoin, J.-436-28-7856 Baum, H. L.—268-10-6146 Beck. A.—096-20-2825 Beck, D. L.—178-20-0272 Beeching, M.—426-32-6743 Bennett, M. P.—258-16-9623 Bentz, J, J.—176-34-0377 Bentz, H. G.—183-26-9874 Berger, D. H.—231-07-0647 Berry, N. M.—458-01-7000 Beye, Jr.—053-18-0684 Biehl, J.—422-07-6178 Bissonnet, J. V.-^33-20-2710 Bojko, S.—176-18-5164 Boland, J. J.—169-20-6292 Boney, A.—229-30-5077 Bourgeois, J. L.—027-18-7802 Bourgot, A. E.—422-01-4298 Bowden, G. W.—223-20-6530 Bowman, J. T.—036-09-5067 Boyle, C. P.—068-22-5157 Brannan, E. J.^23-306749 Braustein, H. D.—095-16-5631 Brendle, M. D.—467-30-9199 Brinson, B. W.—256-26-0159 Broomhead, R. W.—120-10-5379 Browning, B.—307-20-6218 Bryan, E. K.^62-32-8154 Bryant, V. W.--262-09-7025 Burch, G. A.—437-18-9276 Burke, G. A.—366-22-7870 Burns, C. J.—158-07-0722 Burton, R.—277-18-6844 Busalacki, J. E.—489-22-0605 Bushong, W. D.—285-01-7359 Butterton, W. G.—224-20-8023 Butts, O. 1.-070-16-2125 Butts, Jr., W. H.—125-22-4401 Byrd, R.—223-34-4481 Domey, F. F.—074-22-8361 Drake, W.—424-12-4492 Ducote, A. R.^39-05-1182 Dunn, B. E.—417-38-9917 Durham, G. G.—263-28-9335 Eddins, J. T.—241-26-1489 Edelmon, B. G.—463-34-8848 Eisengraeber, R.—^566-16-0621 Ellis, E. M—256-20-6092 Elwell, J. M.—121-09-8419 Erazo, P. J,—212-20-5693 Erlinger, G. D.—318-24-2470 Evans, J.—051-18-3819 Faircloth, Jr., C. O.—262-26-1005 Farsbetter, M. I 398-24-3209 Fay, M. V.—117-30-5351 Figueroa, L.—123-14-9297 Fimovicz, B. F.—-123-14-9767 Finch, F. D.—422-01-6469 Finklea, G. D.—250-16-7511 Fitzpatrick, D.—019-12-4025 Foster, F.—070-24-0070 Foster, J. M.—416-18-1089 Foti, S. C.—030-10-9237 Frank, S.—014-16-2108 Freimanis, E.—126-18-3117 Gahagan, K.—237-34-2731 Gaspar, F.—112-20-1153 Gates, C. C.—417-14-8632 Gay, D. C.—133-14-1538 Geller, J.—092-12-0853 Gervais, J. E.—242-30-6169 Gianiotis, I. S.—231-40-0812 Gigante—215-18-2505 Gillain, B. F.—421-36-5242 Gillikin, N. D.—263-30-8196 Gomez, J.—466-38-5826 Gonzalez, C. L.—062-24-2927 Gorman. J. J.—100-20-6394 Granberg, B. A.—462-40-9997 Granger, E.—437-12-7354 Green, J. C.—227-20-2361 Griffin, E.—264-24-0700 Griggers, Jr., I. W.-^ 16-30-9751 Grima, V.—140-24-6474 Gustavson, W.—131-16-2078 Gylland, A.—129-14-5937 Hale, W.—436-44-4163 Hall, R. H.—217-22-7470 Hanback, B. T.—132-20-0173 Hanna, A.—204-22-2335 Hanstvedt, A.—457-42-4316 Hardcastle, E. B.—523-01-9340 Hartman, O. M.—504-12-1359 Harvey, L. J.—425-32-1168 Hawkins, T. H.—531-20-4944 Hazard, F.—552-22-5812 Hellman, K.—418-34-4246 Henkle, T. M.—543-24-8401 Hernandez, C—075-32-3447 Hilbum, T. J.—416-30-0491 Hill, H. C—487-16-9638 Hodges, R. W.—237-22-8900 Hodges—424-22-6370 Hogge, E. J.—220-094923 Holm, D. E.~l 09-24-1630 Homen, J.—545-28-5157 Homka, S.—136-20-7535 Houchins, C. M.—245-304767 Hovde, A. W.—219-16-3321 Hunter, J. D.^20-26-6061 Cain, H. C—417-42-4293 Caldeira, A.—079-20-1840 Calogeros, D. G.—077-24-9341 Carey, J. J.—053-18-7895 Cartwright, L. W.—061-14-4157 Carver, T.—131-07-2996 Casanueva, M.—080-20-8057 Cash, J. M.—225-16-9039 Castro, G.—107-18-7674 Catalanotto, J.—438-05-7594 Caufman, B. H.—460-07-2813 Chameco, F. R.—093-28-5218 Cheshire, J.—263-38-5950 Chestnut, D.—418-18-2565 Chiasson, R. J.—438-14-8402 Chilinski, T.—058-18-4305 Chong, L—212-20-8168 Christenberry, R. A.—555-28-2830 Cisiecki, J.—168-12-5196 Cofone, W.—070-18-4778 Cocker, G. H.—417-24-3948 Cole, Jr., L. C—244-28-4482 Condos, G.—120-12-5242 Cooper, F. C.—417-40-2124 Cortez, D.—125-16-9855 Cousins, W. M.—248-22-4567 Crawford, W.—267-32-1990 Cross, M. W.—549-01-1899 Cuningham, J. F.—264-26-7503 Curry, L.—246-34-4910 James, C.—144-20-8700 Jandoha, S.—135-16-6160 Jansson, A. E.—093-12-9964 Jaynes, H.—019-18-3977 Johannsson, S.—081-20-7182 Johnsen, C. P.—498-18-4117 Johnson, W.—374-22-5210 Johnson, R.—416-26-3622 Jordan, C.-421-20-6192 Joseph, L. E.—069-16-1308 Joyner, W. E.—253-30-3366 Justus, J, 1.-23740-2930 Dakis. G.—109-18-8390 Dalton, J. M.—210-14-2345 Damico, Jr., C.—559-34-5523 Dammeyer, C. R.—157-20-3708 Darville, R.—266-24-6290 Davies, J.—161-22-0931 Davis, J. R.^22-22-0663 Dawson, W. R.—213-28-3108 Deangelo, E. J.—422-05-5080 Deculty, J. J.—083-20-4487 Delgado, J. D.—115-22-7211 Dewell, J. D.—542-03-5341 Dixon, J.—419-2(M492 Dodd, W. K.—431-12-7842 Donovan, J.—031-07-1871 Kadziola, S.—080-20-9846 Karatzas, A.—569-42-0696 Kaufman, H. K.—l 13-07-8129 Kazmierski, Jr., B. R.—376-40-5144 KeeflFer, M. J.—399-12-4481 Keel, J. C.—421-20-1646 Kelly, W. G.—532-22-3498 Kelsey, T. E.—085-24-2435 Kelsoe, J. W.—416-36-8625 Kennedy, J. D.—421-16-6617 Kerageorgiou, A.—^231-40-2134 Kemgood, Jr., M. J.—220-01-2222 King, G. E.—451-08-8070 Kirkwood, H. R.—266-26-8646 Kitchens, B. R.—260-20-0956 lannoli, C. A.—036-07-0694 Lambert, R.^38-26-5392 Landron—216-12-9465 Landron, J, R.—217-14-0320 Larsen, A.^54-22-5193 Lasoya, E.—465-07-5295 Lassen, S. B.—56942-2635 Lasso, R.—140-14-5145 Lavoine, Jr., H. T.—019-16-2632 Lawton, W.—260-18-7001 Layton, W.—253-28-6282 Leclair, W. W.—013-26-3240 Lee, C. O.—267-12-5834 Lee, H. S.—537-01-2917 Lesnansky, A.—^293-124819 Leushner, W.—101-22-8269 Lewis, J. S.—242-32-3437 Libby, H.—005-24-2016 Libby, G. P.—224-18-8207 Lillard, F. E.—431-16-3089 Lineberry, C. T.—422-44-1442 Lipari, A.—113-20-8891 Maas, R. J.—434-52-3105 MaCarthur, Jr., W.—028-20-5355 Maggulas, C.—105-26-5064 Majette, C.—224-12-0868 Malyszko, J. F.—349-184649 Mann, J. T.—260-32-9664 Manning, D. J.—053-22-2119 Manning, S. H.—263-03-1900 Matthews, W. T.—262-32-5892 Mattioli, C—076-24-9904 McBride, W. L.—489-10-7960 McCaskey, E.-416-14-8132 McCollom, J.—027-164161 McCorvey, D. L.—258-36-8093 MvDonald, R. O.—467-14-3931 McDougall, J. A.—200-09-3952 McGiiinis, A. J.—192-26-9115 McConagle, H.—029-22-1914 McGowan, B. L.—438-44-3865 McGowan, S. M.-464-34-2832 McKarek, J.—092-05-3585 Meehan, J. W.—223-18-3075 Meffert, O. R.—404-124556 Mehringer, S. R.—076-22-9683 Mercereau, E. L.—537-01-5709 Merrill, C. D.—422-05-6352 Michael, J. 1.-220-03-2251 Mignano, H.—078-20-6639 Miller, C. E.—361-10-1880 Mitchell, W.—003-07-5954 Mize—553-20-6860 Moen, J. S.—476-18-2802 Monardo, S.—103-20-7330 Moore, C. E.—223-34-0634 Moore, J.—263-38-5916 Morales, E.—059-24-0919 Moris, W. D.—119-14-1974 Morris, S. P.—264-09-0991 Morris, W. E.—422-54-7040 Morris. Jr., E.—421-20-5321 Moyd, E. D.—424-09-4438 Mullis, J. C. "420-26-0850 Murray, C—549-22-6569 Murry, R. W.—224-24-8014 Myrex, A. M.—420-20-7411 Nash, W.—115-01-6394 Nicholson, E. W.—219-18-9709 Nielsen, V. T.—088-36-2167 Northcutt, J. C.—414-20-0463 Nuckols, B.—236-30-4406 O'Brien, R. L.—029-12-5700 O'Connor, W. M.—103-18-2799 Olbrantz, L. J.—388-30-4589 Olesen, C. C.—552-44-7953 Olson, F. A.—534-16-5222 Oromaner, A.—061-09-9600 Ortiguerra, G.—133-03-3640 Palino, A.—158-16-8277 Palmer, R. C—031-18-6040 Paradise, L.—030-16-8085 Parker, O. Z.—420-16-4243 Parker, J. W.—422-26-1019 Parker, W. M.—499-26-1862 Parr. E.—433-24-9345 Perreira, C. A.—575-12-6900 Pierce. J. J.—170-20-3972 Powell, B.—277-20-2185 Pitman, D. R.-^33-24-3966 Pizzuto, N. L.—435-42-6698 Pope, R. R._246-34-9441 Poulsen, v.—570-62-5629 Pousson, H. 1.-433-20-3415 Pressly, O. J.-070-24-2044 Price, B. B.—226-34-4059 Prindezis, J.—105-24-7153 Procell, J.—437-38-8333 Pryor, C. E.-^2242-3521 Puchalski, K.—292-18-5293 n t Radich—427-34-7701 Rains, H. B.—462-32-5500 Reed, C—293-20-7274 Richoux, J.—436-28-1250 Rihn, E. A.—457-20-2737 Rivera, A.—079-22-5470 Rivera, Z. R.—086-14-6483 Robbins, O. A.—007-18-7885 Robinson—265-36-3629 Robinson, J. A.-417-24-9575 Roy, A.—002-14-1410 Rubish, P.—234-38-0323 Ruf, G. H.—155-01-0430 Ruiz, A. T.—087-24-9986 Rushing, E.-439-054139 Ryan, J.—385-07-8040 Sacco, A.—343-16-3737 Sakellis, A. J.—106-24-8885 Sampson, J.—159-05-5470 Sanchez, M. E.—261-24-2303 Sanfillippo, J. S.—030-16-2224 Sanford, T. R.—418-48-2878 Savoca, J.^38-14-1920 Sawyer, A. R.—231-07-3648 Seriglio, S. J.—021-20-1948 Schulter, K. P.—113-36-1681 Schwartz, A.—468-14-4047 Schwarz, R. D.—421-26-0937 Self, T. L.—231-28-4715 Sclix, L. E.—572-34-4917 Semyk—080-20-7818 Sharp, W.—221-10-1574 Shorten, J. A.—130-05-4711 Smith—195-12-2112 Smith, G. B.—214-38-5850 Smith, F. W.—227-24-8803 Smith, L. R,—241-30-1046 Smith, F. J.—436-22-4850 Sohl, R. G.—080-22-2148 Sokol, S. F.—141-12-7397 Sorel, J.—532-28-7971 Spencer, J. L.—238-26-1618 Spuron, J. G.—214-24-8443 Stanford, G.—428-34-5059 Stockmarr, S.—097-12-4313 Surles—550-30-7483 Swiderski, J. B.—189-01-0726 Talbot, J. R.—166-16-3783 Taylor, R. C.-425-64-8556 Tenley, G.—206-16-8927 Thompson, C.^02-12-5631 Thompson, C. E.-^18-56-3096 Ticer, D. M.—525-18-7116 Tillman, W. L.—428-44-9368 Tolentino, T. A.—547-38-4286 Trawick, H.-"424-10-6498 Troche, G.—439-22-2206 Trosclair, J. C.-^21-26-3693 Turner, P.—305-22-8944 Ucci, P. A.—071-05-6719 Urzan, J.—087-14-4528 VanzeneUa, V. A.—056-18-1501 Vega, J.—108-18-7118 Velazquez, W.—072-22-1797 Walker, F. E.—141-22-1181 Walker, T. 1.-565-44-3930 Wallace, W. M.—225-18-5674 Wallace, E. F.—341-20-0639 Wallace, W. A.—571-03-4190 Wardlaw--»55-34-5086 Webb—421-20-9221 Weinberg, B.—531-14-9362 Whitlow, L.—484-14-2607 Whitney, R.—383-24-0535 Wiggins, C. B.—424-28-8406 Williams, R. R.—220-22-3410 Wilson, C. P.^21-12-6373 Winslow, E. D.—237-03-1715 Woods—437-20-3607 Workman—303-01-1446 Woturski, B.—137-18-3608 Wright—258-34-2472 Yates, J. W.—295-16-8168 Zeloy, J.—417-28-1573 Ziereis, J. A.—270-18-5518 TOTAL NUMER OF MEN is 394 �REPRINTED FROM: Page 6 November 1972 Speciai Supplement Applicafions, Nominaiions Sfill Being Accepted For Bosun Recerfiticafion Course, Committee li I'ii Applications for participation in the SIU's Bosun Recertification Training Program are now being acv-cpted—along with nominations of bosuns to serve on a seven-man rank-and-file committee to pass on the rules for this new program. At the August 1972 monthly membership meet­ ings in all ports, Seafarers voted unanimously to adopt a recommendation calling for the institution of a Bosun Recertification Training Program. This action was reaffirmed at the September 1972 port meetings. Members Establish Committee As a first step towards setting up the new pro­ gram, the membership also provided for election of a committee of qualified bosuns to pass on the eligibility of applicants for the program. This com­ mittee shall be composed of seven bosuns. The SIU Executive Board designated November 1 through November 30 as the period of nomination for service on the committee. During this peric^, appli­ cations for participation in the program itself we also being accepted and will continue to be accepted until further notice. Every SIU bosun with full "A" seniority who also has one or more years of Coast Guard discharges in the rating of bosun, will be eligible for semce on the committee or participation in the trammg program. Every bosun who meets these requirements may nominate himself or be nominated to serve on the Recertification Committee. Selecting the Committee On December 1, 1972, the day after the close of nominations, a special meeting will be held at headquarters to elect a six man committee to pass on the credentials of nominees. On December 4, during the general membership meeting at SIU headquarters, the Credentials Com­ mittee will report the names of those nominees eligible for service on the Recertification Committee. The election of bosuns to the Recertification Committee will be held in all ports on Wednesday, December 20, 1972. In order that all those eligible may have an opportunity to either be nominated or nominate themselves to the Bosun Recertification Program Committee, the union has made provision for a mail ballot. Any bosun unable to cast his ballot in a SIU port on that date should submit a request for a mail ballot to headquarters no later than Tuesday, December 5, 1972. On December 27, 1972, an election tallying com­ mittee consisting of six active bosuns in good standing will be selected at the headquarters mem­ bership meeting. This tallying committee will make its report no later than Wednesday, January 3, 1973. Following the tallying committee's report the Membership Approved Action , . ;, ' ; , '""shifts iii peared in the October issue of the Log. m§m§ 'rhis program, as already brought to the membership in my previous report, will help this Union continue to meet die needs for qualified Bosuns aboard the new ships we will be sailing ih the 'future. The SL.7's are already in service and the qualifications for these ships wffl set the pattern for qualifications on future SIU vessels. November 1st through November 30th has been designated by die ;' : Union's Executive Board as the period . for application for participation in this program, and I urge all of you who saU as Bosuns and have a full "A" seniority ,, ^ with one (1) or more years of Coast Guard discharges in the rating of Bosun to take part in this program. vice President Headquarters Report seven bosuns who have been elected to the Recerti­ fication Committee will than be notified to report to SIU headquarters by January 8, 1973, to begin their study and review of all applications for partici­ pation in the program. In the past, the seniority upgrading programs conducted by the SIU have been responsible for producing the necessary numbers of highly qualified Seafarers for jobs aboard ships under contract to the union. New Technology Coming The Merchant Marine Act of 1970 provides for a construction program of 300 ships at the rate of 30 ships per year for 10 years. The new vessels wUl utilize all of the latest innovations, including on board automation. Many of the vessels will also feature unique methods of propulsion and cargo handling. The recommendation for the Bosun Recertifica­ tion program is based on the fact that aboard SIU manned vessels, the bosun is not only the most important unlicensed seaman, he is also the ship's chairman, which makes him the SIU's representative at sea. In addition a good bosun must have knowl­ edge of every skill required in the deck department. This is why the SIU's seniority upgrading pro­ gram has made provision for a progr^ that will produce highly qualified and fully certified bosuns. SIU Meetings All Ports Program has been implemented. On Friday, December 1, at 10:00, in this port, six (6) Seafarers who have sailed for many years as SIU Bosuns were meeting by their , elected at a special , ...... shipmates to serve as the Bosuns Recertification Committee. These Brothers are at present in the process of. examining the applications for partici­ pation in the program that have been , /received so far. I would like to remind ' each one of you to participate in this program and 1 urge you to do so. So we may continue to be in a posjtion of having qualified, certified SIU Bosuns available to meet thi needs of these ships we have under contract now « *'^1^ • UcittA 11fl» along with those ships we ««rH1 will have im der contract in the future. ' ^ �H-i Special Supplement REPRINTED FROM: WAB^Wmj^LOO December 1972 Page 7 Bosun's Committee to Be Elected The special rank-and-file Bosuns Credentials Committee, recently elected by the membership to pass on the qualifications of those bosuns nom­ inated to serve on the SIU's Bosun Recertification Program Committee, reported to the general mem­ bership meeting in the Port of New York on Decem­ ber 4th that a total of 60 bosuns were found eligible to serve on the Comimttee among a total of seventyeight nominated. The union has prepared a special ballot contain­ ing the names of these 60 bosuns and the election of the seven man Bosun's Recertification Prdgram Committee will be held between the hours of 9 a.m. and 5 p.m. on Wednesday, December 20th in all SIU ports. Special provisions have also been made for a mail ballot which has been sent to all SIU bosuns aboard ships at sea, and to the home addresses of all SIU bosuns. In addition, ballots are now available in all SIU ports for the use of voting bosuns. All of the bosuns nominated to serve on the Re'' -y-'. , - On December 27, 1972 an election tallying com­ mittee consisting of six active bosuns in good stand­ ing will be elected at the headquarters membership meeting. This tallying committee will make its re­ port no later than Wednesday January 3, 1973. Following the tallying committee's report the seven bosuns who have been elected to the Recerti­ fication Committee will then be notified to report to SIU headquarters by January 8, 1973 to begin their work. fied Seafarers for jobs aboard ships under contract to the union. The ship construction program provided by the Merchant Marine Act of 1970 is producing ships that utilize all of the latest innovations developed by modern technology. Many of the 300 new vessels scheduled to be built over the next ten years will be manned by SIU members. The recommendation for the Bosun Recertifica­ tion program is based on the fact that aboard SIU manned vessels, the bosun is not only the most im­ portant unlicensed seaman, he is also the ship's, chairman, which makes him the SIU's representa­ tive at sea. In addition a good bosun must have knowledge of every skill required in the deck de­ partment. Working closely with union officials and the in­ structional staff at the SIU's Harry Lundeberg School, the seven man committee will lay the ground rules for the new program—including setting the eligibility for participation in the program and formulating the training program's curriculum. This is why the SIU's seniority upgrading pro­ gram has made provision for a program that will produce highly qualified and fully certified bosuns. In the past, the seniority upgrading programs conducted by the SIU have been responsible for producing the necessary numbers of highly quali­ The SIU strongly urges every bosun to vote in this election and to participate in the training pro­ gram by filing an application. OFFICIAL BALLOT ^ SEAFARERS INTERNATIONAL UNION OF NORTH AMERICAATLANTIC, GULF. LAKES AND INLAND WATERS DISTRICT BOSUN RECERTIFICATION PROGRAM VOTING IN ALL PORTS BETWEEN THE HOURS OF 9 A.M. AND 5 P.M. WEDNESDAY, DECEMBER 20, 1972 it': . > III i. i certification Program Committee have met the same eligibility requirements, and the seven men elected" to the committee will each have "A" seniority. SliiiiS •.V (Provision has been made for a Mail Ballot) Complete and final details regarding the conduct of this election and Program were published in the October 1972 edition of the SEAFARERS LOG. On December 1, 1972 a Committee was elected in Headquarters — Port of New York to pass on the nominations received. The following is a list of the nominees who were found to be qualified. INSTRUCTIONS TO VOTERS — In order to vote for a candidate, mark a cross (X) in voting square to the left of name. Vote for seven (7) only. 1 • Chester L. Anderson, A-465 Fredar^ Johnson, J-44 2 • George H. Atcherson, A-551 Wodw^Ohnson, J-168 3 • Nicholas Bechlivanis, B-39 Leyaiol^ph, J-316 4 • David Berger, B-22 Jack D. ^nnedy, K-228 5 • Jan Beye, B-93 nt 8. Kuhl, K-273 6 • Mack D. Brendle, B-869 Larsen, L-121 7 • George Burke, B-168 Walter Le Clair, L-636 8 • William Burke, B-586 Jacob Levin, L-462 9 • Joseph Busalacki, B-639 Constantinos Magoulas, M-1355 10 • Daniel Butts, B-628 Melville McKinney, Jr., M-428 11 • Hurmon Burnell Butts, B-385 Stephen Mosakowski, M-543 12 • Richard A. Christenberry, C-lOBl Ervin Moyd, M-150 13 • Charles D'Amico, D-67 William Morris, M-722 14 • Robert Dillon, D-88 William M. O'Connor, 0-126 15 • James B. Dixon, D-16 Anthony Pa lino, P-90 16 • Fred Dorney, D^S9i Leo Paradise, P-270 Uuno Paulson, P-35 17 O Thomas D. FosfuRMl 18 • Carl Francun, F-IS)^^ Ewing Rihn, R-99 Anthony Sakellis, S-105419 • William Funk, F-289 Anthony Skillman, S-54 20 • Vincent Grima, G-825 21 • Walter Gustavson, G-36 Jim L. Spencer, S-474 22 • BurtT.Hanback, H-766 John B. Swiderski, S-258 23 • Lee J. Harvey, H-400 Thomas Trainor, T-230 Thomas Heggarty, H-78 24 • Juan Vega, V-46 25 • Orlando Hernandez, H-838 John Walken, W-529 26 • Donald Hicks, H-694 Malcolm B. Woods, W-49 27 • Charles Hill, H-573 John Worley, W-254 28 • Stephen Homka, H-169 Luke Wymbs, W-560 29 • Chester lannoli, 1-7 Thomas Vablonsky, Y-61 Roberto Zaragoza, Z-8 30 • Sven E. Jansson, J-70 iiS > ' THE COMMITTEE SHALL CONSIST OF SEVEN (7) BOSUNS WITH CLASS "A" SENIORITY, CERTI­ FIED AND IN GOOD STANDING, THEREFORE YOU MAY VOTE FOR SEVEN (7) NOMINEES ONLY. Membership Approved Action SIU Meetings-All Ports qualifications and training they need to BOSUN RECERTIFICATION Date: January, 1973 meet our obligations to supply highly PROGRAM I am pleased to inform the member­ ship that the election for the SIU Bosun Recertification Committee has been completed. The seven (7) Bosuns elect­ ed to the Recertification Committee be­ gan reporting to New York today. The Bosuns who were elected are as follows: Jacob J. Levin Ewing A. Rihn Carl Francon James B. Dixon Hurmon B. Butts Sven E. Jansson Richard Christenberry They will be working closely with the Union officials and the instructor staff of the SIU Harry Lundeberg School of Seamanship. Your Union is proud of this program as we have been proud of all of our upgrading programs, because they help supply our members with the skilled Seafarers for ships under SIU contract. Now that this program has been launched, I once again urge Deck Department Seafarers to participate. Frank Drozak Vice President Headquarters Report V^ H\ �Special Supplement REPRINTED FROM: glA14BIBI»^LOO February 1973 Page 8 Bosun Recertification Program: Tallying Committee Report On December 29, 7972, the membership's sixman Tallying Committee issued its report on the election of a seven-man committee to study and make recommendations pertaining to the Bosun Recertification Program. In its March issue, the LOG will print the full text of the recommendations on curriculum made by the membership-elected Bosun Recertification Program Committee. The following is the full text of the Tallying Committee report. This Committee in its discretion found that you were qualified, as called for in the provision out­ lined for the Program contained in the August 1972 and October 1972 issue of the Seafarers Log. This Credentials Committee Report was pre­ sented to the membership on December 4, 1972 in Headquarters-Port of New York and concurred in. In view of the foregoing, your name and book number will appear on an "OFFICIAL BALLOT" which is being distributed to all Qualified Bosuns at their last known home address. This Ballot is also being distributed to all active vessels. In order to give our active Bosuns the fullest op­ portunity to exercise their vote, voting material is also being forwarded to all A&G Ports prior to December 20, 1972. Fraternally, 1972 BOSUN RECERTIFICATION PROGRAM TALLYING COMMITTEE REPORT December 29, 1972 I I •n- i We, the undersigned Union Tallying Committee, were duly elected at a special meeting held at Headquarters in the Port of New York on December 27,1972. We met with our Vice President and his staff, and space was provided within the Union's facilities where we would do our work while in session. We elected from among ourselves Enrico Tirelli, Book No. T-188, to act as Chairman of this Committee. Our-function was to tally the ballots received in Head­ quarters with regard to the election of a seven (7) man Com­ mittee to study and make recommendations pertaining to the Bosun Recertification Program. Our report includes the tally of all ballots received in Headquarters. Your Committee was furnished the files showing a record of all correspondence to and from nominees prior to and after the voting day of December 20, 1972, as follows: Letter sent to all nominees who were found to be dis­ qualified by the Credentials Committee: December 5, 1972 Dear Sir and Brother: Your nomination was received to serve on the Bosun Recertification Program Committee. A six (6) man Credentials Committee was duly elected on December I, 1972 in Headquarters-Port of New York. This Committee in its discretion found that you were not qualified, as called for in the provisions outlined for the Program contained in the August 1972 and October 1972 issue of the Seafarers Log. This Credentials Committee Report was pre­ sented to the membership on December 4, 1972 in Headquarters-Port of New York and concurred in. Fraternally, SEAFARERS INTERNATIONAL UNION OF N.A.-AGLIWD, AFL-CIO (Signed) Frank Drozak Vice President Letter sent to all nominees who were found to be qualified by the Credentials Committee: December 5, 1972 Dear Sir and Brother: Your nomination was received to serve on the Bosun Recertification Program Committee. A six (6) man Credentials Committee was duly elected on December 1, 1972 in Headquarters-Port of New York. SEAFARERS INTERNATIONAL UNION OF N.A.-AGLIWD, AFL-CIO (Signed) Frank Drozak Vice President Also in the files was a "SUGGESTED GUIDE FOR PORT AGENTS", as follows: SUGGESTED GUIDE FOR PORT AGENTS "In an attempt to help the Port Agents during the election of a seven (7) man Committee in Headquarters to serve on the Bosun Recertification Program, the following guide em­ phasizes some of the steps to be taken prior to, including and after the voting on Wednesday, December 20, 1972. You should take careful note of the August 1972 and the October 1972 editions of the Seafarers Log, which outlines the Pro­ gram, and includes the schedule for the election of the seven (7) man Committee for the study and recommendations for the Program. In any event, while this election is not of a Constitutional nature, you should be guided by the provisions of the Constitution with regard to elections. "Make sure that the sign "VOTING BALLOT SECURED HERE" has been posted in the area where the ballots are to be issued"NO BALLOTS ARE TO BE ISSUED BEFORE 9:00 A.M. OR AFTER 5:00 P.M. on WEDNESDAY, DECEM­ BER 20, 1972. 'THE PORT AGENT OR HIS DESIGNATED REPRE­ SENTATIVE SHALL CHECK ALL THE ELECTION MA­ TERIAL WHICH ACCOMPANIES THIS SUGGESTED VOTING GUIDE. "Before allowing any Bosun to vote, the Port Agent or his representative shall make sure that the Bosun is qualified to vote, as spelled out in the August and October 1972 issues of the Seafarers Log. After the Port Agent or his representative has confirmed that the Bosun is eligible to vote, and before the Ballot is issued, the rubber stamp, 'BOSUN RECERTI­ FICATION PROGRAM 1972 VOTED', shall be placed on the 1972 page of the member's book. "Dues should be paid through and including the 4th Quar­ ter of 1972, but there may be some exceptions—based on the member producing evidence that he was not in a position to pay the 4th Quarter dues, by reason that he was either at sea, or any other valid reason. If for any other reason the Port Agent or his representative, based on the available facts, de­ cides that the Bosun shall cast a 'CHALLENGED BALLOT', then the Union Tallying Committee at Headquarters will decide the validity of the challenge. In this case, at the time of voting, the following steps should be taken: "(a) All procedures should be carried out, with regard to the issuance of the ballot, the Bosun marking his ballot, per­ sonally sealing it in the white envelope, and personally placing it in the brown envelope. "(b) The reason for the challenge should be clearly marked on the brown envelope, and signed by both the Bosun, the Port Agent, or his representative. "(c) This envelope should then be placed in another en­ velope and mailed to Frank Drozak, Vice-P.esident, Atten­ tion: Union Tallying Committee. "(d) The Roster should be clearly marked that the vote cast was Challenged. IMPORTANT "Included in the voting material, there is a supply of Rosters. This Roster should be made out in duplicate—the duplicate being maintained by you for your Port file. "Immediately upon the conclusion at 5:00 P.M., Wednes­ day, December 20, 1972, the original Roster should be for­ warded to Frank Drozak, Vice-President, Attention: Union Tallying Committee. "To insure secrecy of the ballot and good order and decorum, there shall be no congregation of people other than those who are qualified to participate in the voting. It is advised that you provide a suitable booth, where all of our Bosuns may mark their ballot in secrecy. "Obviously, none of the foregoing is deemed to deprive any Qualified Bosun candidate of his Constitutional right to ob­ serve the conduct of the election, provided he maintains proper decorum. "It is suggested that at all times during the voting on Wednesday, December 20, 1972, that the spirit of the Con­ stitution is maintained. "Any Port Agent or his duly designated representative may contact Headquarters on any question relative to the conduct of the election. "VOTING SHALL BE FROM 9:00 A.M. TO 5:00 P.M. ON WEDNESDAY, DECEMBER 20, 1972." From these files, your Committee found that all steps had been taken to ensure that every active, qualified Bosun had been given the opportunity to vote and/or participate in the Program. The records show that the Program was outlined in the August and October 1972 issues of the SEAFARERS LOG. In addition, provision was made for a mail ballot, and a mailing was sent to all active Bosuns at their last known home address on two occasions. Also, a mailing was made to all active vessels on two occasions. These mailings consisted of 1,352 individual ballots. It is felt by your Committee that every opportunity was accorded active, qualified Bosuns to participate in the Pro­ gram. All requests for mail ballots were replied to, enclosing the necessary ballot and envelopes required for the casting of the ballot. Your Committee found that immediately upon submission of the Report of the Credentials Committee dated December 1, 1972—which Report was submitted and concurred in'at Headquarters-Port of New York general membership meet­ ing December 4, 1972—all Bosuns for whom nominations had been received by mail, were notified as to the findings of the Committee. Seventy-eight (78) nominations were re­ ceived by the Credentials Committee and, of these, sixty (60) nominees were found to be qualified, therefore their names were placed on the ballot. From the files made available to us, we found that ballots and sample ballots had been distributed as follows: NUMBER OF BALLOTS PORT Baltimore Boston Detroit Houston Jacksonville Mobile New Orleans New York Norfolk Philadelphia Piney Point Port Arthur Puerto Rico San Francisco Seattle Tampa Wilmington Yokohama NUMBER OF SAMPLE BALLOTS 100 ....... 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 30 100 50 100 200 150 150 ....... 100 150 250 200 50 100 100 Also on file were signed receipts from each of the Ports concerned. We found that 283 ballots—either issued in the various Ports or returned by the individual Bosun—were received in Headquarters. Your Committee found thiit from the rosters returned from the Ports, the following number of ballots had been issued: BALLOTS ISSUED PORT The Seafarers International Union's six-man Bosuns Recertification Tallying Committee conducts business at its New York City headquarters December 27 by counting votes in the recent recertification election. Committee members are: left to right, J. Mucia, Chairman E. Tirelli, J. Gonzalez, J. Winn, W. Stevens and C. Misak. Baltimore Boston Detroit Houston Jacksonville . Mobile New Orleans New York .. Norfolk .... 1 0 0 14 13 8 14 38 0 PORT BALLOTS ISSUED Philadelphia .. Piney Point .. Port Arthur .. Puerto Rico .. San Francisco .. Seattle . Tampa Wilmington .. Yokohama Continued on Next Page 7 0 0 2 12 4 1 1 0 J �REPRINTED FROM: •KAyilBMl j!^ fJQO February 1973 Special Supplement 1972 BOSUN RECERTIFICATION PROGRAM Continued from Preceding Page In addition to the foregoing, your Committee received sixteen (16) envelopes of the original mailing, which had been returned by the Post Office by reason of incorrect address. Attached is Appendix "A" which is the result of our tally. The seven (7) Bosuns receiving the highest number of votes have been indicated and they will be notified to report to Headquarters by January 8, 1973 to begin their study. All members elected to the Committee shall report to New York no later than February 1, 1973. Four (4) Bosuns shall con­ stitute a quorum. If, in the event, less than the number re­ quired for a quorum is present, a notice of Special Meeting shall be posted 24 hours in advance and this Special Meeting shall be called among those ccrtified-qualified Bosuns in the New York area to elect a substitute in order to form a quorum. This Committee shall submit its report and recom­ mendations to the qualified Bosuns no later than February 15,1973. DISCREPANCIES Your Committee found that in the case of five (5) ballots, other marks were on these ballots; therefore those ballots were voided. Your Committee found that three (3) envelopes had been mailed to the Union Tallying Committee but, upon opening these envelopes, your Committee found that the ballots had not been enclosed in the "BALLOT" envelope provided; therefore, your Committee, in its discretion, counted these ballote "Void." Your Committee found that by reason of the two occa­ sions of distribution of mail and membership mailings, that five (5) ballots had been cast in duplicate. Your Committee, in its discretion, counted the earliest dated envelope, leaving the duplicate envelope unopened. During the time your C^ommittee was in session, there was no question that at all times a quorum of the Committee was present. While the proceedings of this election were not called for Constitutionally, nevertheless, your Committee was guided by tHe intent of our Constitution regarding elections and acted accordingly. As a part of this Report, your Committee wishes to ac­ knowledge the assistance of the Vice-President's and the Secretary-Treasurer's office in furnishing all the material necessary for bur work. SEE APPENDIX "A" APPENDIX "A" December 29,1972 As referred to in our Report the following are our findings of valid votes cast: NAME 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. Chester L. Anderson George H. Atcherson Nicholas Bechlivanis David Berger Jan Beye Mack D. Brendle George Burke William Burke Joseph Busalacki Daniel Butts •Hurmon Burnell Butts •Richard A. Christenberry Charles D'Amico Robert Dillon •James B. Dixon Fred Domey Thomas D. Foster •Carl Francun William Funk Vincent Grima Walter Gustavson Burt T. Hanback Lee J. Harvey Thomas Heggarty Orlando Hernandez Donald Hicks Charles Hill Stephen Homka Chester lannoli •Sven E, Jansson NAME 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. Frederick Johnson Woodrow Johnson Leyal E. Joseph Jack D. Kennedy Vincent S. Kuhl Ame Larsen Walter LeClair •Jacob Levin Constantinos Magoulas Melville McKinney, Jr the membership will shortly submit its findings on the curriculum for the Bosuns Recertification Program. I know : that the membership will join with me in thanking this Committee for all the effort which they put in to setting up this curriculum, and L know that their findings will meet with the approval of the membership and,. will be in keeping with the objectives of « the SIU's Upgrading and Training Pro­ grams. The full text of the Committee's findings on the curriculum will be BOOK NO. VOTES A-465 A-551 B-39 B-22 B-93 B-869 B-168 B-586 B-639 B-628 B-385 C-1051 D-676 D-88 D-16 D-691 F-11 F-194 F-289 G-825 G-36 H-766 H-400 H-78 H-838 H-694 H-573 H-169 1-7 J-70 BOOK NO. 22 9 19 33 11 21 21 27 25 41 94 49 23 19 95 8 35 42 41 4 41 10 29 14 26 27 22 23 34 78 VOTES J-44 J-168 J-316 K-228 K-273 L-121 L-636 L-462 M-1355 M-428 37 18 21 38 15 25 37 60 16 14 Page 9 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. Stephen Mosakowski Ervin Moyd William Morris William M. O'Connor Anthony Palino Leo Paradise Uuno Paulson •Ewin Rihn Anthony Sakellis Anthony Skillman Jim L. Spencer John B. Swiderski Thomas Trainor Juan Vega John Walken Malcolm B. Woods John Worley Luke Wymbs Thomas YablOnsky Roberto Zaragoza • M-543 M-150 M-722 0-126 P-90 P-270 P-35 R-99 S-1054 S-54 S-474 S-258 T-230 V-46 W-529 W-49 W-254 W-560 Y-61 Z-8 26 22 40 29 24 26 31 55 23 16 23 20 22 40 16 27 29 9 19 39 (•) DENOTES niOSE BOSUNS BY OUR FINDINGS AND TALLY SHOULD SERVE ON THE SEVEN (7) MAN COMMITTEE TO STUDY AND MAKE RECOMMENDATIONS PERTAINING TO THE PRO­ GRAM. This Report consisting of Pages 1 through 6 and Appendix "A" is Fraternally submitted: ENRICO TIRELLI T-188 E. Tirelli, Book No.T-188 (Chairman) CHARLES MISAK C. Misak, Book No. M-127 J. R. MUCIA J. R. Mucia, Book No. M-58 J. GONZALEZ G-812 J. Gonzalez, Book No. G-812 W. W. STEVENS W. W. Stevens, Book No. S-1278 J. WINN J.Winn,BookNo.W-151 y 'Vs , — Seafarers Log which cohtaans ^^^ text of the Bosuns Reeertification Tal­ lying Committee Report on the election of the seven man Bosun Recertification Program Committee. In the March is­ sue of the Seafarers Log the full text of the membership elected Program Com mittee Report on the curriculum for the Bosuns Recertification Program will be , . found. I urge each of you to examine the text of this report outlining the . , specific requirements for training in this program and in addition urge all of you who are eligible to take part in this vitally needed training program. . I .^ ^ j, ' �Special Supplement REPRINTED FROM; «BAfABnil^f.lKI March 1973 Page 10 Bosuns' Recertification Program: Curriculum Committee Report f 1. From January 15 to February 13, 1973, the membership-elected Bosun Recertification Curriculum Committee met at Union headquarters and other Union facilities, including the SIU's Lundeberg Upgrading Center. As a result of their meetings, the Committee issued its report on the curriculum for the SIU's Bosun Recertification Program. The following is the full text of the Committee's report. The meeting of the Bosuns' Recertification Program Com­ mittee was called to order on January 15, 1973 at 9:00 A.M. by Frank Drozak, D-22, Vice President, in attendance were the following Brothers: BURNELL BUTTS B-395 JAMES DIXON D-16 JACOB LEVIN L-4«2 EWINGRIHN R-99 SVEN JANSSON J-70 Wires were sent to all elected members. Brothers Richard A. Christenberry, C-1051, and Carl Francun, F-194, notified this Committee that they will not be able to attend due to the fact that they are at sea Brother Richard A. Christenberry, C-1051, is presently aboard the SS ST. LOUIS in the Far East Carl Francun, F-194, is presently aboard the SS STEEL ADMIRAL in the Far East. The five elected members present constitute a quorum, therefore this meeting is in order. Nominations for Chairman of the Committee were opened and Brother Bumell Butts, B-395, was nominated by B. Rihn, R-99. The motion was seconded by J. Dixon, D-16, and a motion was made by J. Levin, L-462, to close nominations and Brother Butts was elected by acclamation. The motion was seconded by J. Dixon, D-16, and carried unanimously. After his election as Chairman, Brother Butts called the Committee into session. The report of this Committee and its recommendations relative to the rules, regulations, eligibility requirements and a comprehensive curriculum for the Bosun's Recertification Program is as follows: INTRODUCTION This Committee met daily from January 15, 1973 to Febru­ ary 13, 1973. During this time we were given the fullest cooperation by our Headquarters Officials, Frank Drozak, Vice President, Joe Di Giorgio, SecreUry-Treasurer, and vari­ ous other union representatives who participated daily in our discussions and deliberations. We were also assisted by members of the Headquarters' staff and given full access to all Union records and statistics related to the Bosuns in our Union. As part of our study, the members of this Committee enrolled in the Fire-Fighting course at Bayonne, New Jersey and successfully completed it. We observed all aspects of our Union's operations at Headquarters and the Port of New York. We went to the Harry Lundeberg School of Seamanship in Piney Point, Maryland and actively participated in all phases of the Vocational and Academic courses being offered there. Based upon these discussions, studies and observations this is our report: six returned to New York for 30 days for completion of the course and graduation. F. Of the 60 days training—30 days will be spent at Piney Point undergoing Vocational and Academic Training. The remaining 30 days will be spent at Headquarters. G. Bosuns will be given lodging and subsistence and be paid $110.00 a week. H. All graduates of the Bosuns' Recertification Program will have preference for all Bosuns' jobs over those Bosuns who are not recertified. 1. EUGIBILITY REQUIREMENTS In order to qualify for the Bosuns' Recertification Program the following are required: A. Class "A" Seniority. B. At least one year seatime as Bosun aboard SIU con­ tracted vessels. C. Endorsement as a Green Ticket Able Bodied Seaman, any Waters unlimited. However, members who because of any condition such as eyesight, etc., are unable to pass the AB physical examinations but are already certified to ship as ^sun pursuant to Rule 5(A)(5) of the Ship­ ping Rules, need not have such endorsement. Those members who do not meet "B" and "C" qualifi­ cations at present, but who will have sailed 36 months as AB after June 1, 1973, will be qualified to make application for this Program. The Seafarers Appeals Board shall have the authority and power to regulate the admission of applicants to this Bosuns' Recertification Program. D. A clean employment record aboard ship. No performers, gas-hounds or narcotics users of any type should be accepted into this Program. E. A Bosun who has been removed as Ship's Chairman will not be eligible for this Recertification. 3. VOCATIONAL Bosuns attending this program will be given training in depth in all phases of the Deck Department. Emphasis will be placed on all aspects of new equipment and new vessels such as the new SL-7 container ships. Falcon type tankers and LNG type tankers. Particular attention should also be given to radically new concepts such as the tug and barge type modes of transporting cargoes including liquid, bulk and containers. Emphasis will also be placed on giving the Bosuns training in the tankerman's duties especially in the area of safety, with the possibility of the Bosun obtain­ ing a tankerman's endorsement. Bosuns' training will also include a course in firefighting. The ultimate objective of the Vocational Training will be to equip the Bosun with a thorough, well rounded, in-depth knowle^ of all aspects of the Deck Department on any vessel regardless of whether it is a Tanker, Conventional Freighter, Bulk Carrier, Container Ship, either Lift-on Lift­ off or Roll-on-ofF variety, or a LASH type vessel. In any event, a Bosun who has successfully completed the Vocational Training of this Recertification Program will be capable of handling a Bosim's job on any vessel. Bosuns will conduct Vocational training one night a week aboard ship for entry rating and any other interested crew members. 2. BOSUNS' COMMITTEE TO SELECT APPLICANTS FOR THIS PROGRAM. A. Following each monthly membership meeting in New York, commencing with the May 1973 meeting, all quali­ fied Bosuns will elect a Committee of three qualified Bosuns to select six applicants for the next class. This Committee will be paid one day's pay at stand-by wages. B. This Committee will meet the day after the meeting and select six men for this course and six alternates from all applicants. If any of the first six selected fail to show up then one of the alternates will take his place. All alternates left over will have first crack at the next month's class. C. All Bosuns that are elected to this Committee to screen applicants must come off the certified list of Bosuns. Their decision will be final as to the six men who are selected each month. D. The Bosuns' Recertification Program will start June 1, 1973. The Committee will make its selection of the first six men to attend on the day after the May meeting (May 8, 1973). The Program will be of 60 days duration. E. The first six Bosuns selected will go to Piney Pmnt for 30 days and then the next month the second group of six Bosuns will be sent to Piney Point and the original 4. UNION EDUCATION The SIU Bosuns' Recertification Program Committee met at Piney Point last month with Lundeberg School staff members to chart an educational program which is scheduled to get underway June 1 at the Lundeberg School. Seen here during one of the many work sessions are (I. to r ): Jake Levin, from In order for a Bosun to be a competent, capable ship's chairman, classes in Education will be conducted in the following subjects: A. SIU CONSTTTUnON Since it is the Bosun's responsibility to police the (Constitu­ tion aboard ship as it applies to duties of employment and the relationships of the members of the crew, he will be thoroughly knowledgeable in all areas of the (Constitution so that as ship's chairman he will be able to intelligently inter­ pret the (Constitution and be able to answer any and all questions pertaining to it, particularly in regard to the following: I. MEMBERSHIP—Qualifications for membership. De­ finition of good standing and exceptions provided ,by the Constitution for not being in continuous good standing. U. OFFENSES AND PENALTIES—The types of of­ fenses for which a member can be held liable and the Continued on Next Page the Port of Baltimore: Bob Kalmus, HLS Director of Vocational Training; Ewing Rihn, from New Orleans; Mike Sacco, HLS Vice President; Sven Jansson, from New York; Burnell Butts, from Houston; James Dixon, from the Port of Mobile, and Gerry Brown, Piney Point Port Agent. �Special Supphment REPRINTED FROM: WtAFABU AlOO March 1973 Page 11 Continued from Preceding Page degrees of punishment to be exercised, for these violations. B. SIU CONTRACT The Bosun as the Ship's Chairman, is responsible for seeing that the contract is enforced aboard ship and in order to do this properly, he must be thoroughly familiar with all articles of the Contract. Since the Bosuti is a member of the Deck Department it goes without saying that he is thoroughly experienced and familiar with problems and beefs arising within the' Deck Department. However, particular emphasis will be given to the other articles governing employment, general rules, the Engine Department and the Steward De­ partment in order for the Bosun to be able to properly enforce the Contract, regardless of what problem or question might arise aboard ship. Since the Shipping Rules are a part of the Contract, it is of the utmost importance that the Bosun will have a well rounded working knowledge of these rules especially pertain­ ing to seniority rules regulating the gaining of class "A" Seniority—also in the area of seeing that our vessels do not sail short and that any shipboard promotions are carefully watched and are only of a temporary nature. The section of the Shipping Rules dealing with Discipline, Offenses and Penalties will be discussed in thorough detail. In order to be of assistance to the boarding patrolman at payoffs, the Bosun shall be responsible with the Ship's Com­ mittee in making up Beef Reports, Repair Lists and Crew Lists. This will be of invaluable help in expediting payoffs, and eliminating a great many of the problems that have plagued us in the past. He shall also be responsible for checking and reporting the membership standing of the crew to the boarding patrolman. The Contract makes provision for weekly Sunday ship­ board meetings while the vessel is at sea. Since the Bosun is designated as Chairman of these meetings, he must of necessity be given training in Parliamentary Procedure and Roberts Rules of Order so that he can correctly conduct these meetings and also see to it that accurate, complete minutes are kept and are forwarded to Headquarters. In this way the conditions aboard ship—problems and beefs and any recommendations of the ship's crew will be known in Head­ quarters. It is these weekly meetings aboard ship that provide the opportunity for every member of the crew to participate concertedly in their employment relationship, and it is the Bosun's function as the Chairman to see to it that these meetings are enlightening, informative and interesting so that every crew member will fully participate in the meetings. Bosuns will be given professional training in public speak­ ing and proper reading so as to equip them with the skills necessary to conduct a meeting as a competent Chairman. C. UNION HISTORY As an integral part of this Education Program, the History of the Trade Union movement in the United States, with pEirticular emphasis on the Seafaring Section, will be stressed. The Bosun as the Ship's Chairman, will be well read and well versed in Labor Union History. He will also have a clear, thorough knowledge and understanding of the make-up of the AFL-CIO from the National Level in Washington right on down through the State bodies to the Central Labor Councils on the City Levels. He will be capable of discussing this in detail and be able to answer any and all questions regarding our Union's relationship to these groups and the importance of our participating fully in their activities. The Maritime Trades Department and the Maritime Port Councils located throughout our Country, will be discussed and their function as the Constitutional Body of the AFL-CIO in the Maritime Industry explained in full detail. The Bosun must be able to present this to the crew in an interesting and informative manner so that each member will have a crystal clear picture of the structure of the Labor Movement in the U.S. and understand why we are so active in this area. The various films in our Library at Piney Point and other material including the Seafarers I^g will be used effectively in this course. D. POLITICAL ACTION AND LEGISLATION The importance of Political Action and the effect of Legislation on the Maritime Industry and on Labor Unions must be strongly stressed as a part of this Educational course. In order for a Bosun to be effective as the Ship's Chairman, he must have knowledge of laws such as the Merchant Marine Acts of 1936 and 1970 and the Jones Act. He must be made fully aware of the importance of these laws and the part they play in the regulation and the administration of the Maritime Industry. The Bosun must of necessity be knowledgeable of the various labor laws such as the Wagner Act of 1936, the Taft Hartley Act of 1947, and the Landrum Griffin Act of 1959. The Bosun should be capable of explaining each of these laws and how they regulate our everyday affairs as a Labor Organization. The Bosun should understand that our Union must be in strict compliance with these laws and he should be able to relate the problems and abuses with which we have had to contend in our employment to the contract and to the everyday activities on board the vessel. The Bosun should be fully able to explain the importance of our Union's political activity showing what gains in em­ ployment opportunities we have made as a result of this activity, and where we would be if we had not been active politically, and how SPAD is directly tied in with our Legis­ lative Program in Washington. The vital importance of this particular subject cannot be overemphasized and the fact that our continued existence as an industry depends on the success of our political activities and SPAD. Films such as 'The Senate and the Seafarer" and "Mr. Speaker" and others will be shown in this course. Seafarers on the Bosuns' Recertification Program Committee visited the Lundeberg School library and gained some insight into the history of the American sailors union movement. The Lundeberg library staff assisted the bosuns. Director aboard ship, he will be thoroughly familiar with all of the Education opportunities available to our members through the facilities of the Harry Lundeberg School of Seamanship at Piney Point. ^ •There are three broad areas that this program at Piney Point embraces—Vocational, Academic, and Political Edu­ cation. Each of these directly affects the individual Seafarer both on and off the job, as a worker and as a citizen. It is vitally important for the Bosun to fully understand this and in turn to work closely with the Educational Director aboard ship giving him his full cooperation in order to make our Educational Programs successful since this is the keystone to the strength of our maritime industry. All aspects of this Educational Program should be stressed, from the very beginning v/hen a man enters Piney Point to start basic training to when he returns to upgrade himself and obtain additional ratings in whatever department he sails and even to the time when he obtains a license or wins a scholarship and goes to college. The GED Program must be singled out for special emphasis since this is one area of vital importance to our members by which they can gain the necessary tools to improve themselves both aboard ship as seamen and ashore as well informed citizens. The Bosun together with the Educational Director must make every effort to encourage the full participation and support of our members aboard ship towards our Educational Programs. This is vital to our continued growth and very existence of the maritime industry. F. PENSION, WELFARE, VACATION PLANS The Bosun will be thoroughly familiar with all of the rules, regulations and provisions governing the administration of these Plans. The Bosun will be capable of discussing in depth any aspect of these Plans. It is of vital importance that the Bosun be well versed in the economics of the Maritime Industry so as to be capable of analyzing the strength of our Pension Plan as opposed to other plans in our industry. Emphasis will be placed on the need for security in these Pension and Welfare Plans and the Union's responsibility to safeguard this security. Bosuns will be instructed in the filling out of the various forms and the importance of having these forms completed fully and accurately so as to avoid unnecessary delay in the cases where information is omitted or the application is incomplete. Thorough detailed explanations will be given on the abuses of these benefits especially by chronic repeaters, suitcase hunters and muzzlers. The curriculum of this course follows. First Week at Piney Point, Maryland Orientation on Schedule for the Monday AM Next 4 weeks and tour of Base and Farm PM Education Labor History Tuesday AM PM Wednesday AM PM Thursday AM PM Friday AM PM Instruction on Tanker Operation with Emphasis on Falcon Type Tankers Education Constitution Instruction on LNG Type Tanker Vessels Education Contracts Instruction on Barge Carrying Ves­ sels and Roll-on Roll-off Type Vessels with emphasis on LASH Education Pension, Welfare and Vacation Wednesday AM&PM Attend all Trainee Education Classes and assist in Class Instruc­ tion Thursday AM & PM Attend all Trainee Education Classes and assist in Class Instruc­ tion Friday AM&PM Attend all Trainee Education Classes and assist in Class Instruc­ tion Third Week Monday AM PM Attend Able Seaman and Quarter­ master Upgrading Classes Instruction in Firefighting PM Report to Trainee Adminstration to Leam Procedures for Recruiting and Placement of Trainees Instruction on First Aid Wednesday AM PM Attend Basic Deck Class Attend Deck On the Job Training Thursday Attend GED Classes Attend Basic Engine Class Tuesday Friday AM AM PM AM PM Fourth Week Monday AM PM Tuesday AM&PM Wednesday AM PM Thursday AM & PM Attend Engine Upgrading Class Attend Steward Class Attend Lifeboat Class Field Trip to Transportation Insti­ tute in Washington Review of Materials Presented Dur­ ing First Three Weeks and Review of Instructions Now Being Offered at the Lundeberg School Leave for New York Attend Firefighting School in Bayonne The 5th week through the 8th week will be spent in New York as follows: 1 week on Welfare and Pension 1 week on Vacation 1 week servicing members and working with Representa­ tives of the Union in Headquarters 1 week on the waterfront CONCLUSION We have formulated a comprehensive program that in­ cludes regulations, eligibility requirements and practical and academic training to enable the Bosuns—through a Bosuns' Recertification Program—to better meet their obligation to man all contracted ships including the highly mechanized vessels that are being built today. Fraternally submitted, BURNELL BUTTS. B-395 Bumell Butts, B-395, Chairman JAMES DIXON. D-16 James DIxou, D-16 JACOB LEVIN, L-462 Jacob Levin, L-462 Second Week Monday AM PM Instruction on Freighters Education, Meetings & Shipboard Behavior Tuesday AM Instruction on New Type Paints E. EDUCATION While it is true that the Bosun is not the Educational Instruction on Container Ship Oper­ ation with Emphasis on SL-7's Education PM and New Type Lines and Splicing Procedures Education Political Education and Law EWING RIHN, R-99 Ewlng Rihn, R-99 SVEN JANSSON, J-70 Sven Janssou, J-70 •i . Ty . _ ly �SE^ARERS^LOG » i'' *:•„ . i ' "... ' . •! - X -. ' Reprinted From: "AlARERSj^I^IG liiarch 1973 -i' ^11 1/11% M , Recertificatibn Program Begins Juno I It il fr % IS The SIU's Bosuns' Recertification Program, designed to help Seafarers meet the ever-increasing demands of to­ day's modem ships, will get under way on June 1. A three-man membership-elected Bosuns' Committee will make its selec­ tion on May 9 of the first six Seafarers to participate in the Program. The Com­ mittee will be elected on May 8 at the membership meeting at headquarters. In early March, applications were sent out to all active bosuns and they were asked to return the forms to head­ quarters if they qualified for the Pro­ gram according to the Report issued by the Bosuns' Recertification Program Committee last month and sent to each of them. (That Report appears in full on pages 10 to 11 of this issue of the LOG.) The SIU initiated this Program in order that the union and its bosqns can better meet their commitment to man all contracted ships, including the highly mechanized ones that are coming off the ways today. Six bosuns and six alternates will be selected each month, on the day after the membership meeting. The group that is selected on May 9 will begin the Program on June 1. Each group of bosuns will participate in the two-month Program which will be broken into two parts, according to the Report issued by the Bosuns' Re­ certification Program Committee. The first 30 days will be spent at the Harry Lundeberg School of Seamanship in Piney Point, Md. and the second 30 days will be spent in headquarters. During the Program, the participat­ ing bosuns will be given lodging and subsistence and be paid $110 a week. Bosuns will receive both vocational and academic training. According to the Report "the ultimate objective of the vocational training will be to equip the bosun with a thorough, well rounded, in-depth knowledge of all aspects of the deck department on any vessel. . . ." When they ship out again, bosuns will relay the knowledge they received in the Program by conducting a vocational training course one night a weelc "for entry rating and any other interested crewmembers." Bosuns who complete the Program will be qualified to handle jobs on all types of ships, such as, the SL-7 con­ tainer ships. Falcon-type tankers and Liquid Natural Gas tankers. In the area of academic training, bosuns will be taught all aspects of union education. The topics covered will be the SIU constitution; the con­ tract; union historv; oolitical action and d :s legislation, and the union's pension, wel­ fare and vacation plans. IS te There will also be a course covering the many educational opportunities available to Seafarers at the Harry Lundeberg School of Seamanship in Piney Point, Md. Among these facilities are the upgrading courses which enable Seafarers in all departments to raise their ratings, thereby obtaining a higher position aboard ship and better wages. Also available to ^1 SIU members is the General Educational Development Program (GED) through which Sea­ farers can better themselves educa­ tionally by obtaining a high school diploma. ( "I. i••T X According to the Report, "all gradu­ ates of the Bosuns' Recertification Pro­ gram will have preference for all Bosuns' jobs over those Bosuns who are /I . .. . ,r>. , ' , , . ' . .. ' ' ' '/w/ ' j-y . , : ship meetings, this is not only an impor­ tant program for our Union, but for each member^ wishing to progress up Ae ladder to higher paying and better jobs aboard the SIU ships of the future. I strongly urge each of you to read this story carefully along with the full ljusuus v^urricuium Gomi^om. mittee Report which is Parried on pages ,>10 and 11 of this same issue of the LOG. I know you will also join with me in thanking the members of the Bosuns Curriculum Committee for their tireless efforts in helping your Union to launch this important and necessary program. -• ^ '"-iSiii • - ' ^ Frank Drozak Vice President " , Headquarters Report: ri« j �Ill ' 1 isfv!*? wsi»Timiisr.iSf^ To transport this type of heavy military equipment, le 559-foot merchantman was converted from a inker in April, 1967 giving her thousands of feet of fxtra needed deck space. Also, two 45-ton capacity deck cranes were inttalled midships to speed loading and unloading in pome of the larger ports—or to take over these proceiures completely in ports not equipped to handle the mloading of such heavy duty cargo as tanks, trucks, leeps, forklifts, helicopters, and reconnaissance planes. Among the many Southeast Asian ports visited on ^er most recent voyage, which began in the Port of lobile on Nov. 9, are Camn Rahn Bay, Da Nang and Saigon, Vietnam, and Puson, Korea. She also made ttops at Pearl Harbor and Corpus Christi on her way fco the payoff in Camden. Every inch of deck space is well utilized for the converted tanker's vital military cargo. t Fireman William Callahan observes unloading pro­ cedures from the deck of the Seatrain Florida. VIi-; L * m \ Crew messman Roy Mack, on his first trip with the steward department, sets things straight after lunch. • -. a "X.'K i ines stand ready to speed unloading operations in ' 'A- ;41V-' 4* • B&' Cook Bert Winfield prepares some sandwiches for his shipmates at the payoff in Camden. SlU Fireman William Weekley tends to his engine room duties as he replaces a burner rod in the rack. Page 13 '^r «*'l .'5' �T/me fo Step In' TotheEditoK . 1 take tills opportunity to communicate through the LOG r > with the many friends as weU as foninet ^pmates of :: \ late husband Eric Klingvall, and to thaiik them profouhcll£ •for their many messages of condolence and encouragement to me after his recent demise. . Thank you. 1 / . USPHS-The Intent Is Clear In 1798, Congress established a marine hospital to provide medical care and treat­ ment for sick and disabled seamen. Over the next 50 years, marine hospitals flourished on American sea coasts and inland ivaterways providing the special medical care and attention required by seamen. In 1916, this hospital system was re­ named the U.S. Public Health Service hos­ pital system and Congress expanded its operations. In 1944, Congress revamped the entire structure of the PHS and provided a basis in law for continued maintenance of the system. By the end of World War II there were 29 PHS hospitals located throughout the na­ tion providing medical care and treatment for thousands of beneficiaries of the system. It is clear, from an examination of this history, that it always has been the intent of the Congress of the United States — the elected lawmakers of the. nation—that this system of medical care should exist and flourish. This intent was reiterated in 1971 in a Joint Congressional Resolution express­ ing Congress' desire that the .PHS hospital system be retained. Despite this oft-stated intent of Congress, federal bureaucrats have time and time again moved to destroy the PHS hospital system. For nearly 30 years, and through five succeeding Administrations, these bu­ reaucrats have attempted to thwart the will of the federal legislature. They have had some success. From 29, hospitals at the end of World War II, the system has been depleted to just eight hos­ pitals. And there has been a gradual erosion of the vitality and experienced personnel found in these hospitals. This situation cannot be allowed to con­ tinue. The hospitals fill several vital roles in the general medical picture of their com­ munities and, coupled with the PHS clinics Page 14 across the country, form a comprehensive and interlocking network of care and treat­ ment for their beneficiaries. Their primary role is that of caring for merchant seamen, coast guardsmen and other beneficiaries. In that role, the PHS hospitals have made so lasting a contribu­ tion to the health and well-being of the nation at large that their continuance is amply justified. At a time when the nation is starved for hospital beds, it seems incredible that any branch of the federal government should want to eliminate the beds of the PHS hos­ pitals. Yet that is exactly what is happening again. The Department of Health, Educa­ tion and Welfare is now before Congress with a plan which will mean the end of the PHS hospital system as it has existed for newly two centuries. It also will mean an end to all research, training and community health programs which currently exist in the PHS hospitals. It means, too, that HEW is, once more, moving against the intent of Congress' man­ dating the PHS hospital system as a viable and effective means of health care delivery to its beneficiaries. Congress must put a stop to these actions, immediately. The legislators must move to provide the PHS hospitals with new support and new financing so they can be rebuilt into the quality health care system they were once. As the SIU has stressed to the Congress: "We believe this expenditure coupled with an expanded role for the United States Pub­ lic Health Service would be one of the most productive health care investments that the Congress could make in behalf of the Amer­ ican people." Congress must again assert itself over the federal bureaucrats or this vital health care system will perish. -- .. .. hfaifret KltngvflA^*^ 0dl Lyme) Conn. f •,...•5 - -V. , .. f » , .. .1. J J . .•'.if, ;%othe»in " • This letter to you is long overdue, for the pak 12 years ! union has been paying hospital bills for family and , amounting to nearly ten thousand dtfllars. " For that I thank you. Btait ^ank vou you Is is hardlv hardly enonah. enough, it would take three ^ 1 pi the LOG to thank you properly- i to its kindness and pror paying m; ion and medical bills for , stay in the hospital. Being on disability for the past three;: ; years it is nice to know that I belong to a good Unic tik youI kindly. May \9n Voloma XXXV, Na. 5 « OUSQat Suwicrtidft w Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Executiire Board - • Paul Haft, Fres/denr Cat Tanner, BxBcutive Vica-Presi<)ent Earl Shepard, Vice-Preslclgni DiGiioi'Sio, Secretatyr.Treasuref Lindsay Williams, V/ce-PrssWanf : Frank Df03:ak, Vice-Ptesidant Paul Droaak, ViCB-President ' Published monthly by Seafarers International Union. Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO 675 Fourth Seafarers Log �Seventy-four SlU-contracted vessels are winners of 1972 AMVER awards for their outstanding participation in the U. S. Coast Guard's international rescue program. All of these union-manned vessels were on an Automated Mutual Assist­ ance Vessel Rescue System (AMVER) plot for 128 or more days, constantly on the alert to aid a sister ship in trouble on the high seas. The system provides important help in the development and coordination of Search and Rescue (SAR) efforts in the oceans of the world. Merchantmen of all nations making offshore passages of more than 24 hours may send sail plans and periodic posi­ tion reports via free radio messages to the AMVER Center c/o the Coast Guard. Data from these messages is put into a computer which maintains dead reck­ oning positions of participating ships all during their voyages. The predicted lo­ cations and SAR characteristics of aU vessels known to be within a given area are given upon request to recognized SAR agencies of any country for use in a maritime safety emergency. Benefits to shipping include; • Improved likelihood of rapid aid in emergencies. • Reduced number of calls for as­ sistance to vessels not favorably located. • Reduced time lost for vessels re­ sponding to calls for assistance. Following are the 74 SlU-manned ships which won awards. Vessels with a * sign are third time winners. A • de­ notes a second award. The others won for the first time and will get a red and blue pennant. Marymar, Portmar* and the Yorkmar (Calmar). Bradford Island*, Norfolk* and the Miami* (Cities Service). Seatrain's Louisiana*, Delaware*, Georgia* Puerto Rico*, and San Juan*, Transchamplain*, Transindiana*, Transoneida*, Transontario*, Transoregon*, Transhawaii* and the Transidaho* (Hudson Waterways). Steel Admiral* and Traveler (Isth­ mian). Overseas Carrier*, Progress*, Trav­ eler and Valdez* (MaritimeOverseas). St Louis Maternity Benefit Penn Challenger*, Champion* and Leader* (Penn Shipping). Inger* and Walter Rice* (Reynolds Metals). Summit*, Panama*, Philadelphia*, Ponce*, Portland*, Rose City*, SL180, SL-181, San Francisco*, San Juan*, Seattle*, St. Louis*, Tampa*, Trenton*, Wacosta*, Warrior*, Afoundria*, Gateway City*, Pitts­ burgh*, Mobile*, Los Angeles*, Anchorage*, Arizpa*, Azalea City*, Baltimore*, Bienville*, Boston*, Brooklyn*, Charleston*, Chicago*, Detroit*, Elizabethport*, Galveston*, Houston*, Jacksonville*, Long Beach*, Mayaguez*, New Orleans, New York­ er*, Newark* and Oakland* (SeaLand). Mt. Washington* (Victory Carriers). De Soto*, La Salle and Topa Topa* (Waterman). Social Security Increased For Delayed Retirement By A. A. Bernstein SlU Welfare Director A Seafarer who doesn't get any social security benefits before he's 65 and de­ lays his retirement past that age will be eligible for higher payments when he re­ tires, according to social security of­ ficials. Benefits increase 1/12 of 1 percent for each month—or 1 percent for each year—after 1970 if the Seafarer doesn't get social security benefits between age 65 and 72 because of his earnings. "This higher benefit can be paid to retired Seafarers under a new provision of the social security law," a spokesman said. "It doesn't affect social security payments to their families." IBU member Steve Conrad and wife, Mary, receive check for maternity benefit from St. Louis IBU Port Agent Leroy Jones. Baby Conrad also received a $25 U.S. Savings Bond. The new provision will mean addi­ tional benefits to some Seafarers already getting social security payments. "If a Seafarer already on the rolls qualifies for a higher payment because of the change, he will get an automatic in­ crease in June, and it will be retroactive to January 1973," the spokesman said. Over 5 million workers will get $198 million in social security increases in 1974 under the new provision. Seafarers getting social security pay­ ments can earn as much as $175 in a single month and still get their full so­ cial security payment for that month regardless of their total yearly earnings. Lost your Medicare card? Contact social security. Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid Mar. 23 Apr. 25,1973 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical V Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical Special Equipment • " PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Exp. ... Surgical Optical Blood Transfusions Special Equipment Meal Books Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan , Total Seafarers Vacation Plan Total Welfare, Pension & Vacation May 1973 Number Amount MONTH TO DATE YEAR TO DATE 14 550 314 29 5 8,213 4 258 18 81 2,125 1,868 101 18 39,644 8 1,203 115 511 76 164 21 5 216 10 185 153 20 74 2 2 MONTH TO DATE 30,018.00 550.00 942.00 17,184.92 155.00 65,704.00 955.20 5,715.17 863.30 $ 210,900.50 2,125.00 5,604.00 24,753.04 977.50 317,152.00 1,679.15 26,242.62 3,536.60 2,158 336 673 119 26 939 — 91,934.13 1,682.20 21,080.88 5,476.35 231.00 4,581.85 — 406,360.80 9,031.04 83,036.88 29,654.24 1,686.50 19,887.36 1 1,430 40 679 675 79 378 6 14 2,259 2 7,008 30,000.00 28,031.67 5,832.89 2,872.50 1,344.55 76.50 190.00 — 250.00 9,131.30 120,000.00 117,147.69 22,700.86 13,379.50 6,629.41 399.00 2,028.39 22,590.00 600.00 43,443.60 19 62 5,044.98 21,593.87 .. 12,294 . . 2,057 .. 1,176 , , 15,527 60,616 10,125 6,61.3 77,354 329,848.39 497,440.00 634,456.63 $1,461,745.02 1,513,139.55 2,430,944.40 3,492,188.85 $7,436,272.80 ., $ YEAR TO DATE ». n J. Page 15 �WfSSTS SS Constitution ? v "•,' " ;.<• - v.v-?'V .:•• -'y-r, ^ - , ^ J® „•<'*' ^ '. '-v - . .x. '\ A- 1 Sea battle between the American frigate Constitution and the British frigate Guerriere in which the U.S. warship was victorious. "Ay, tear her tattered ensign down! Long has it waved on high, And many an eye has danced to see That banner in the sky." "... Nail to the mast her holy flag. Set every threadbare sail, And give her to the god of storms. The lightning and the gale!" —Oliyer Wendell Holmes (1830) These immortal lines so aroused the nation in 1830 that Old Ironsides (U.S.S. Constitution)—five times victorious in sea battles over the English in the War of 1812 and conqueror of Tripoli's Barbary Coast pirates in 1803—^was saved from the U.S. Navy scrap graveyard. These stirring words about this still actively com­ missioned, 177-year old man o'war were dashed off by the patriotic law student who became angered when he read in a Boston newspaper that the revered frigate had been declared "unseaworthy" and was headed for the scrapheap. When the poem appeared in the press, a flood of letters from the public and contributions from schoolchildren to save the ship swamped the Navy Department. The Navy then changed its mind about its most famous warship, the fighting vessel that had borne the brunt of the U.S. fleet's action in the sea war with the British. Old Ironsides was then rebuilt in Boston's Charlestown Navy Yard where she now rests—since the turn of the century—a living heritage for the American people. Beginning this April 17, Old Ironsides started to get ready for the country's 1976 Bicentennial Cele­ bration. She was floated into drydock to undergo her 5- r f Boston Navy Yard workmen (left) climb up the forward rigging of Old ironsides last month. Navy divers (right) Inspect the hull of the frigate In drydock for the 1976 fete. Page 16 Continued on Next Page Seafarers Log • • 'W �!,! Ji's—e Continued from Preceding Page first major overhaul since 1927, a chore that will cost the U.S. $4.2 million. Late last month shipbuilders began to put back the "iron" in Old Ironsides which won her famed nickname because she was virtually unsinkable. Ac­ tually, there is no iron in the USS Constitution. Three types of specially treated,oak, 23-inches thick, were used to build the ship. Old Ironsides got her nickname when British Royal Navy cannonballs bounced off her hull's seven-inch thick live oak outer planking below the water line. More of this very same timber, which hardens like ironwood in salt water is to be used in the overhaul, and was aged more than 75 years in a salt water swamp at the Naval Air Station at Pensacola, Fla. Today the Constitution's 700,000 annual visitors will have to wait until March 30, 1975 to again in­ spect the ship. At that time she'll be open to the public. At the outbreak of war with the English in 1812, caused by England's impressment of American mer­ chant seamen, the U.S. Navy's 20 warships were poised against the Royal N? y's 1,000 three-decker ships-of-the-line—^victors in hundreds of sea en­ counters. Although the U.S. fleet was expertly trained and anxious to "fight and run," it was thou^t better to keep the frigates in port at first. Early in the war Old Ironsides, under Capt. Isaac Hull, skillfully evaded a chase by a British fleet and safely sailed into the harbor. However, on Aug. 19, 1812 her crew's brilliant gunnery skills led to the capture of H.M.S. Guefriere after a half-hour skirmish. Old Ironsides lost only 14 men while the British lost 80. Four months later she captured the English frigate Java off Brazil and the Cyane, Levant and Warrior later in the war. Previously, in 20 years of naval war, England's Royal fleet took on the ships of France and Spain and lost but 20 warships. In the War of 1812-15— she lost 20! - In the 15 naval battles of the war, American sea­ men were victorious in 12 with only 265 killed. May 1973 Old Ironsides, the oldest commissioned ship in the U.S. Navy, on her annual cruise—a two-hour turnaround in Boston Harbor so she'll weather evenly at dockslde. The Constitution (center) tied up at wharf In the early 19th Century alongside other ships as two of her crew adjust a line on the bowsprit. Page 17 �•®r Delayed Benefits The following active members and pensionns have had their benefit paymarts held op because they failed to supply complete information when fiBi^ their daims. Please contact Tom Cranford at (212) 768-6005. SEAFARERS WELFARE PLAN Name S.S.N0. Perra, R. Williamson, M. Hall, C. Morgan, M. Bane, K. Kleva, J. Snyder, H. Camacho, A. Talley, F. Kane, J. Baxter, R. Garza, P. Bonafont, J. Berthiaume, P. Daniels, L. Evans, C. Fafoutakis, K. Ray, C. Pfarr, A. Oliver, W. Ledet, L. Greaux, L. Daniels, J. Gill, J. Stephens, G. Potts, W. Maier, E. Morales, J. Maples, T. J. Kordish, J. Wilkinson, P. Ceperiano, L. Pierce, W. Book No. 536-05-6831 268-88-6969 423-34-3024 246-68-0452 279-10-1322 038-18-2949 225-36-0204 123-40-2602 225-40-5765 083-20-6975 457-42-2707 460-30-7994 213-28-9166 437-09-3120 231-14-4794 267-20-2443 501-12-4019 463-36-5728 219-26-2570 273-36-5245 458-64-8146 416-34-4290 246-66-0247 420-26-0800 728-12-9319 450-56-1821 428-12-7552 077-20-1171 421-76-9145 191-28-3309 421-76-9145 086-12-5604 462-30-2051 PB 31337 PB 36649 PB 18186 PB 17916 B954 K5152 S5288 PB 34506 PB 36000 K621 G721 B810 B561 D5059 F567 R5308 - O12030 _ G516 D5251 G5372 12126 P5407 M5185 M707 W5373 C720 PB 17769 UNITED INDUSTRIAL WORKERS OF NORTH AMERICA WELFARE PLAN Name Sanchez, J. A. DeGroat, W. B. • Scales,.E. Glover, R. Doricas, G. Johnson, H. Puckett, N. J. Odom, C. McGee, J. Sims, J. Keels, M. Middleton, L. Schwartzer, J. F. Smith, A. V. Daniels, M. T. Herman, P. Almendarez, R. S.S. No. Book No. 064-36-4816 110-10-9651 280-44-4882 098-30-3854 095-14-2649 218-28-9257 290-28-3252 239-34-1903 206-36-6510 260-44-8349 177-32-1080 080-42-9435 197-30-1785 227-12-2676 214-56-7386 286-26-4305 450-76-4696 D12080 S11942 D11072 J 10578 P10850 O10292 M11943 S11611 K10243 M11918 S10213 S10838 D10780 H11257 — fi New SlU Pensioners Martin W. Rolfes, 60, joined the SlU-afiiliated Railway Marine Region in 1960 and sailed as a deckhand for the Baltimore & Ohio Railroad. He is a a life-long resident of Baltimore, Md. Brother Rolfes is an Army veteran of World Warn. Jack French, 66, was bom in Raywood, Tex. and now makes his home in Nixon, Tex. He joined the SlU-afiili­ ated Inland Boatman's Union in 1957 in the Port of Houston and sailed for the G & H Towing Co. John Paul Collins, 65, joined the In­ land Boatman's Union in 1961 in the Port of Norfolk. He is a resident of Chesapeake, Va. Brother Collins sailed as a tankerman for McAllister Brothers. Deli Whitehead, 64, is a native of Panama City, Fla. and now makes his home in Freeport, Tex. He joined the IBU in the Port of Houston in 1957 and sailed as a deckhand for the G & H Towing Co. Marshall D. Reyes, 65, is a native of the Philippine Islands and now makes his home in Portsmouth, Va. He joined the Inland Boatman's Union in 1966 in the Port of Norfolk. Brother Reyes is an Army veteran of World War II. Clyde Tanner, 68, joined the IBU in 1957 in the Port of Houston and sailed for the G & H Towing Co. Bora in Nicholls, Ga., Brother Tanner is now a resident of Galveston, Tex. He is an Army veteran of World War II. James M. Hand, 64, joined the SIU in 1945 in the Port of New York. He is a native of Century, Fla. and now re­ sides in New Orleans, La. Brother Hand sailed in the engine department. Samuel T. Patterson, 65, joined the SIU in 1940 in the Port of New York. Bora in Jackson, Fla., Brother Patter­ son now makes his home in New York City. He sailed as chief cook. Mohamed Nasser, 64, is a native of Arabia and now makes his home in San Francisco, Calif. He joined the union in 1944 in the Port of New York and sailed in the engine depzirtment. Julio G. Napoleonis, 52, was bora in Ponce, P.R. and now makes his home in Brooklyn, N.Y. He joined the SIU in 1942 in the Port of New York and sailed in the steward department. Aurellio Patii^o, 60, is a native of the Philippine Islands and now makes his home in Chalmette, La. Brother Patingo joined the SIU in 1948 in the Port of New York and sailed in the steward department. Ira W. Griggers, 44, joined the SIU in 1955 in the Port of New York. He is a life-long resident of Evergreen, Ala. Brother Griggers sailed as able-seaman. Willie F. Coppage, 59, is a native of South Carolina and now makes his home in Oakland, Calif. Brother Coppage joined the union in 1955 in the Port of Baltimore and sailed in the stew­ ard department. Ben Bone, 64, was bora in Ander­ son, S.C. and now makes his home in Baltimore, Md. Seafarer Bone joined the SIU in 1948 in the Port of Balti­ more and sailed in the engine depart­ ment. Norman La Plaunt, 58, joined the SIU in 1960 in the Port of New York and sailed in the engine department. He is a resident of River Rouge, Mich. Brother La Plaimt is a veteran of World War II. Jose F. Wiscoviche, 66, is a native of Puerto Rico. He joined the union in 1942 in the Port of Mobile and sailed in the deck department. Brother Wis­ coviche now makes his home in Rayamon, P.R. Cart E. Nelson, 58, joined the SIU in 1962 in the Port of New York and sailed in the engine department. He is an Army veteran of World War II and was once wounded in action. Brother Nelson is a resident of San Franscisco, Calif. Fiands Peredne, 60, is a native of Massachusetts. A charter member of the union. Brother Peredne joined in 1938 in the Port of Philadelphia and sailed in the engine department. He now makes his home in New Orleans, La. Adriaan Vader, 70, is a native of Holland and now makes his home in Norfolk, Va. Brother Vader joined the union in the Port of New York in 1949 and sailed in the engine department. Chambers O. WInskey, 62, was bora in Bristol, Pa. and now resides in Croy­ don, Pa. He joined the union in 1943 in the Port of Baltimore and sailed in the steward department. John Van Antwerp, 60, joined the SIU in 1960 in the Port of New York and sailed in the deck department. Brother Van Antwerp makes his home in Elberta, Mich. Kermlt A. Knutson, 65, is a native of Wisconsin and now makes his home in Midland, Mich. He joined the SIU in 1944 in the Port of Baltimore and sailed in the steward department. First Pension Check MEMBERSHIP MEETINGS' SCHEDULE \ Port New York Philadelphia Baltimore Detroit Houston New Orleans Mobile San Francisco Date ...June 4.. June 5 June 6..._. June 8 ...June 11 June 12 June 13 June 14 Great LakesTng and Dredge Section fSault Ste. Marie June 14 — 7:30 p.m. Chicago June 12 — 7:30 p.m. Buffalo June 13 — 7:30 p.m. Duiuth June 15 — 7:30 p.m. Cleveland June 15 — 7:30 p.m. Toledo .June 15 — 7:30 p.m. Detroit .Jurie 117:30p.m. Milwaukee June 11 — 7:30 p.m. Page 18 1^ DeepSea 2:30 p.m 2:30 p.m 2:30 p.m 2:30p,m 2:30p.m 2:30 p.m 2:30 p.m 2:30 p.m Philadelphia Baltimore •Norfolk Jersey City IBU — 5:00 p.m 5:00 p.m 7:30 p.m. 5:00 p.m.>... 5:00 p.m 5:00 p.m — UIW 7:00 p.m. 7:00 p.m. 7:00 p.m. — 7:00 p.m. 7:00 p.m. .7:00 p.m. — Railway Marine Region June 12 — 10 a.m. & 8 p.m. . June 13 — 10 a.m. & 8 p.m. i..... June 14 — 10 a.m. & 8 p.m. June 11 —^ 10 a.m. & 8 p.m. t Meeting held in Labor Temple, Sault Ste. Marie, Mich. * Meeting held in Labor Temple, Newport News. Seafarer Julio Napoleonis, left, receives his first pension check from SIU Vice President Earl Shepard at the May membership meeting. Seafarers Log i J �The 'Anonymous' Seafaring Poets No other single aspect of man's constant conflict with nature has inspired more poets throughout the centuries as has the sea, sailors, and their ships. Many of the great poets—Shakespeare, Chaucer, Longfellow, Keats, Wordsworth, Byron—used the sea and its mysteries as a theme in many of their most famous works. However, these masters of the language, although able to spin out line upon line of beautiful verse on any number of subjects, were not seafaring men and had many misconceptions about sailors and life at sea. They had very little or no contact at all with sailors, and believed that the tough tanned mariners they observed on the waterfronts were nothing but harddrinking, weather-beaten roughnecks. Shakespeare, for instance, referred to the sailor in one of his works as a "bawling, blasphemous, incharitable dog," without any "bowels of mercy." Chaucer, in a somewhat kinder manner, describes the seaman as a "good comrade and a standby in any trouble," but still believed he was a "ruffian never without his knife" and if he fights and wins, "he sews his victims in a topsail and dumps them overboard." Other well-known poets have referred to the sailor as a sea-bear or a sea-bulldog who has "a knavish trick of broaching the wine casks in the hold while the captain sleeps." Although it might seem so, not all poetry concern­ ing the mariner's world is unfavorable. Fortunately, there exists a great bulk of poems written by seamen themselves that give a more accurate account of the sailor as a man, and the joys, dangers and hardships of life at sea. However, the vast majority of these seafaring poets, for some inexplicable reason, chose to remain anon­ ymous. Whether they did not desire any recognition or simply wrote the poems for the sake of writing, we will never know—but their poems are excellent verse and deserve high praise. They describe a variety of aspects of the seaman's work, and his innermost feelings as he departs and arrives in port—as he watches a calm sunset on the horizon—as he hurls a sharp harpoon at an oversized whale. The following poem, written by one of these anon­ ymous authors, beautifully describes a departure from port at dusk, on a long voyage: Over the dim blue rini of the sea Comes the pale gold disc of the moon; Ihe topsails slat as we pass the quay, And the yard goes up with a tune. We are ouhvard hound for the west tonight, And the yard goes up with a cheer; And die hells will ring in the town tonight, And the men in the inns will hear. In war the sailor was a fierce and courageous fight­ er, but he never took his opponents lightly—and if he won he did not mistreat his captives or defile tlje bodies of the dead; Broadside after broadside, our cannon balls did fly, The small shot, like hailstones, upon the deck did lie. Their masts and rigging we shot away. Besides some thousands on that day Were killed and wounded in the fray; On both sides, brave hoys. May 1973 Upon retiring to his foc'sle after a long day's work, a sailor will sometimes go through periods of loneli­ ness that a good book or some other hobby cannot arrest. He closes his eyes and his thoughts take him across the thousands of miles of ocean to his home and loved ones: All the sheets are clacking, all the blocks are whining, The sails are frozen stiff, and the wetted decks are shining. The reefs in the topsails, and it's coming on to blow. And I think of the dear love I left long ago. The New Bedford whaling men of the 18th and 19th centuries were a tough, rare breed. They stalked their prey in flimsy longboats with a harpoon their only cushion between life and death. Occasionally, though, a shipmate would be lost in the struggle with one of these black princes of nature, but the whaler's fatalistic outlook on life kept him on a straight course at all times. To be swallowed by the ocean while pursuing his goal was death with honor: Always in the mind of the sailor was the fearful possibility of running aground on some unmarked shallow sandbar, or having the bulkhead of his ship ripped apart like so much cardboard on a hidden coral reef. Many times a mariner would transfer his worries into words after a long watch from the crows nest on a dark night: When shoals and sandy banks appear. What pilot can direct his course? When foaming tides drive us so near, Alas! what fortune can be worse? Then anchors hold must be our stay. Or else we fall into decay. We struck the whale, and away she went, casts a flourish with her tail. But, oh, and alas, we've lost one man, and we did not kill that whale. Brave hoys. And we did not 1^1 that whale. Now, my lads, don't be amazed for the losing of one man; For fortune it will take its place, let a man do all he can. Brave boys. Let a man do all he can. Not all the poetry written by these anonymous mar­ iners was melancholy and serious. Many times a seaman would whip up a chantie, or song, specifically for his shipmates—and they would belt out the tune in deep, low rhythmical voices as they hoisted a topsail or weighed anchor. Their singing kept the heavy jobs aboard ship going at a smooth, quick pace: 0 whiskey is the life of man, 1 drink it out of an old tin can, I drink it hot, I drink it cold, I drink it new, I drink it old. Whiskey makes me pawn my clothes. Whiskey makes me scratch my toes. Returning to port after a long, successful voyage was always a joyous time for a sailor. Some of the finest of these anonymous poems were written on this subject—and they reflect the ease and happy con­ tentment of a man contemplating seeing his family and friends for the first time in months: Now to her berth the ship draws nigh, With slackened sail she feels the tide, Stand clear the cable is the cry, The anchor's gone, we safely ride. The watch is set, and through the night, We hear the seaman with delight Proclaim—"All's well." Page 19 �Digest of SIU TAMPA (Sea-Land), March 12— Chairman Calvin James; Secretary William Seltzer; Educational Direc­ tor Bill Bland; Steward Delegate James P. Barclay. $7.50 in ship's fund. Some disputed OT in engine department. Everything running smoothly. BOSTON (Sea-Land), March 11— Chairman J. M. Duffy; Secretary S. Schuyler; Educational Director N. Reitti. $5 in ship's fund. Vote of thanks to the steward department for a job well done. SPITFIRE (American Bulk), March 1—Chairman Walter Butterton; Secretary M. Deloa; Educational Director E. Gibson. Some disputed OT in deck department. Vote of thanks to the steward department for a job well done. LOUISIANA (Seatrain), March 12 —Chairman G. Coker; Secretary F. Fletcher. No disputed OT. Vote of thanks to all brothers. Next Port San Francisco. DEL SOL (Delta), March 4 — Chairman Richard J. Chiasson; Sec­ retary Robert Long. No disputed OT. Vote of thanks to the steward depart­ ment for good hot meals and a job well done. HOUSTON (Sea-Land), March 4 —Chairman Karl Hellman; Secretary F. Hall; Educational Director C. Hemby. Need $35 for a new antenna for the TV; suggest an arrival pool to get same. Vote of thanks to the steward department for a job well done. Stood for one minute of silence in memory of our departed brothers. Next stop Port Elizateth. VAOTAGE HORIZON (Vancor Steamship)', March 4—Chairman R. Theiss; Secretary L. Gulley; Educa­ tional Director J. Tims. $9.45 in ship's fund. Some disputed OT in deck department. Vote of thanks to the messmen. Observed one minute of silence in memory of our departed brothers. Next port Dakar. STEEL ADMIRAL (Isthmian), March 4—Chairman Billy E. Harris; Secretary J. Temple; Educational Di­ rector Pase. Captain to have cards made out for men going to hospital with name of ship, agencies and hos­ pital in English and the language of the country they are in. Vote of thanks to the steward department for a job well done. SEA-LAND McLEAN (Sea-Land), March 13—Chairman John Hunter; Secretary G. Walter; Steward Dele­ gate Martin J. Lynch. No disputed OT, Vote of thanks to the steward department. AMERICAN VICTORY (Victory Carriers), March 4—Chairman R. Schwarz; Secretary F. Mitchell, Jr.; Educational Director R. Moore; Deck Delegate J. W. Flemings; Engine Delegate W. H. McNeil; Ste­ ward Delegate H. Hollings. No dis­ puted OT, Discussion held on ship­ board safety urging all men to use good judgment and seamanship to prevent accidents. Next port Yoko­ hama. ANCHORAGE (Sea-Land), March 25 ^ Chairman Alexander Zagala; Secretary Oscm- Smith. No disputed OT. Suggestion made to have motioh picture projector placed on board on. next voyage. Page io HOOD (Verity Marine), March 11 —Chairman Simmon Johannssou; Secretary J. Samuels. $41 in ship's fund. No disputed OT. Everything running smoothly. LA SALLE (WatermnnJf March 11—Chairman E. Craddock; Secre­ tary R. Donnelly; Educational Di­ rector B. Hubbart. $93 in ship's fund. Some disputed OT in engine depart­ ment. Everything running smoothly. Next port New Orleans. LOUISIANA (Seatrain), March 4 —Chairman G. H. Coker; Secretary Fletcher. No disputed OT. Vote of thanks to all for keeping the messroom clean. ERNA ELIZABETH (Hudson Waterways), March 11 — Chairman J. Oldbrantz; Secretary C. Ricie. Some disputed OT in deck and engine departments. Stood for one minute of silence in memory of our departed brothers. MERRIMAC (Ogden Marine), March 4—Chairman Fred S. Sellman; Secretary John W. Parker. $6 in ship's fund. No disputed OT. Ev­ erything running smoothly. IBERVILLE (Waterman Steam­ ship), March 4—C^hairman Donald Chestnut; Secretary Harvey M. Lee; Educational Director H. H. Johnson. $1 in ship's fund. No disputed OT. Everything running smoothly. RAPHAEL L. SEMMES (SeaLand), March 4—Chairman Ben Mignano. $90 in ship's fund. No dis­ puted OT. Eveiy^ing running smoothly. NEW ORLEANS (Sea-Land), March 11—Chairman M. Landron; Secretary D. B. Sacher; Educational Director G. Ortiz. $1.67 in ship's fund. Some disputed OT in deck and steward departments. Everything run­ ning smoothly. TRANSPACIFIC (Hudson Water­ ways), March 3—Chairman J. J. Gorman; Secretary R. Buie; Educa­ tional Director Smitko; Deck Dele­ gate G. McCray; Engine Delegate A. F. Reich; Steward Delegate R. Fitzpatrick. No disputed OT. Everything running smoothly. Ships' Meetings BALTIMORE (Sea-Land), March 3—Chairman McGlone; Secretary DiCarlo; Educational Director H. Crabtree. Some disputed OT in deck department. Everything running smoothly. OGDEN WABASH (Ogden Ma­ rine), March 4—Chairman E. C. Wallace; Secretary K. Hatgimisios. Some disputed OT in deck depart­ ment Vote of thanks to the steward department for a job well done. Next port New York. CHARLESTON (Sea-Land), March 4—Chairman Antonios Kotsis; Secretary R. Hernandez; Educa­ tional Director Joe N. Atchison; Steward Delegate Roscoe Rainwater. No disputed OT. Everything running smoothly. SEA-LAND GALLOWAY (SeaLand), March 7—Chairman P. Sernyk; Secretary J. Kent. No disputed OT. Everything running smoothly. WACOSTA (Sea-Land), March 4 —Chairman B. Burton; Secretary V. Perez. $12.05 in ship's fund, ^me disputed OT in engine and steward departments. Everything running smoothly. AMERICAN VICTORY (Victory Carriers), March 11—Chairman R. Schwarz; Secretary F. Mitchell, Jr.; Educational Director R. Moore; Deck Delegate J. W. Flemings; En­ gine Delegate W. H. McNeil; Steward Delegate H. Hollings. No disputed OT. Stood for one minute of silence in memory of our departed brothers. Next port Yokohama. JACKSONVILLE (Sea-Land), March 25 — Chairman Perry Konis; Secretary A. Seda; Deck Delegate C. D. Silva; Engine Delegate A. R. Brania; Steward Delegate Harry L. Collier. Some disputed OT in engine department. Vote of thanks to the steward department for a job well done. YELLOWSTONE (Ogden Ma­ rine), March 25—Chairman James C. Baudoin; Secretary Benjamin Rucker. No disputed OT. Every­ thing running smoothly. Jacksonville Ship Committee On a crystal clear day In the Port of New York, committee members gather topside aboard the contalnership Jacksdnvllle (Sea-Land). They are (1. to r): M. Moore, engine deiogate; C. DeSHva, deck delegate; A. Barbara, educational director; P. KonIs, ship's chairman; and A. Seda, steward delegate. GATEWAY CITY (Sea-Land), March 18—Chairman L. B. Rodrigues; Secretary F. Fraone. $12 in ship's fund. No disputed OT. Vote of thanks to the steward department and to all men for keeping the messhall clean. JOHN TYLER (Waterman), March 10—Chairman Lee J. Harvey; Secretary C. Lanier. $170 in ship's fund. Some disputed OT. Everything running smoothly. GATEWAY CITY (Sea-Land), March 11—Chairman L. B. Rodrigues; Secretary F. Fraone. $12 in ship's fund. Thanks to the chief cook and aU cooks for doing a fine job and cooking extra food for the men. Next stop Port Elizabeth. DELTA ARGENTINA (Delta), March 11—Chairman Frank E. Par­ son; Secretary Dario P. Martinez; Deck Delegate Gordon Lee Davis; Engine Delegate Joseph Nathan Mouton; Steward Delegate Charles Morris Barkins. No disputed OT. Ev­ erything running smooAly. Stood for one minute of silence in memory of our departed brothers. PLATTE (Ogden Marine), March 4—Secretary Clarence V. Dyer. Some disputed OT in deck, engine and steward departments. Vote of thanks to the steward department Next port Balboa, Canal Zone. CHARLESTON (Sea-Land), March 19—Qiairman Antonios Kotsis; Secretary R. Hernandez; Educa­ tional Director Joe N. Atchison; Steward Delegate Roscoe Rainwater. Some disputed OT in engine depart­ ment. Vote of thanks to the steward department for a job well done. MADAKET (Waterman), March 4—Chairman C. A. Bankston, Jr.; Secretary R. W. Elliott; Educational Director V. Yates. No disputed OT. Everything running smoothly. Stood for one minute of silence in memory of our departed brothers. Next port San Pedro. NEWARK (Sea-Land), March 4— Chairman E. Wallace; Secretary J. Utz; Educational Director A. Lutey. $16 in ship's fund. Some disputed OT in steward department. Every­ thing running smoothly. TRANSINDIANA (Seatrain), March 4—Chairman A. Hanstvedt; Secretary D. K. Nunn. No disputed OT. Should have enough money to buy an antenna for TV from arrival pool. RAMBAM (American Bulk), March 25 — Chairman L. Guadamund; Secretary J, Craft; Deck Dele­ gate P. Christopher; Engine Dele­ gate J. D. Revette; Steward Delegate J. M. Gage. Some disputed OT in deck and engine departments. Vote of thanks to the steward department for fine meals. Next port Djakarta. WILLIAM T. STEELE (TeJtas City Tankers), March 27—Chairman T. R. Sanford; Secretary J. G. Lakwyk; Educational Director W. L. Pritchett. $12 in ship's fund. No disputed OT. Everything running smoothly. PORTLAND (Sea-Land), March 4 — Chairman Jose L. Gonzales; Secretary J. Kundrat; Educatidnal Director Dimitrios Poulakis. No disiput^ OT. Everything running smoothly. Next port Elizabeth, N. J. Seafarers Log i �DELTA BRASIL (Delta), March 4—Chairman Paul Turner; Secretary Thomas Liles, Jr.; Educational Di­ rector Edward D. Synan; Deck Dele­ gate William A. Pittman; Engine Delegate Lorie Christman, Jr.; Stew­ ard Delegate Walter Dunn. Some dis­ puted OT in deck department. Vote of thanks to the chief engineer for cooling the water and keeping the air conditioner working. Next port Vera Cruz. CONNECTICUT (Ogden Marine), March 4—Chairman Carl Linevery; Secretary Harold P. Du Cloux; Edu­ cational Director James Chianese; Deck Delegate Guildford R. Scott; Engine Delegate Dairy Sanders; Steward Delegate Webster G. Wil­ liams. Some disputed OT in engine department. Everything running smoothly. Observed one minute of silence in memory of our departed brothers. OVERSEAS ARCTIC (Maritime Overseas), March 25—Secretary S. Segree. $12 in ship's fund. Some dis­ puted OT in engine department. Piney Point graduates gave a speech on Piney Point and all agreed it is very good training. SEA-LAND McLEAN (Sea-Land), March 27—Chairman John Hunter; Secretary G. Walter. No disputed OT. Vote of thanks to the steward de­ partment for a job well done. PENN LEADER (Penn Shipping), March 3—Chairman Bobby F. Gillain; Secretary Alfred Salem. Some disputed OT in deck department. A vote of thanks to the steward depart­ ment for a job well done. CARRIER DOVE (Waterman), March 18—Chairman D. McCorvey. No disputed OT. Vote of thanks to the steward! department ifor a job well done. Observed one minute of silence in memory of our departed brothers. SEATRAIN CAROLINA (Seatrain), March 22—Chairman A. J. Doty; Secretary O. Payne; Educa­ tional Director Henry A. Duhadaway. $96.01 in ship's fund. Some disputed OT in deck department. Everything running smoothly. Stood for one min­ ute of silence in memory of our de­ parted brothers. BETHFLOR (Bethlehem Steel), March 26 — Chairman T. Drobins; Secretary J. Bergstrom; Educational Director R. Gowan. $36 in ship's fund. No disputed OT. Everything running smoothly. OVERSEAS ARCTIC (Maritime Overseas), March 11—Secretary S. Segree. $12 in ship's fund. No dis­ puted OT. Everything running smoothly. Observed one minute of silence in memory of our departed brothers. SAN PEDRO (Sea-Land), March 11—Chairman George King; Deck Delegate B. Schwartz; Secretary Welden O. Wallace; Educational Direc­ tor Charles R. Gilbert; Engine Dele­ gate E. Steward; Steward Delegate J. Tilley. $1 in ship's fund. Purchased two popcorn poppers at $12 each. No disputed OT. Everything running smoothly. MOBILE (Sea-Land), March 18 —Chairman A. Ahin; Secretary W. Sink; Educational Director E. Walk­ er; Deck Delegate William O'Connor. No disputed OT. Vote of thanks to the steward department for well pre-, pared food and service. Next port Philadelphia. LOS ANGELES (Sea-Land), March 4—Chairman Leo Gillikin; Secretary H. Huston; Educational Di­ rector P. Horn. Some disputed OT in deck and engine departments. Letter read from Merchant Marine Library Association. Everything running smoothly. Next port Seattle. FAIRLAND (Sea-Land), March 18—Chairman George Burke; Secre­ tary R. Aguiar; Educational Director George W. McAllpine. Some dis­ puted OT in deck and engine depart­ ments. Vote of thanks to the steward department for a job well done. ARIZPA (Sea-Land), March 17— Chairman R. W. Hodges; Secretary Manuel F. Caldas. No disputed OT. Need some books in the ship's li­ brary. Next port New York. GATEWAY CITY (Sea-Land), March 4—Chairman L. B. Rodrigues; Secretary F. Fraone. $12 in ship's fund. Vote of thanks to cooks for putting out good food. Stood for one minute of silence in memory of our departed brothers. Fairland Ship^s Committee p llj -1 W' • Committee members en the contalnership Fairland (Sea-Und) are ready for another coastwise run to Santo Domingo. They are (I. to r.): K. KatsaUs, educational director; R. Torres, engine geiegate; J. Lang, deck delegate; 8. Burke, ship's chairman; R. Aguiar, secretary-ropier, and F. Motus, steward del^ats. May 1973 Sfeel Seafarer Ship's Committee Back from a voyage to the Far East are the committee members of the Steel Seafarer (isthmian). From the top are: 0. Kelly, educational director; A. Yarborough, steward delegate; V. Poulsen, ship's chairman; L. 0. Pierson, secretary-reporter; C. Hargroves, deck delegate, and R. RIsbeck, engine delegate. OVERSEAS ALASKA (Maritime Overseas), March 11—Chairman Ed­ ward D. Adams; Secretary Edward Dale; Educational Director James Coniono; Deck Delegate Joe Wolanski; Engine Delegate Ronald B. Shaw; Steward Delegate John W. White. No ship's fund. Everything running smoothly. MAUMEE (Hudson Waterways), March 18—Chairman C. Magoulas; Secretary H. Hastings; Educational Director D. Orsini; Deck Delegate J. Sorel; Engine Delegate J. Farmer; Steward Delegate C. Bedell. $30 in ship's fund. Vote of thanks to the steward department for a job well done. WACOSTA (Sea-Land), March 18 —Chairman R. Burton; ^cretary V. Perez; Educational Director D. Manafe. $4.07 in ship's fund. Some dis­ puted OT in engine and steward departments. Everything running smoothly. One minute of silence in memory of our departed brothers. STEEL TRAVELER (Isthmian), March 18—Chairman I. Llenos. $2 in ship's fund. No disputed OT. Ev­ erything running smoothly. Next port New Orleans. RAMBAM (American Bulk), March 5—Chairman L. Guadamund; Secretary J. Craft; Deck Delegate P. Christopher; Engine Delegate J. Revette; Steward Delegate J. Gage. Some disputed OT in deck and en-' gine departments. Everything run­ ning smoothly. WILLIAM T. STEELE (Texas City Tankers), March 6—Chairman T. R. Sanford; Secretary J. G. Lakwyk; Educational Director W. L. Pritchett. $10 in ship's fund. Every­ thing running smoothly. GEORGIA (Seatrain), March 11 —Chairman S. Prunetti; Secretary R. Taylor; Educational Director P. Pinkston. No disputed OT. Vote of thanks to the steward department for a job well done. POTOMAC (Ogden Marine), March 18—Chairman C. D. Merrill; Secretary A. F. Devine; Deck Dele­ gate A. W. Saxon; Steward Delegate M. E. Coleman. Everybody donated $.50 to the ship's fund. Stood for one minute of silence in memory of our departed brothers. Next stop Panama. TRANSONTARIO (Hudson Wa­ terways), March 25—Chairman F. A. Pehler; Secretary E. Caudill. Some disputed OT in deck depart­ ment. Everything running smoothly. Observed one minute of silence in memory of our departed brothers. PENN CHAMPION (Penn Ship­ ping), March 25 — Chairman Bob Birmingham; Secretary Duke Gard­ ner. No disputed OT. Everything running smoothly. SEA-LAND VENTURE (SeaLand), March 18 — Chairman C. Boyle; Secretary F. Carmichael; Edu­ cational Director H. Jones; Deck Delegate Otto Hoppner; Engine Dele­ gate R. May; Steward Delegate J. Spivey. No disputed OT. Everything running smoothly. Stood for one minute of silence in memory of our departed brothers. TRENTON (Sea-Land), March 13 —Chairman James Shortell; Secre­ tary Jack Mar. $33.25 in ship's fund. No disputed OT. Everything running smoothly. Observed one minute of silence in memory of our departed brothers. TRANSONTARIO (Hudson Wa­ terways), March 18—Chairman F. A. Pehler. No disputed OT. Every­ thing running smoothly. Observed one minute of silence in memory of our departed brothers. Next port, Agana, Guam. TRANSONTARIO (Hudson Wa­ terways), March 4—Chairman F. A. Pehler; Secretary E. Caudill; Educa­ tional Director Waddell. Some dis­ puted OT in deck and engine depart­ ments. Everything running smoothly. One minute of silence in memory of our departed brothers. Next port Oakland, Calif. GATEWAY CITY (Sea-Land), March 25—Chairman L. B. Rodrigues; Secretary F. Fraone. $12 in ship's fund. No disputed OT. Vote of thanks to the steward department for a job well done, good food and the chief cook was excellent. SAN JUAN (Hudson Waterways), March 3—Chairman D. Mendoza; Secretary J. Davis; Educational Di­ rector Larry Hart. Some disputed OT in deck department. Vote of thanks to the steward department for a job well done. Page 21 �Money Due Seafarers The following Seafarers have various amounts due them in unclaimed wages for work aboard the SS Bradford Island. They should contact: Steuart Petroleum Company Star Route, Box 227 Finey Point, Maryland 20674 Tel. No. 301-994-2222 You should supply your social security number when claiming wages. Seafarers are advised that the State of Texas, home port for the SS Bradford Island, provides that any wages which remain unclaimed for seven years revert fo the State. O. R. Meffert Nicholas Andreadis Manuel C. Morales Ronald L. Archibald Luis Pagan B. Balerio C. D. V. Parker T. D. Barton M. R. Pavolino J. W. Blan Gordon D. Pillow A1 David Borel D. C. Polite F. D. Bozeman Victor Prado James E. Brewer D. W. Reed Milton G. J. Brousard L. Rogers Henry Bursey R. M. Rome S. J. Carpro H. L. Saucier Troy Savage C. E. Corley C. F. Scherhans C. B. Davis R. E. Sharp E. J. Davis E. L. Shirah James R. Davis Harry D. Silverstein Steve Der Stepanian Irvin S. Spruill James C. Dies R. A. Stadnick W. E. Durden P. C. Stubblefield Billy G. Edelmon Victor J. Tamulis A. P. Finnell Jasper J. Tate Johan Franken A. D. Thompson John B. Gardner, Jr. I. W. Thompson, Jr. J. C. Griffith Albert L. Timmons WUlieB. Guilloiy B. M. Torres L. B. Hagmann R. Villagran C. M.Halligan John Vorchack, Jr. Albert T. Home Douglas C. Ward J. Jones BiU E. Ware E. N. King Joe D. Watson George 1. Knowles, Jr. Jack D. Wise R. K. Lambert Elmer E. Witzke Harvey M. Lee. James Wojack Charles D. Locke, Jr. Allen C.Wolfe D. L. McCorvey Vincent Young Wm. G. MacDonald O. A. Zamora Francis Mclntyre Thomas K. Zebrak Robert W. McNay United Nations at Work On ^Law of the Sea' Complex negotiations got under way last month at the United Nations in an effort to lay the groundwork for a "Law of the Sea" that will govern internation­ al utilization of the world's waterways. One member of the United States delegation called the talks "unquestion­ ably the most' crucial international ne­ gotiations now being undertaken by the United Nations." At stake are not only the abundant economic resources of the sea, whose value is estimated in trillions of dollars, but more importantly, the ability of the oceans themselves to support sea life. There already exists a considerable body of evidence from scientific re­ search suggesting that unless there is effective international regulation of pol­ lution of the seas, the ocean will be poisoned and all living things in it destroyed. As a beginning in heading off such a future disaster, the United States del­ egation proposed during the talks that temporary regulations be established to cover undersea mining until a per­ manent international treaty could be worked out and ratified. In addition, the U.S. delegation pointed out that such an agreement would guarantee the fair­ est possible distribution of derived ben­ efits for the international community. These benefits take the form of coal- Page 22 sized manganese nodules, rich in cop­ per, nickel, cobalt, manganese and some 17 other metallic elements which line millions of acres of the ocean floor— while below the surface are rich min­ eral deposits, including oil, natural gas and thermal heat—a possible future solution to the world energy crisis. When this session of the negotiations ends the talks will reconvene in Geneva for 10 weeks this summer. The hope is that a formal, signed treaty will be reached by 1975. Columbus 'Best Seller' Christopher Columbus' "log book," supposedly used on his voyage to the New World, was sold by a team of flim­ flam swindlers in the ;1890's at $5 a book to Midwesterners and Canadians. The phoney, slim parchment-bound volumes entitled "My Secrete Log Boke" in Elizabethan English and dec­ orated with pasted on shells and sea­ weed, were printed in Germany in 1892 to mark the 400th birthday of Colum­ bus' voyage. The book with other bogus manu­ scripts, pamphlets, poems, plays, news-, papers, letters, novels and signatures is on exhibit at the Huntington Library's display of forgeries, frauds, fakes and facsimiles in San Marino, Calif. fm\ Beparturesi SlU Pensioner Malcolm B. Foster, 62, passed away on Jan. 21 at the USPHS Hospital in New Orleans, La. He was a resident of Tampa, Fla. at the time of his death. Brother Foster joined the Inland Boatman's Union in 1956 and sailed as a deckhand. He was buried at the Garden of Memories Cemetery in Tampa. Among his sur­ vivors is his wife, Cadie. Charles L. Graham, 69, died of heart disease on March 25. He was a resident of Philadelphia, Pa. at the time of his death. Brother Graham joined the IBU in 1960 and sailed as a cook for the Sheridan Transportation Co. He is sur­ vived by his wife, Margery, and his sons, Philip and Charles, Jr. SlU Pensioner David A. Ramsey, 60, died of heart disease on March 11 at the USPHS Hospital in New Orleans, La. He was a resident of Chalmette, La. at the time of his death. He joined the SlU in 1947 in the Port of New York and sailed as able-seaman. He was buried at Greenwood Cemetery in New Orleans. Among his siurvivors is his wife, Inez. Yiocent A. Qulnn, 59, passed away on March 25. Born in Philadelphia, Pa. he resided in Harris, Tex. when he died. Brother Quinn joined the SlU in 1942 in the Port of Philadelphia and sailed as bosun. He was buried at Holy Sepulchre Cemetery in Montgomery, Pa. Among his survivors is his mother, Dolores. John D. Hepfner, 69, died at the USPHS Hospital in Galveston, Tex. on Oct. 23. He was a resident of New Orleans, La. at the time of his death. He joined the SIU in 1962 in that port and sailed in the deck department. He was buried at Morgan Cemetry in Palmyra, N.J. Among his siuwivors is his sister. Myrtle. Edward Angerhanser, 44, passed away on August 6 at the USPHS Hos­ pital in San Francisco. He was a resi­ dent of that city at the time of his death. Bom in New York, he joined the union there in 1960 and sailed in the engine department. Brother Angerhanser was buried at Long Island National Ceme­ tery in Pinelawn, N.Y. Among his sur­ vivors is his daughter, Suzanne. Orazio Farrara, 66, died of a heart attack on March 25. He was a native of Providence, R.l. and resided in Ft. Walton Beach, Fla. at the time of his death. Brother Farrara joined the union in 1947 in the Port of New York and sailed in the steward department. Among his survivors is his sister, Santina. SlU Pensioner Lazaro Eilorin, 67, passed away on Oct. 3. A native of the Philippine Islands, he was a resident of Brooklyn, N.Y. at the time of his death. Brother Eilorin joined fhe SlU in 1938 in the Port of New York and sailed in the deck department. He was buried at St. Charles Cemetery in Pinelawn, N.Y. Among his survivors is his wife, Corazon. Rocco Albanese, 49, died of heart disease on August 27. He was a life­ long resident of Lyndhurst, N.J. Brother Albanese joined the union in 1948 in the Port of New York and sailed in the deck department. He is an Army vet­ eran of World War 11. He is survived by his daughter, Patricia, and his son, Rocco, Jr. SlU Pensioner Ashley T. Harrison, 67, passed away after a long illness on March 23. A native of Kansas, he was a resident of Baltimore, Md. at the time of his death. Brother Harrison joined the SlU in 1939 and sailed as able-seaman. He was buried at St. Stanislaus Cemetery in Baltimore. Hussain M. AH, 32, passed away on March 10. A native of Aden, Arabia, Brother Hussain was a resident of Brooklyn, N.Y. at the time of his death. He joined the SlU in 1970 in the Port of New York and sailed as wiper. He wasTjuried at Oalc Lawn Cemetery in Baltimore, Md. Among his survivors is his brother, David. James P. Kuyper, 44, died in a high­ way accident on March 4. Born in Cincinnati, Ohio, he resided in El Rancho Village, Fla. at the time of his death. Brother Kuyper joined the SlU in 1967 in the Port of San Francisco and sailed in the engine department. Cremation took place at Fairmont Memorial Park in Fairfield, Calif. Among his survivors is his father, James, Sr SlU Pensioner Leon W. Gray, 68, passed away after a long illness on March 1. A native of North Carolina, he was a resident of Chesapeake, Va. at the time of his death. Brother Gray joined the SlU in 1942 in the Port of Norfolk and sailed in the deck depart­ ment. He was a member of the Army Air Corps for six years from 19231929. He was buried at Riverside Me­ morial Park in Norfolk. Among his survivors is his brother, Percy. Daniel PiccereUi, 59, passed away on Feb. 12 at the USPHS Hospital in Balti­ more, Md. He was a resident of Phila­ delphia, Pa. at the time of his death. He joined the SlU in 1948 in the Port of New York and sailed in the steward department. Cremation took place ^ London Park Crematory in Baltimore, Among his survivors is his sister, Elizabeth. SlU Pensioner John A. Schmidt, 65, passed away after a long illness on April 5. He was a resident of Chicago, m. at the time of his death. He joined the SlU in that port in 1961 and sailed in the engine department. The Great Lakes Seafarer was buried at St. Boni­ face Cemetery in Chicago. Among his survivors is his sister, Christina. Crescendo G. Dawa, 68, passed away on March 21. A native of the Philippine Islands, he was a resident of Cheltenham, Pa. at the time of his death. He joined the IBU in 1960 and sailed for the Independent Pier Towing Co. Brother Dawa was buried at Holy Sepulchre Cemetery in Montgomery County, Pa. Among his survivors is his wife, Amelia. SlU Pensioner Rangwald J. Christensen, 80, passed away after a long illness on March 8. A native of Norway, he was a resident of Philadelphia, Pa. at the time of his death. He joined the Inland Boatman's Union in 1960 and sailed as a deckhand. Brother Christensen was buried at St. Peter's Cemetery in Philadelphia. Among his survivors is his wife, Veronica. Ciaudlo Pineyro, 59, passed away on April 12 after a long illness at the USPHS Hospital in Baltimore. A native of Uruguay, he was a resident of Balti­ more at the time of his death. He joined the union in that port in 1947 and sailed in the deck department. He was buried at Lakeview Cemetery in Bal­ timore. Among his survivors is his daughter, Wanda. SlU Pensioner Albert Sinclair, 80, died on June 27. A native of the British West Indies, he was a resident of New York City at the time of his death. Brother Sinclair joined the SlU in 1939 in the Port of New York and sailed in the steward department. He was buried at Ferncliff Cemetery in Hartsdale, N.Y. He is survived by his sister, Rosmin, and his brother, Wignal. Seafarers Log I �.•n";;-r V /mekk. T j^'-' r\^ / ? '4 • j/ ' .'J ::ri >>*"••• 1 he SIU-IBU Vacation Center opened on May 18 at the Lundeberg School and the vacation period will extend through September 9. SIU and IBU members and their families will have reservation priorities up to a maximum of l4 days, and reservations will be confinned on a first-come, firstserved basis. A variety of activities will again he available includ­ ing boating, swimming, fishing, bike-riding, moonli^t cruises and nightly movies. Entertainment wfll he pro­ vided nightly in the Anchor Lounge, and a cardroom and TV room will also be available. All requests for reservations must be in writing. Each application should contain a first choice of dates and a second choice. Confirmation of all reservations wfll be by letter from the Vacation Center. \ B^ause of the expanded educational and vocational ' programs at the Lundeberg Schdol, half of the housing I facilities will be utilized by SIU-IBU membersattending various upgrading and academic programs. This makes it necessary to limit the vacation periods to two weeks, f Following are the room prices for SIU and IBU members and their families: Single Room: $8.00 per day. Double Room: $10.50 per day. All meals will be served cafeteria-style in the Anchor Dining Room. Prices for meals will he: Breakfast: $1.50 for full meal. Lunch: $2.50 for full meal. Dinner: $3.50 for full meal. j,. Partial meal and a la carte menus wfll also he i avaOahle. Reservations are now beingaccepted, and if you plan to vish the Vacation Center, send in the coupon on this page as eariy as possible to insure your reservation i I ii • i(", ^ " v.'- , Harry Lundeberg School of Seamanship J Piney Point, Md. 20674 j I am interested in applying for reservations at the Seafarers Vacation Center I (First Choice) I My party will include Please send confirmation. •» f '' I adults and children. Name Signature Book No. Address City State Zip Code May 1973 Page 23 �SEAFARERS LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION » ATLANTIC.GULF, LAKES AND INLAND WATERS DISTRICT AFL CIO Ndtional Maritim© Council Since Us inception in 1971, the NntiomU Maritime Council to brought together maritfane iahor unions, shippmg companim tmd flie U.S. government in order to better enable these three g">ui^o budd stronger, more viable American shipping industry—an industry capable of competing with the other merchant fleets of the world. The Council stresses that when cargo is shipped Amencra, 71 cents of each dollar used for the shipping remains in the U.S. and thus helps this nation's economy and her balance of payments. ... A non-profit organization, the Council is striving **to provide ims FLAG V »' V f, tv ' /r^ -i . 4 - t '#siyiSi5ii^¥& ^ * -• :•• ' — i < h-.e--,"' I *- -s - ' -V!. • 'M/ XT ' - '^AR|T\V^^ . m^m WA o SS? aHlfe ^ ' i- ' • i , >»r' > - . iT, Y < IV •* ' ' immm- K> '•. •'.;• >.•••*.. , vf>;••;''"irA- '.•::iT,\ ^ - V A, I ' y ^ -^-r' * ; • porters and exporters alike, shippers and consignees and their agents the most efficient, most economical and most dependable ocean transpor­ tation system possible." To achieve these goals, the Council has instituted a number of programs. Among these are unity dinners and seminars in major cities where importers and exporters are brought together with representatives of all segments of the maritime industry. "Task force units" have also been set up consisting of top officiate from the Council's member organizations. These men and women visit business executives in order to show them the dependability and con­ venience of using U.S.-ffag ships. . « Also, through advertising and public relations work, the Council conveys its message to the general public. s S: •: ^aiii .. SlSS^p:>9# <•- ?' � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource May 1973 Description An account of the resource Headlines: NIXON ASKS TRANS-ALASKAN PIPELINE CONSTRUCTION NATIONAL MARITIME DAY FOUR STUDENTS RECEIVE $10,000 SIU SCHOLARSHIPS PREVIOUS SCHOLARSHIP WINNER GRADUATES WITH TOP HONORS SIU URGES HOUSE COMMITTEE SUPPORT TO HALT THE CLOSING OF 8 HOSPITALS AFL-CIO BACKS OIL TRANSPORT BILL; SEEKS END TO FOREIGN TAX CREDITS APPLICATIONS COMMITTEE ELECTED GRIFFITHS-KENNEDY BILL RECEIVES SIU BACKING HEW IS VAGUE ON THE TRANSFER OF PHS PATIENTS IN CLOSINGS CELESTIAL NAVIGATION ADDED TO UPGRADING PROGRAM SEAFARER ASHLEY EARNS QMED, HIGH SCHOOL DIPLOMA THE OCEAN IS COMING TO TULSA, OKLA. MARITIME DAY SET FOR MAY 22 28 TOWBOAT OPERATORS ACHIEVE CG LICENSES 100 PERCENT SUCCESS VETERAN CREW PRAISES HLS GRADS IBU MEETINGS PROVIDE FORUM SEATRAIN FLORIDA SIU BOSUNS RECERTIFICATION PROGRAM USPHS - THE INTENT IS CLEAR 74 SIU VESSELS ARE WINNERS OF AMVER AWARDS ST. LOUIS MATERNITY BENEFIT SOCIAL SECURITY INCREASED FOR DELAYED RETIREMENT USS CONSTITUTION OLD IRONSIDES THE 'ANONYMOUS' SEAFARING POETS UNITED NATIONS AT WORK ON 'LAW OF THE SEA' SIU-IBU VACATION CENTER OPENS Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 5/1/1973 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXV, No, 5 Creator An entity primarily responsible for making the resource Seafarers Log 1973 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/d3e11d559b1520d63b8e302dfa6a4ad8.PDF 9fcc1387d15224b3d6f403c2f9fd665f PDF Text Text •- TheSL-7's> L p [n, Galloway, Commerc^ Trade, ^tchange. With More to (^omel 1 'mmmm tnmmmmmmmf B -MM H: w$m-- i? «3 0 fe: I ' y^, y' ''' ' .1 I ' 'r\fl ' - '' - ^ ^ « ^ ' • • P' • SHIf &c It; St • Ife t' ^ '/ ^ j; r ; �Confer on IBU Upgrading Programs at Piney Point Management leaders representing the leading towing and barge line compan­ ies on the inland waterways, the Gulf Coast and the East Coast met with the officers and staff of the Inland Boat­ men's Union and the Harry Lundebeig Sdhool earlier this month to review a new educational program developed to upgrade the sldUs of tugboat and towboat orewmembers, and to provide broader oppertiuiiies for IBU members to advance to higho-ratings. A Joint Towing Industry Omumttee on Training was set up fdlowing Che two-day meeting to assist the school in continuing and up-dating the overall training program which was discussed and approved at the conference. Representing the Inland Boatmen's Union on the advisory committee are Paul Drozak, national director of the IBU and vice president of the SIU; Gordon Spencer, representing the IBU on the East Coast; James Martin on the Gulf Coast, and Charles Mollard on the inland waterways. Representing management are Rich­ ard R. Miller, National Marine Serv­ ices, St. Louis, Mo.; Donald D. Wilson, G&H Towing Co., Galveston, Tex.; William Davis, Dixie Carriers, Harvey, La.; James Harrell, Allied Towing, Norfolk, Va.; Jack R. BuUard, Inland Tugs, Inc., Jeffersonville, Ind., and Hugh Howard, Interstate Oil, Philadel­ phia, Pa. During the meeting. Hazel Brown, president of the Lundeberg School, and other staff members detailed the various training programs which have been de­ veloped and were assured of the full cooperation of management representa­ tives in supporting the program. One segment of the new program— designed to license qualified towboat operators under regulations recently promulgated by the Coast Guard—^has already begun, and the first class suc­ cessfully completed their examinations April 3 and received their licenses. The second class is now preparing for their examinations at the SIU-IBU Upgrad­ ing Center. Designed as a career program, the school's training facilities will recnut young men from the ports and dti^ al(»g the inland waterways and the Gidf and Atlantic Coasts for klenuve fourweek deckhand pnigranM. Tlie fmmg men wiH also be offered the opportun­ ity of classroom and on-the-job train­ ing as cooks. This program is scheduled to begin May 7 at the Lundeberg Sdiool. Upgrading programs to offer the ex­ perienced deckhand the opportunity to upgrade to licensed operators and tankermen will also begin next month. Other programs for master, pilot and engineer licenses are being formulated and will begin in die next few months. IBU National Director Paul Drozak emphasized the manpower needs of the towing and tugboat industry as well as the need to bring stability to the indus­ try. He said: "The effectiveness of the towing in­ dustry ne^es ffie joint effort of both aumegbbOH and lefror on ttMSse juoblems which affect the stability and fu­ ture of the industry. The committee which has been established to deal with one important part of this necessary joint effort—training and upgrading— can serve as a basis for a whole range of cooperative effort which will benefit our members and the industry as a whole." Two-week training programs for river operator, inland waterway oper­ ator, oceans (not more than 200 iniles offihore) operators, and ocean oper­ ators have been prepared by the staff of the Lundeberg School and will begin May 3. (See page six for eligibility re­ quirements a^ application form.) The feikMring coiapanies weie rep- nemmd M tbe mmetiH: G ft H Towing Ck>., Oufitf Bay Towing C!o., Federal Barge Lines, Natimial Marine Service, Interstate Oil, Great Lakes Towing, Norfolk Towing and Lighterage, Inc., Dixie Carriers, Inc., Puget Sound Towing Co., Allied Towing, Inland Tugs, Inc., Steuart Transportation, C. G. Willis, Inc. and Express Marine, Inc. Representatives of the Inland Boatmen's Union and the staff of the Harry Lundeberg School outlined the new programs developed to train and upgrade the skills of tug and towboatmen to the leaders of the major towing and barge line companies. From left are James Tallant, HLS instructor; Robert Kalmus, director of vocational education; Mike Sacco, MLS vice president; Hazel Brown, president; Paul Drozak, IBU director and SIU vice president; Charles Mollard, IBU coordinator from Transportation Institute in Washington; Margaret Stevenson, director of academic education; and Gerry Brown, Piney Point Port Agent. the PRESIDENT'S REPORT: National AAaritime Council-Working Together Paul Hail m Seafarers have been hearing a good deal lately about an organization called the Na­ tional Maritime Council. This is a coalition of maritime labor, maritime management and the government working jointly to help promote the U.S. Merchant Marine and to secure more cargo for American-flag ships. The Council was set up under the auspices of the Maritime Administration. In this industry, the National Maritime Council is a unique development and indica­ tive of a new willingness on the part of all elements of the industry to work in concert in the common interest. The Council is becoming an important vehicle in helping to consolidate the ob­ jectives of the industry—to build a merchant marine better able to participate in the car­ riage of our nation's foreign commerce. To this end, the Council has been talking to shippers all over the country about the advantages of using American-flag ships. It has held seminars and dinners in scores of cities across the land—Memphis, New Or­ leans, Adanta, San Francisco, Seattle, Min­ neapolis, Buffalo, to name a few—at which maritime spokesmen from both labor and management appeal to shippers to use the American merchant marine. The Council also sends teams to the head­ quarters of leading export companies to ex­ plain the need to ship American. What the Council is doing at these meet­ ings is telling the shippers what benefits ac­ crue to them and the nation if they use the U.S. Merchant Marine. One thing that is pointed out, for example, is that 71 cents of every dollar spent in shipping on American-flag ships remains in this country, making an important contribu­ tion to the national balance of payments and to the national economy. The Council also teUs shippers about the advantages of the nation's stringent ship safety laws which serve to protect their cargoes in transit. In addition, the operating efficiency of American ships and their crews, and how the American merchant marine serves as a vital link in our national defense system, are also stressed. In short, this is a working coalition oper­ ating effectively with the support of the Maritime Administration. The Council is an excellent medium for the exchange of views, for the discussion of common problems and their possible solutions. Above all, the Council seeks cargoes for our ships and the more cargo we have, the more ships will be in operation and the more jobs will be available to Seafarers and work­ ers in all phases of the maritime industry. Because of this, the work of the National Maritime Council is vitally important to every Seafarer. This mutual effort to secure more cargo for American-flag ships is nec­ essary if Seafarers are to have the decency and dignity that go hand-in-hand with job security. The effort must continue, too, if the U.S. Merchant Marine is to grow and function as an integral part of our nation's transport network. The National Maritime Council rates the support of everyone concerned with the well being of this industry and the people who work in it. Change of address cards on Form 3579 should be sent to Seafarers international Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, New York 11232. Published monthly. Second Class postage paid at Brooklyn, N. Y. Vol. XXXV, No. 4. April 1973. Page 2 Seafarers Log �Rotterdam to New York: . - f • r Sea-Land Commerce Completes Maiden Voyage .nother long, lone, sleek SL-7 ship shin was wns Another added to the SIU's fleet of contracted vessels on Apr. 6 when the Sea-Land Commerce smartly completed her maiden voyage from northern Europe to her American berth at Port Eliza­ beth, N. J. ChriEtened Mar, 8 in Bremen, West Germany, the 946-foot long containership traveled up to Bremerhaven, West Germany and then sailed to Rotter­ dam, the Netherlands, from where she departed for the U. S. on Apr. 1. Capable of carrying 1,096 35-foot and 40-foot containers, the Sea-Land Commerce can reach a top speed of 33 knots. Her sistership, the Sea-Land Gal­ loway established a transatlantic speed record on her maiden voyage in October of 1972. The Sea-Land Commerce will service the North Atlantic trade while the SeaLand Galloway will be transferred from her present run to the transpacific trade. Another SL-7 sistership, the Sea-Land McLean, which was christened in Sep­ tember 1972, will remain in North At­ lantic service. Two more SL-7's were christened this month in northern Europe, the SeaLand Trade and the Sea-Land Ex­ change. Both ships will join the SeaLand Galloway on the Far East run. These five ultra-modern vessels will be joined by three more SL-7's by the end of this year. All are SlU-contracted and all mean more jobs for Seafarers. Because these ships are so up-to-date they require sharp skills on the part of all crewmembers. The SIU has Initiated special programs at its Lundeberg School of Seamanship in Piney Point, Md, to provide Seafarers with the latest ,,cx ^ The new containership Sea-Land Commerce, on her maiden voyage from Rotterdam, glides gracefully Into Port Elizabeth N.J., earlier this month to join the company's big SL-7 fleet before returning to Europe. training needed to handle their jobs on board the SL-7's and the other highly modern ships coming off the ways to­ day. The Sea-Land Exchange was chris­ tened Mar. 6 in Rotterdam, while the Sea-Land Trade was christened Mar. 23 in Emden, West Germany. The Sea-Land McLean and the SeaLand Commerce will operate in the North Atlantic trade on a 14-day round trip basis. One ship will leave Bremerhaven and Rotterdam each week, while the other leaves New York the same week—each returning to their respective ports the following week. Smaller ports will be served by relay vessels on schedules timed closely with the arrivals and departures of the express vessels. Among these other ports in and near the U. S. are: Boston; Philadelphia; ~ Baltimore; Portsmouth; Charleston; Jacksonville; Miami; San Juan, as well as Long Beach, Oakland, and Seattle. On the other side of the Atlantic there will be relay service with Le Havre, France; Felixstowe and Preston, England; Grangemouth, Scotland; Go­ thenburg, Sweden, and Aarhus, Den­ mark. SIU's Scholarship Commi'ttee Meets A committee of six scholars met at Piney Point, Md. on Apr. 8 to select this year's SIU scholarship winners^ Announcement of the winners will be made shortly and will be announced in an upcoming issue of the LOG. Each winner will receive a $10,000 scholar­ ship. The committee—consisting of schol­ ars from different parts of the country —will make their selections after a care­ ful review of the academic and personal records of the 24 applicants. The Scholarship Awards Committee members are: Dr. Charles O'Connell, director of admissions. University of Chicago; Dr. Elwood C. Kastner, dean of registration. New York University; Richard M. Keefe, director of admis­ sions, St. Louis University; Charles Lyons, president of Fayetteville State University; Miss Edna Newby, assistant The SIU Scholarship Awards Committee met at the Lundeberg School In Piney Point earlier this month to make their selections for the 1973 four-year college scholarships. From left: Dr. Charles O'Connell, director of admissions, Univer­ sity of Chicago; Dr. Elwood C. Kastner, dean of registration, New York Univer­ sity; Richard M. Keefe, director of admissions, St. Louis University; Charles Lyons, president of Fayetteville State University; Edna Newby, assistant dean of Douglass College, Rutgers University; and Charles Logan, American Arbitra­ tion Association. At right is Charles Fadem, deputy administrator of SIU Plans. April 1973 dean of Douglass College, Rutgers Uni­ versity; and Charles Logan, American Arbitration Association. Each of the winners will be able to use their scholarship in any accredited U.S. college to pursue any course of study. The SIU Scholarship Program is recognized as one of the best, "no strings attached" plans in the country. Since the inception of the program in 1953,98 men and women have received SIU scholarships. Of them, 26 were Sea­ farers and 72 were the children or de­ pendents of Seafarers.. To be eligible for "a scholarship, a Seafarer must have at ICast three years seatime aboard SlU-contracted ships and must be under 35 years of age. Any dependent of a union member who has this seatime is also eligible if he or she is unmarried and under 19 years of age. High School grades and scores achieved on either the College Entrance Examination board tests or the Ameri­ can College Tests, are among the cri­ teria used by the committee in selecting the winners. Realizing the ever increasing costs of a college education, the union raised its scholarship award from $6,000 to $10,000 in 1971. The money is payable over a four year period at $2,500 an­ nually. The first maritime union to offer scholarships, the SIU has consistently shown its interest and concern with edu­ cation. For instance, at present there is also available to all members the Gen­ eral Educational Development program conducted by the SIU's Lundeberg school at Piney Point, which enables Seafarers to get a high school diploma. Seafarer Earns Gallon Club Pin SIU Medical Director Dr.Joseph Logue, left, congratulates Brother Bernard Krogman upon his entry to SIU's Gal­ lon Club, as Nurse Cheryl Edel looks on. The Great Lakes Seafarer joins 13 other SIU members. Change of Address Seafarers are advised that the new address of the SIU's Wilming­ ton hall is: 510 N. Broad St. Wilmington, Calif. 90744 Telephone: 213-549-4000 Page 3 �Carried 20,6 Million Tons Adm. Chase: U. S. Merchant Marine Needs Larger Share of World Cargo Military Sealift commander Rear Adm. John D. Chase in a recent speech , ^ to Tulane University's Institute on For"T eign Transportation Md Port O^r'< t^ .. ...:. atlons m New Orleans declared that last s.-'' . • year MSC carried more than 20.6 mfl. lion tons of cargo and delivered 19.2 v million tons of petroleum products. He emphasized that if the merchant '*• marine is to survive, it must secure a larger share of world cargo. Adm. Chase also said MSC spent $863 million in 1972—82 percent of ^ that being paid to the commercial sea transportation industry. «ns— The Military Sealift Command, manned by Seafarers on SlU-contracted ships, maintained a high level ^ of performance last year with the tank­ ers Erna Elizabeth and Taluga gaining high praise for refueling support of both U.S. and NATO Navy units, Adm. Chase said. Further, he said, that he'll be looking forward to improvement in the mer­ chant marine in 1973. "During the long years of war in Vietnam," the admiral added, "MSC ships were the lifeline linking factory and field in the United States with Heading home to her base in Subic Bay, the SlU-contracted tanker Taluga troops in the field. Among commodities completes a day's work for the MSC, refueling U. 8. Navy ships off South delivered were tanks, trucks, helicopVietnam. ters, generators and fuel to power them. fighting ships of the 7th Fleet in Vietbig Very Large Crude Carriers, We supplied the ammunition our innamese waters. VLCCs. Contracts have been let for a fantrymen and Air Force-Navy strike The MSC commander said it is necnumber of LNGs—liquefied natural gas forces consumed in great amounts. We essary to have ships which can operate carriers—^which are needed to help prodelivered cement, road building gear, in the austere environments which exist vide the energy sources the country and rock for reconstruction of Vietnamin wartime—while providing economirequires, ese roads. And drugs and medicines, cal and efficient sealift in peacetime. TJ JJ j u food and clothing, supplies and recreaThat means MSC must have ships He added even b^ges now come m tion gear also came by sea. So did steel which can operate over the beach, in ^8 sizes. Ship-sized ocean-gomg tu^ landing mats for airfields carved out of shallow waters and over inland water"^rge syst^s now include ^ges wiA jungles, and electronic gear to handle ways. They must be working elements "P 30,000 tons capacity. Each is Ae the important communications mission. of the existing intermodal distribution equivalent of two World War II T-2 ••Before the ceasefire when the South sy«en, so that MSC can use them when 'ype tankers. Barges also are an integ.^ VieSarse ^ are no hostilities. He saitl MSC £ ™ maritof fndi'S" ment they batiiy needeti, MSC ships » Twenfy three barge carriers — some moved 75 percent of the cargo rushed end of World War II the LASH—now are under construction, or toe. At the same time we were returnWar II Ae operation. The LASH-which means mg heavy lift items such as nver boats, " omcer pointed out, tne Umted i;-u. _ ohnarH chin Hft« hnac harwpc LCMs aid LCUs for the Navy. Dam: States had some 3,500 merchant type bv^ of a Zt flopH vphirlpc and pnninmpnt WPTP ^hips. "We now have less than 600 ac'"r. ^r ^® aged vehicles and equipment were vessels Another 575 arp in the rp crane. The crane also moves them formoved by sea to repair depots at Okiy^^seis. Another h /h are m the renawa and other locations. In short, that However, only about 130 and places them m ship cells, which we had delivered to Southeast realistic potenThese 23 ships could carry 1,322 Asia over the years, which could not be emergency use." barges at a time—which means a payused, was returned to the States or other ® startling, he said, is the fact load of a half million tons. U.S. controlled locations. It was done in U.S. flagships carry less than six „ advanIhe interests of efficiency and economy." '"<>=• "As you ,age of the olntK ffie LASH "to Chase continued by saying that MK: » '""8 way to go to ™ tankers-sailing from Ar«ie to Antarc8oal rf 17 percent" R° P °° ti&_and in mnct of thp CPHC nf thp On containenzation Chase said in the i ® miiitwy tic-—and m most ot the seas of the rinitpd Statpc intprp^tc shorthand for the Barge Transportation world pump petroleum products into . invested more than $7 5 billion in Appraisal Program. Working with the tanks ashore. They unload by use of off^ f invested more than $7.5 billion in commanders in chief of the maior overshore buoys, or into barges ihieh enter —^ " rSIn^ato with AZK ports they cannot. And they refuel carnprcpnt nf linpr tvnp Marine and Air Force representatives, ners, destroyers, and all of the other In 1968, only 28 percent of liner type MSC is moving manv tvoes of cargo in cargo on the North Atlantic was carmoving many types oi cargo m O 1 I AM r\ ried in boxes. In 1971, the figure was barge carriers—across the oceans, up OBCk VVBOeS Due ^8 percent. In the Pacific-Far East and down rivers, and m coastal waters. ^ trade, the percentage rose from 6 to 32 carried includes ammo, foodThe Seafarers listed below are due in the same period. For all trade routes, vehicles, and household unclaimed back wages as of April 1, container cargo carried bv liners totaled learning how to best load 1973 from Texas City Tankers Corp., 10 mifiion tons in 1971 It was only 1 7 °'^"y ^yP®® P.O. Box 1271, Texas City, Tex. million tons in 1968. "The trend is obenvironment, the admiral pointed 77590. vious," he said. .... To receive the wages due write to He noted that U S flagships carry 40 Other new ships coming into the inFrank Greathouse, chief marine acpercent of the world's containerized countant of the company, at the above trade. "Our innovation and our inregeneration of the merchant maaddress or telephone 713-945-4451 for vestment—in this mode of sea transport information. are paying dividends" instance, have a productivity equal Estes, F. W 464-80-0867 Adm. Chase said the trend toward ^50 or 350 of the older ships. Graham, K 449-60-9083 specialized, highly-productive, fast, Finallyj the MSC chief concluded, Lester, C. L. 439-52-6648 king-sized ships is evident in other "we who represent the military transScherhans, C. 079-05-2501 areas. Tankers now being built range portation industry must do all that we Spurgeon, L. A 293-36-5459 from 80,000 to half-a-million deadcan to stimulate the growth and viability Stegall, H. 457-42-2912 weight tons. Also planned are huge oilof our merchant marine. It is indeed cur Williams, J 563-10-8472 bulk-ore carriers—OBOs—and equally fourth arm of defense." Page 4 SIU Aflantic, Gulf, Lakes & Inland Waters Inland Boatinen's Union United Industrial Workers PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS 675 4tii Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich. . 800 N. Second Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 842-4716 BUFFALO, N.Y... .290 Franklin St. 14202 SIU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, ILL... .9383 Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio. 1420 W. 25th St. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3d St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287, 415 Main St. 49635 (616) EL 7-2441 HOUSTON, Tex 5804 Canai St. 77011 (713) WA 8-3207 JACKSONVILLE,FIa. .2608 Pearl St. 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. . 1 South Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3d St 23510 (703) 622-1892 PADUCAH, Ky. /: i . 225 S. 7 St. 42001 (502)443-2493 PHILADELPHIA, Pa..2604 S. 4th St. 19148 (215) DE 6-3818 PORT ARTHUR, Tex. 534 Ninth Ave. 77640 (713) 983-1679 SAN FRANCISCO, Caiif. 1321 Mission St. 94103 (415) 626-6793 SANTURCE, P.R..1313 Fernandez, Juncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash. .. .2505 First Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4577 Gravels Ave. 63116 (314) 752-6500 TAMPA, Fia 312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St. 43604 (419)248-3691 WILMINGTON, Calif. .. .510 N. Broad St. Wilmington, CaUf. 90744 (213) 549-4000 YOKOHAMA, Japan Iseya BIdg., Room 810 1-2 Kaigan-Dori-Nakaku 2014971 Ext. 281 n Seafarers Log �SlU's 10"Year Fight Lakes Jobless-Pay Bill Passes Ohio House 82-13 Irt h { The lower house of the Ohio Legisla­ ture voted 82-13 early this month to make Great Lakes seamen employed by Ohio-based shipping companies eligible for the same unemployment compensa­ tion coverage already available to other Ohio workers. The bill must now go to the Ohio Senate for its vote and then to Governor Gilligan for signing. Ohio is the only state bordering the Great Lakes that still discriminates against seamen in the payment of unemployment benefits. The SIU, facing opposition from op­ ponents of extending coverage to sea­ men, has fought for passage of the cur­ rent bill and previous bills introduced over the last ten years. Example of two Great Lakes seamen living in the same area in Toledo but employed by two different shipping companies, one based in Minnesota, the other based in Cleveland. "The Toledoan working for the ship­ ping company based in Minnesota can draw unemployment benefits from the State of Minnesota anytime he is laid off, but his neighbor cannot collect be­ cause his employer is based in Ohio," emphasized Rep. Jones. State Senator Howard Cook (R-Toledo) has introduced a bill in the Ohio Senate which contains the same provi­ sions contained in the House bill spon­ sored by Rep. Jones. Under the current Ohio law, seamen can only qualify for benefits during the 40-week shipping season that begins the last week of March. No credit for eli­ gibility is given for the 12-week "off­ season" period and any benefits paid by the end of the 40-week season are sus­ pended until the following season be­ gins. Ice Breaker Offers Year-Round Passage State Representative Casey Jones (D-Toledo), sponsor of the new bill, says that his legislation recognizes that Great Lakes shipping is becoming a "year-round business" and that Ohio should no longer deny year-round un­ employment benefits to seamen. About 3,200 maritime workers, in­ cluding Seafarers, are employed on 80 ships operated by companies based in Ohio. As an example of the manner in which the present law discriminates against seamen, Rep. Jones cited the A $82,000 contract to develop a mechanical ice breaker device to clear rivers, lakes and bays has been won by Arctec Inc. of Columbia, Md., a cold regions research and engineer design firm. Coast Guard headquarters an­ nounced. The Coast Guard thinks the ice breaker could keep the Great Lakes and northern rivers open to navigation the year-round. The self-powered device is shaped like a barge with three ice cutters in front that carve slots in the floe that are cracked by the hull and forced down and under the channel edge. Tests of the ice breaker in 4-6 inch ice is under way on Pennsylvania lakes. If a success, the Coast Guard will build a prototype craft for demonstration. Last Coal Burner Tug Anchors At Museum 'The last remaining coal-buming, steam-powered tug on the Pacific Coast, the 135-foot Hercules will be preserved at the San Francisco Maritime Museum State Historic Park. The museum pier on Hyde and Polk Streets features a collection of old ships recalling the city's maritime past. The Hercules, last of a type of tug that was once common on the West Coast, was built in Camden, N.J., in 1907 by John H. Dialogue & Sons. The tug sailed to the Pacific soon after being launched to tow big sailing ships in and out of San Francisco Bay. With her sister tug, the Goliath, she also towed log rafts from the Pacific North­ west to Los Angeles and San Diego. At first a coal burner, the Hercules was converted to oil by the Western Pacific Railroad which operated the tug for many years. In 1962 she was bought by John Seaborn of San Francisco. The tug has a 26-foot beam and draws 14 feet. She carried a crew of 15 as a coal burner. The one-stack Hercules with her sister tug Goliath (background) on the Dela­ ware River at the turn of the century prepares to steam out for California. April 1973 By B. Rocker House Hearings on MarAd Activities Rep. Leonor Sullivan (D-Mo.), Chairman of the House Merchant Marine and Fisheries Committee, recently held hearings on the activities of the Maritime Administration. Chairman Sullivan had indicated earlier this year that she would study the problems of the maritime industry in an attempt to improve the general health of the U. S. merchant marine. Robert Blackwell, Assistant Secretary for Maritime Affairs, testifying for MarAd, stated that more than $1.7 billion in federally assisted contracts have been awarded since the 1970 Act was passed. He also described MarAd's efforts in cargo promotion in order to attract more American shippers to the use of American-flag ships. Through their research and development program, MarAd hopes to develop new technology to make U. S. ships more competitive, Blackwell said. Maritime Authorization SIU representatives testified before the House Merchant Marine and Fisheries Committee in favor of the 1974 budget authorization for the Maritime Administration, H.R. 5449. Under the provisions of the Merchant Marine Act of 1970, the goal is to build 300 new ships in the next ten years. With funds authorized in H.R. 5449, new ships can be built to replace and supplement those in our shrinking U. S. fleet. When a bill is introduced to authorize a program, it is referred to the appropriate committee, where the members may amend it on the basis of their expertise or testimony from interested parties. If it is passed by both houses and signed by the President, an appropriation bill is necessary to provide funds to carry out the authorization. As many as 17 contracts are expected to be signed by MarAd in fiscal year 1974, among them, six LNGs and five or more large tankers. These contracts will generate new jobs for workers in shipyards as well as jobs for seamen to man the ships and dockworkers to load and unload them. If the agreement with the Soviet Union is continued, additional operating differential subsidy funds will be needed to cover grain shipment. We also need large-scale oil tankers to transport oil from our foreign suppliers, mainly in the Middle East. As our demands grow, it is vital to U. S. security, economy and defense to have the shipping capability to carry our oil imports. It puts us in double jeopardy to rely on a foreign supply and foreign carriers. Trans>Alaska Pipeline Right-of-Way Hearings have been held in the Senate Interior and Insular Affairs Com­ mittee, chaired by Senator Henry M. Jackson (D-Wash.) on rights-of-way across public land. The hearings were prompted by a Circuit Court of Appeals decision that the Interior Secretary lacked authority to grant a ri^t-of-way wider than 25 feet on either side of the proposed Trans-Alaska pipeline. The purpose of the hearings is to grant a right-of-way for the 48-inch pipeline, but would also apply in the future to gas, water, electrical and communication lines across Federal lands. The SIU strongly supports building of the Alaska pipeline with greatest possible speed. The merits of routing the pipeline through Alaska will be considered in other bills at a later date. If the right-of-way is not permitted, another bill will have to be passed to eliminate fixed limit right-of-way widths. The pipeline project has been held up by environmentalists on the grounds that it will destroy wildlife. Meanwhile, demands for energy continue to increase. If oil from Alaska's North Slope can be made available, it will help meet the demands and will decrease U. S. dependency on the supply from the Middle East. Seafarers are urged to contribute to SPAD. It Is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. Pages �B. 6 months seatime as Third Cook or Assistant Cook, 6 months as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Cook and Baker and CWef Cook Training Courses at the Lundeberg School or; C. 12 months seatime as Third Cook or Assistant Cook, 6 months seatime as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training Programs. D. 12 months seatime as Third Cook or Assistant Cook, 12 months seatime as Cook and Baker and 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. Upgrading-Deck Able-Seaman—12 montihs—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/40-20/20, and have normal color vision). 3. Have 12 months seatime as an Ordinary Seaman or 4. Be a graduate of HLS and have 8 months seatime as Ordinary Seaman. Able-Seaman—unlimited—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/40-20/20, and have normal color vision). 3. Have 36 months seatime as an Ordinary Seaman. Towboat Operator 1. Qnartermaster 1. Hold endorsement as Able-Seaman—unlimited—any waters. 2. Engine FOWT—(wbo has only a wiper endorsement) 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/50-20/30, and have normal color vision). 2. Have 6 months seatime as wiper or be a graduate of HLS and have 3 months seatime as wiper. FOWT—(wbo holds an engine rating; such as Electrician) 1. No requirements. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, or Boilermaker—(wbo holds only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/50-20/30, and have normal color vision). 2. Have 6 months seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, or Boilermaker—(who holds an engine rating such as FOWT) 1. No requirements. QMED—any rating 1. Must have or successfully pass examinations for FOWT, Electrician, Refrigera­ tion, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, and Deck Engine Mech. 2. Must show evidence of seatime of at least 6 months in any one or combination of the following ratings; FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Madiinist, Boilermaker, or Deck Engine Mech. LIfehoatman 1. Must have 90 days seatime in any department. Steward 1. ASSISTANT COOK TRAINING PROGRAM REQUIREMENTS; A. 12 months seatime, in any Steward Department Entry Rating. B. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimum of 3 months seatime. 3. 4. Tankennan 1. Must pass physical examination. 2. Must have a letter from the company or company letterhead stating your capability and performance while employed. * Do not mall your discharges to Ae Upgrading Center—bring ttem wlA yon. * Be sure physical Is mclnded If required. * Rooms and meals will be provided by Harry Lundeberg School. Each npgrader Is responsible for his own transportation to and from Pmey Point No reimbursement will be made for this transportation. Return completed application to Ae attention of: Mr. Robert Kahnus Director of Vocational Education Harry Lundeberg School PIney Pt, Md. 20674 I Home Address I Mailing Address1 Phone I Ratings Now Held Page 6 , .Seniority. - '^ '".l... ' - • / ^ V./ I I 1 am interested i rkipr^ir. I WP-CK rnAB12months • Electrician I • AB Unlimited I • Quartermaster I • Lifeboatman I { - 2. COOK AND BAKER TRAINING PROGRAM REQUIREMENTS; A. 12 months seatime as Third Cook or; B. 24 months seatime in Steward Department, 6 months of which must have been as Third Cook or Assistant Cook or; C. 6 months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. 3. CHIEF COOK'S TRAINING PROGRAM REQUIREMENTS; A. 12 months seatime as Cook and Baker or; B. Three years seatime in Steward Department, 6 months of which must be as Third Cook or Assistant Cook and 6 months as Cook and Baker or; C. 6 months seatime as Third Cook or Assistant Cook and 6 months seatime as Cook and Baker and are holders of a "Certificate" of satisfactory com­ pletion from the Assistant Cook and Second Cook and Baker's Training Course or; D. 12 months seatime as Third Cook or Assistant Cook and 6 months seatime as Cook and Baker and are holders of a "Certificate" of completion from the Cook and Baker Training Program. 4. CHIEF STEWARD TRAINING PROGRAM REQUIREMENTS: A. 3 years seatime in ratings above that of Third Cook or; (Those currently employed as operators or pilots.) Must have at least one year service as operator of towing vessel within the 36 months preceding date of application. A letter from the company verifying the above plus indicating: The name of the vessel, it's ofi&cial number, length and gross tonnage as well as the routes operated and geographical area. Pass eye examination and have normal color vision. Have merchant marine documents or have available an original birth certifi­ cate and a social security card. O QMED . • Jr. Eng. Pumpman • Dk. Mech. • Pumpi Machinist • Reefer O Machi OBoaermaker STEWARD TOWBOAT I • Assistmit Cook. I{ • Cook & Baker ; / o Cook&Baker;. . r-i < , 1 , > \ | ' ' I J D River—Operator . /i' • Inland Waterway—Operator ^ , , Q Ocean—Operator (Not more than 200 jniles) j Ocean—Operator I • Radar Observer i 1 Dates available to start class.: 1 I HLS Graduate: YesQ No Q Lifeboat endorsement Yes • No Q | Record of Seatime (Show only amount needed to upgrade in rating checked above | orattachletterof service, whichever is applicable.) | •: • I I , . RATING HELD f r I L—^ . ^ DATE OF SHIPMENT •*••• * Ill I I DATE OF i DISCHARGE | ^ ' I "..'If. »»»».». |...: .1, .».i '.^1 111 - Seafarers Log �What They're Saying especially Seafarers. In those early days, the seaman was little more than a slave. His life aboard ship was in­ tolerable, and his standing in the com­ munity ashore was little better. But, the Seafarers never gave up. They organized and they united. And the school here at Piney Point is a prime example of the gains we have made in the SIU. Here, a seaman can go right to the top no matter what department he is in. And, he can send his children to college and have a good home and be a part of the conununity. We've come a long way, and unity and education have been the keys to our success and will be the keys to our future. I'v James Thomas Since the early days of our settlers, labor has had a rough time to go— Representatives of the towing and barge line companies attending the two-day conference at Piney Point had a first-hand opportunity to inspect the various training programs which have been developed by the school. UPGRADING CLASS SCHEDULE LIFEBOAT ABLE-SEAMAN QUARTERMASTER FWT OILER REEFER ELECTRICIAN JR. ENGINEER PUMPMAN DECK ENGINEER MACHINIST BOILERMAKER TANKERMAN DECK MECH. QMED ASSISTANT COOK COOK & BAKER CHIEF COOK STEWARD May 3 X May 17 X X X May 31 X June 14 X X X X X X X X X X X X X X X X X X X June 28 X X X X X X X X X X X X X X X X X X X. X X X X X X X X X X X X X X X X X X X X X X TOWBOAT RIVER OPERATOR INLAND WATERWAY OPERATOR OCEANS (Not more than 200 miles) OPERATOR OCEANS OPERATOR RADAR OBSERVER X X X X X X X X X X X X X X X X X X X X X High School Program Available to Seafarers Ten Seafarers have already success­ fully completed studies at the SIU-IBU Academic Study Center, and have achieved high school diplomas. Three more Seafarers are presently preparing for their examinations. The Lundeberg High School Pro­ gram in Piney Point offers all Seafarers —^regardless of age—the opportunity to achieve a full high school diploma. The study period ranges from 6-8 weeks. Classes are small, permitting the teach­ ers to concentrate on the individual student's progress. Any Seafarer who is interested in tak­ ing advantage of this opportunity to continue their education can apply in two ways; • Go to the SIU union office in any port where you will be given a GED Pre-Test. This test will cover five gen­ eral areas: English Grammar and Liter— ature; Social Studies, Science and Mathematics. The test Will be sent to the Lundeberg School for grading and evaluation. • Or, write directly to the Harry Lundeberg School. A test booklet and an answer sheet will be mailed to your home or to your ship. Complete the tests and mail both the test booklet and the answer sheet to the Lundeberg School. During your stay at the school, you will receive room and board, study ma­ terials, laundry, and $8.00 per day. Sea­ farers will provide their own transporta­ tion to and from the school. Following are the requirements for eligibility for the Lundeberg High School Program: 1. One year's seatime. 2. Initiation fees must be paid in full. 3. All outstanding monetary obliga­ tions, such as dues and loans, must be paid in full. Three more Seafarers are presently studying for their high schooi diplomas at the Harry Lundeberg School in Piney Point after achieving upgrading endorse­ ments at the school's Upgrading Center. Seen here in the study hall with teachers Claudia Gondolf and Stephanie Bush are, from left, Trawn Gooch, who sails as AB out of Baltimore; Caldwell Sabb, QMED from New York; and Lee Burke, QMED from New Orleans. I am interested in furthering my education, and I would like more information j on the Lundeberg High School Program. -Book No.. Name. AddressLast grade completed. "You're never too old to learn," repeats Brother Allen Batchelor, left, who this month achieved his QMED—^Any Rating endorsement after passing the machinist and electrician examinations with the help of Lundeberg School mathematics teacher Terry Carter. At right is Seafarer Luciano Alfeo, who passed his boilermaker's exam and is continuing his studies for a QMED rating. April 1973 (Street) (City or Town) (Zip) Last year attended _ Complete this form, and mail to: Miss Margaret Stevenson Director of Academic Education Harry Limdeberg School Piney Point, Maryland 20674 I I I I Page 7 �Seafarer-Cartoonist Captures Lighter Moments of Life at Sea In the course of his sailing career, each Seafarer develops his own per­ sonal way of remembering the voy­ ages he's enjoyed most—some use a camera, others collect countless sou­ venirs, still others simply recall pleasant memories—but all Seafarer James Mates needs is a sketch pad and bottle of India ink. Brother Mates, who sails as ableseaman out of the port of Seattle, is an accomplished cartoonist whose talents transform the every day hap­ penings aboard his ships into unique cartoons that cheer his shipmates and provide light-hearted impres­ sions of their voyages. Explaining how he first began cartooning. Brother Mates recalled: "Sometime around the age of six, I began writing on the wall paper at home. Although my parents were un­ derstanding and eager to encourage my creativity, they often applauded my work with only one hand—to keep the other hand free to use on my backside." While at sea, especially on the 'Pass the ketchup, please.' "Boy! That was sure good chow tonight . . . Those pork chops, potatoes and that banana cream pie." "You got the proper reading light now, Bruno?" Page 8 longer voyages. Brother Mates pro­ vides his shipmates with a daily caftoon posted in the crew's mess which depicts an experience their ship or a crewmember had the day before. "I look over each sailing day for an idea, then put something down on paper overnight. It's not always something comical, but it is always something that we all shared in common." The inspiration for a cartoon may strike Brother Mates at any moment. Anything may serve as a subject, but people and the funny things they say or do are usually the theme of his cartoons. "Cartoons are a way of forever capturing a moment of time that can be relived and enjoyed again," emphasizes Mates. Before joining the SIU, Brother Mates worked as an aircraft design illustrator for a company in Seattle. "I left to go to sea because the aircraft industry began to slow down out here, but because I also did not want to work surrounded by four walls each day. "Besides—the sea, sailors, and the things that happen at sea make bet­ ter subjects for my cartoons." "Y a, Smiddly.. .You better figure your next trip on some voyage scrap run." Seafarer and artist Jim Mates gets set to draw some of his funny car- "With your white sails hanging there like that toons for the LOG. takes me back to my days before the mast." 'So I says to her . . . You'll never find a man of my caliber doing a job like wash­ ing the dishes." "The only trouble is by the time the voy­ age is over with ... I'll be out of style." Seafarers Log i �DISPATCHIRS REPOUT Atkmtle. Gulf & InMid Watei% District MARCH 1-31, 1973 Port Boston New York ... Philadelphia . Baltimore ... Norfolk Jacksonville . Tampa Mobile New Orleans . Houston Wilmington .. San Francisco Seattle Totals DECK DEPARTMENT TOTAL REGISTERED TOTAL SHIPPED All Groups Class A Class B All Groups Class A Class B Class C 11 77 16 38 16 25 9 49 79 100 26 69 25 540 4 21 3 13 2 33 6 4 13 27 16 29 29 200 7 59 7 37 6 14 7 23 50 102 6 60 15 393 3 5 1 6 1 19 1 7 6 34 10 14 15 122 Port REGISTERED ON BEACH 0 0 0 1 0 0 0 0 0 0 0 0 0 1 AH Groups Class A Class B 10 197 28 73 34 41 13 83 133 87 45 130 34 908 2 33 11 26 8 28 11 7 34 62 35 47 33 337 ENGINE DEPARTMENT Boston New York .,. Philadelphia . Baltimore ... Norfolk Jacksonville . Tampa Mobile New Orleans . Houston .... Wilmington .. San Francisco Seattle Totals 4 71 11 29 8 11 3 26 63 73 10 57 21 387 3 47 4 10 5 25 4 6 32 38 9 43 20 246 2 41 7 20 6 10 0 9 41 73 6 61 14 290 1 36 1 7 2 13 0 12 23 39 6 30 15 185 0 0 0 0 0 1 0 0 0 14 0 0 0 15 4 100 14 57 19 16 8 55 113 85 17 89 17 594 3 67 10 57 13 23 2 13 56 67 31 74 23 439 STEWARD DEPARTMENT Port Boston New York .... Philadelphia .. Baltimore . • • • Norfolk Jacksonville .. Tampa Mobile New Orleans .. Houston Wilmington ... San Francisco . Seattle Totals 0 73 6 15 14 17 5 20 26 44 6 38 23 287 2 82 9 13 3 15 2 2 17 15 14 15 5 194 0 50 2 20 3 8 2 12 19 44 3 27 7 197 N 0 66 6 8 0 7 4 12 1 17 5 4 6 136 StU 0 19 0 0 0 1 0 0 0 2 0 0 1 23 0 141 15 19 27 21 7 38 6 75 15 81 27 472 2 115 10 15 6 15 2 5 10 74 21 41 6 322 Arrivals Shaveta Collins, bora May b, 1972, to Seafarer and Mrs. Rich­ mond C. Collins, Compton, Calif. Allan Jay Estrada, bora Jan. 9, 1973, to Seafarer and Mrs. Albert Estrada, New Orleans, La. Jurina Goldys, born Sept. 22, 1972, to Seafarer , and Mrs. Carl M. Goldys, Baltimore, Md. Albert Bartholf, Jr., Ill, bora Dec. 31,1972, to Seafarer and Mrs. Albert V. Bartholf, Jr., Brookhaven, Pa. Johanna Tellez, bora Oct. 22, 1972, to Seafarer and Mrs. William Tellez, Ponce, P. R. Ellen MacLeod, bora Dec. 1, 1972, to Seafarer and Mrs. Chester D. MacLeod, Alpena, Mich. Kevin Thompson, bora Jan. 2, 1973, to Seafarer and Mrs. George P. Thompson, Virginia Beach, Va. Anthony Keelen, bora Jan. 23, 1973, to Seafarer and Mrs. An­ thony E. Keelen, New Orleans, La. James Kfistensen, bora Nov. 17, 1972, to Seafarer and Mrs. Neil R. Kristensen, Portland, Ore. Naheal SaH, bora Jan. 21,1973, to Seafarer and Mrs. Mohameid A. Saif, Lackawanna, N. Y. Kevin Lupton, bora Jan. 21', 1973, to Seafarer'and Mrs. Chris­ topher S. Lupton, Jr., New Bern, N. C. Raymond Knotts, bora Nov. 28, 1972, to Seafarer and Mrs. Barney C. Knotts, Jr., Mobile, Ala. Nathan Smith, bora June 1, 1972, to Seafarer and Mrs. Harry G. Smith, Rising Sun, Md. Marilyn Denise Worley, bora May 18,1971, to Seafarer and Mrs. Mike Worley, Maraga, Calif. Jill Forgrave, bora Feb. 12, 1973, to Seafarer and Mrs. John E. Forgrave, Goetzville, Mich. Samantha Rayhurn, bora Oct. S, 1972, to Seafarer and Mrs. Chester Raybura, South Portsmouth, Ky. Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accord­ ance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeak Board 275-20th Street Brooklyn, N.Y. 11215 • Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. April 1973 CONTRACTS^ Copies of all SIU Gontracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by jihembership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected ^ould imme­ diately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against be­ cause of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic inter­ ests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment op­ portunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All con­ tributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitu­ tional right of access to Union records or information, be should immediately notify SIU President Paul Hall at head; quarters by certified mail, return receipt requested. pQc^e ^ Pagf I! �I AT SEA Never Too Olid Icy Learn! 62-Year Old Seafarer Achieves Education Goal SS Tampa The SlU-contracted Tampa (Sea-Land) recently became the largest containership ever to dock in the Port of Miami. She can carry 332 containers including car-carrying containers; 35-foot standard containers, as well as insulated/ventilated, refrigerated, open-top, flatbed, and liquid bulk and dry bulk containers. SS Nev/ Orleans For the second consecutive year, the New Orleans (Sea-Land) has received a certificate of approval from the U. S. Public Health Service for her shipshape sanitary conditions. Chief Steward D. Sacher and other members of the steward department have spearheaded the drive that gave the ship a 100 percent rating when inspected. Sea-Land commended Sacher and his depart­ ment "for the fine manner in which you have maintained your ship. It's a pleas­ ure having men of your caliber in our employ who take pride in doing a good job. Thank you for your continued interest in running a clean, efficient ship." SS Robert E. Lee Brother Robert DeFranza, 65, was buried at sea on Mar. 6 from the Robert E. Lee (Waterman). Seafarer DeFranza, who was a native of Austria, died on Jan. 31 in Aryan Hospital, Bandar Mahshahr, Iran as a result of injuries he had sustained in a fall on board the Stonewall Jackson. Brother DeFranza, who was a resident of New Orleans, La. at the time of his death, leaves behind his wife. May. Crewmembers of the Robert E. Lee collected money for flowers for the funeral and Captain J. R. Anderson read the services. SS Columbia The ashes of Brother Daniel Piccerelli were buried at sea from the Columbia (United States Steel) on Mar. 2. The ceremony was held four miles west of El Salvador and all crewmembers were in attendance. Brother Piccerelli was 59 years old when he died on Feb. 12. Do You Know Money? World-traveling Seafarers must be well acquainted with their own currency as well as foreign monies so as not to be "taken" by unscrupulous vendors in ports of other countries. Test your knowledge with the following questions and see how well schooled you are in world currencies. Here are some guidelines by which to score your test. 8 to 10 correct—^banker 5 to 7 correct—broker below 5 correct—broke 1. The basic monetary unit in America is the dollar. What is the basic unit in Pakistan? 2. When exchanged into American currency, which is more valuable, the Libyan, Maltese or the English pound? 3. If a Persian rug salesman charged you 375 tumans for a hand-made rug in Iran, how many U. S. dollars would you be paying? 4. What is the basic monetary unit of Panama? 5. Another Persian salesman offers you a great deal on a used brass lamp for only 75 rials. How much is this in U. S. currency? 6. What is the monetary unit of Thailand? 7. At an International Money Exchange in Taiwan how many Taiwanese dollars would you be given for an American dollar? 8. You offer a sidewalk salesman in Jakarta, Indonesia $5 for a handcarved wooden ship, but he wants to be paid in Indonesian rupiahs! How many rupiahs do you owe him? 9. What is the monetary unit of South Africa? 10. Which country's money commands the highest rate of exchange at International Money Exchanges?. Allen Batchelor is a 62-year old professional Seafarer with a second grade education who this month achieved his QMED—"Any Rating endorsement" at the Lundeberg School's Upgrading Center—and his is a story that should provide encour­ agement to all Seafarers who have the desire to upgrade but who have felt handicapped by a lack of education. Seafarer Batchelor came to the Up­ grading Center in Piney Point last year as a FOWT and pumpman, and man­ aged through hard work and study to pass his examinations for reefer engi­ neer, deck engineer and junior en­ gineer. "I did all right on these tests," he said, "but when it came to machinist and electrician, I fell flat on my face. I just didn't have the background in mathematics." Carter, and other teachers on the aca­ demic staff hold regular classes and provide individual help to upgraders based on their specific needs and problems. Seafarer Batchelor hit it on the nose, and had some sound advice for other SIU and IBU members, when he said: "Most guys try to cover up for their lack of knowledge, but it's not right. We all have a chance to leam, and right here at Piney Point is where it is all at. It's here for anyone who wants to leam." What They're Saying But, he didn't want to give up. "I wanted to learn so bad, it wasn't funny," he said," and when I found out that the school had a special teacher to help us with math, I couldn't wait to get back." Probably because of his own lack of formal education. Seafarer Batche­ lor has always had a respect for educa­ tion, and he has managed in the nearly 40 years he has been going to sea to send his three children through col­ lege. He said, simply, "I wanted to give them something I never had." Born on a poor farm in Georgia, Seafarer Batchelor had to go to work early to help support the family, but he never lost the desire to learn and achieve. He said: Hans Schlneter "It's always been my greatest desire to go to school and to advance my­ self, and now, through the programs here at the Lundeberg Upgrading Cen­ ter, I have had that chance. I went all these years and couldn't advance any higher than pumpman, and all because I never had anywhere to go to leam the math and other things I had to know. Now I have it all." The Lundeberg School's SIU-IBU Upgrading Center works closely with the school's academic faculty in pro­ viding help in reading problems, study skills and practical mathematics. Terry Looking back to my tirne as a new member of the SIU, I remember most the unity, brotherhood and militant spirit within the Union. Coming to Piney Point to upgrade, I see a new thing, the importance of education and the strong feelings our Union has about education, not only for me but for all of our members—^young and old alike. This has been a great opportunity for me, and I am proud of our Union for understanding that seamen like myself want to learn and make a better life for ourselves and our families. Cable Splicing Answers UBdBf *01 •B3UJV qjnos JO jiun ytiBjauooi aqj si puBJ aqx sqBidtuoOOZ '8 "001$ IBoba sjBiiop asauEMiBX Ot' AjajBuiixoiddv 'L '00'I $ IBnba sjqBq QZ XiajBuiixojddv *9 001$ 'S •BuiBUBd JO qun XJB)3UOUI aqi si BoqjBq aqx -p OSS t •aiqBHiBA ajoiD iCnqaqs s; punod UBXqn ®qx 'Z •ajdoi aqi si UBtsiqBcj jo qun AJBISUOOI oisBq aqx "l Page o Pay. 10 The fast disappearing art of cable splicing aboard ship is still expertly prac­ ticed by able-seaman Carl Hargroves on the deck of the Steel Seafarer (Isthmian). Seafarers Log f �Born Into River Family ASHORE IBU Retiree Rauch Recalls Ol' Miss Tokyo, Japan Sources in Tokyo say that since July many Japanese shipowners are reris AiWaran «>"nWes- Officials of the s Union charge the transfers are being made to avoid pavine the benefits won in the 91-day strike from April to July of 197^ ® Houston, Tex. The nation's third largest port in terms of cargo tonnage, Houston Tex is ScomeT T" "f® containerized cargo than she has in the past. ^ hv ® ^ container crane being erected at the .^ -Land Service, Inc., an SlU-contracted company. The crane first ^^ serviced the Sea-Land Economy which E^rnnJ ®°"tamer capacity. When Sea-Land initiated its Gulf Coast-North IZtlrJZ her sister ship the SeaZZ assTpoThT that the second crane would be a great crTne wSh nfi n ^1 K"' huge SL-18 ships need the 55,000-pound caplcity crane with its 113-foot boom which can reach all container cells on the vessels 2 OOO^JSiS^"^500-ton, 150-foot tall crane, was floated more than 2,000 miles via mland waterways from Port Elizabeth, N.J. to Houston, Tex. r' Washington, D.C. budd?/s"on°nnp second from left, chats with some of his old towboat lof? pf« H".?/. riverfront. The others are, from the left, Floyd Monk Hughes, Willie Judd, Sr. and Mike Jackson. At the age of 15, a time when most in rough weather on the Mississippi, kids are conjuring up mischievous nearly suffered the same fate in 1965 pranks to play on the school principal, during Hurricane Betsy while on a recently retired IBU member Joseph mercy mission to Pointe a la Hache, Rauch was working hard on tugs and La. to rescue 65 stranded persons. The towboats on the muddy Mississippi •then 58-year old Boatman was River. knocked unconscious by a heavy swell Bom in 1907 in the Navy town of and was luckily saved by a gallant Algiers, La., just opposite New shipmate who grabbed on to Ranch's Orleans on the west bank of the belt and refused to let go until he had Mississippi, Brother Rauch came from regained consciousness. a rugged family of river boatmen, in­ Joe's wife, Juanita, to whom he has cluding his father, uncles and two been married for 25 years, recalls that brothers. Joe never seemed to be home when a Even as a boy of 8, the river was hurricane hit." in his blood. Instead of knocking In 1951 Brother Rauch began sail­ around a baseball on the rocky ing for the Crescent Towing and Sal­ Louisiana sandlots, Joe would venture vage Co. and was offered a job as tug down to the Mississippi with his captain. However, he decided to debrothers. clme the lucrative offer and help "We used to grab a hold of the organize and grow with the much crossbeams on the old ferries" he said, needed Inland Boatmen's Union which "and after they pulled us halfway was then in its infancy. across the river we would let go and "The union is a great thing for the swim back." river tugmen" he said, "When I first In 1922 his father suddenly passed started sailing I was making only away and Brother Rauch sadly quit $42.50 a month, regardless of how school and went to work permanently much overtime I put in, sometimes 24 on the river in an effort to help his hours a day seven days a week. Now, family make ends meet. thanks to the benefits brought on by He began by making trips to St. the IBU, a deckhand can make up­ Louis in the engine room of a wooden wards of $800 a month, and he gets hull tug, and before retiring a half paid for every minute of overtime he centuiy later, Joe had become well works—-and don't forget retirement, acquainted with every major port on hospitalization and many other bene­ both the Mississippi and the Gulf of fits—the job has a real future in it Mexico. today." Joe recalls that the hardest part of Many things have changed in the his job was working on oil rigs in the last 50 years but Brother Rauch's love Gulf. for tugs and the river has remained the "Lots of times rough seas made it same. Each day since his retirement very difficult to get those rigs in tow" he walks the two blocks from his home he said, "you always had to be worried in New Orleans to the banks of the about falling overboard." Mississippi and happily recalls the Boatman Rauch, whose two broth­ accumulated memories of a half ers both drowned in separate accidents century. April 1973 tut^of an SlU-contracted vessel stands in the Smithsonian Insti­ tute m Washington, D.C. for thousands of people to see each year The vessel (Sea-Land) which was chosen foTthfeSk because she is a good example of a type of ship whose method of moving cargo has b^ome very popular in the 17 years since containerization began. ® ^ renlicT^lIlS^ ' permanent maritime exhibit, the model is a containers—of the actual 497 foot-long Newark The Newark, which was built in 1945 by Kaiser Co., Inc Richmond Calif' ve?ton° ^ ®ontai°^hip in 1968 at Todd Shipyards Corp. in GalnSfc H can cariy 360 containers including 63 temperature controlled wa«5 ^ ^'522 and she can travel at 16 knots. The Newark was formerly known as the General Freeman. New York, N.Y. 1070"°^^ the last of the windjammers (see LOG, Mar whS. ^ fte Sonfli Slrea Seaport Museum meS?um S w- "J exhibits. sAufc f T® u'' Pf'^ember who sailed aboard the Mo^ "•= Oreadnoughl and the KM, or on SseS " ^''''^'^•"Sged nitrate or grain cUppers. Anyone who served on F"""" S'-, New York. N. Y. _ ^ Detroit, Mich. ^e SlU-affihated IBU^anned U.S. Mailboat J. W. Westcott II (See March LOG story on Page 23: Detroit's Floating Post Office Faces Beaching") which Rfve? dehvenes to Seafarers sailing Great Lakes ships on the Detroit season. 7 to continue service through the 1973 shipping Myrl C. Stiegemeier, director of logistics for the Chicago region of the U S wav Service, said the Wescott's contract would be in effect to Dec. 1 Other T o*" of financing the Westcott are being sought lanof I ? mailboat has coffee, laundry, emergency ambui and passenger services. On the coffee run, the mailboat Lm has th r I ? g^md of coffee used on each shy that plys the Detroit River. If a seaman gets drafted, he gets a free riS are°takel trbT^-Tr?^' ^ ^ orders S John WLH w ships pass Detroit. The mailboat was named for HWFV ^ Ward Westcott who sailed on the Great Lakes 90 years ago He dehvered mail at 25 cents a letter by rowboat to passing towed carpo Harare ' �HIP Ci There are some questions surrounding this stately figurehead of a man. Is it a representation of Commodore Perry off the 1854 packet of the same name? it is not known, but the figurehead is still a good example of the art of the period and is on exhibit at the Mariners Museum in Newport News, Va. Throughout history, many reasons. Sometin escape an oppressor at adventure—to discover' blood thirsty motives all Often, men sailed off to j| The movement of car.' main reason motivating Whatever the reason ' men just as Seafarers to living. But in doing theii other skills that they p( Among them are ship ca sailor's art of knot and two are now all but lost. In future issues, the L of these sailor's arts, be ship carvings. | The art of ship carviniik! itself. Sailors of ancient < If to a favorite god or gc| image on their ship to ii journey. As time went bow, the stern, near tj parts of the vessel, we j purposes than to appej i with the crew itself di times—as in the case r the commercial sphe/ missioned to do the wc American shipcarvi' construction of the tf the Mouth of the Kei cording to M. V. Ere carvers of North Ameri' The early American much under the influei their advertisements at t ''Henry Groocl^ now living in Alint of carved work foriS stone, carver from' done as Cheap as in. Though she never graced the bow of a ship, this delightful carving of a mermaid still pleases the eye of many a Seafarer. She extends from the end of the bar at the Port o' Call lounge in SlU headquarters. "age 12 In the early 18 th ce heads used were lions w style and contour of th But Brewington tells | the 1760's animals of! passed out of style as fig figures symbolizing the pear in some numbers.' After the American this country broke awa;;,j ushered in what was cei American marine decoi Influenced by the Frt a freer, airier appearan like. The carvings inclu«i as George Washington; such as Alexander the C of the shipowners, as Wi an open, lifelike appear With the need for corresponding reductio and many ship carvings lined. Shipbuilding decreas pression of 1857 and d was little ship carving d The virtual end of sh decline of wooden ships ing, flowery carvings otl l window-like designs on intricate and often n pointed the way at the s Though the day of ; still have some of this i: maritime institutions ar page are some of the r« once flourishing art; a; men of the sea. �» IRVING r ART has sailed ships for out of necessity — to )me; at other times for ijr.pWv lands. He's had his tfljo, as with the pirates. "Tight a war. '^o, however, has been the -men to go to sea. jdiough, the ancient seaiy, went to sea to earn a Ijobs, they also developed fected to a form of art. igs, scrimshaw and the 3e tying. Sadly, the first will provide examples ling this month with is almost as old as sailing ays would dedicate a ship jJdess and then carve its :ure a safe and profitable , ship carvings on the gway, and on other e more for decorative gods. The craft began the carving and some^ureheads—moved into /en artisans were com- This figurehead from an 1840 barque represents a lady more mature than seamen usually preferred to see. But she was a majestic and colorful carving—6 foot, 6 inches tall; a white skirt with silver edge; blue bodice with gold edge; gold necklace, bracelets and hair orna­ ments; black hair, and blue eyes. Photos Courtesy Seaman's Bank of N.Y. iLeonidas in 1607 "with the W 2|-egan ft 1)1 ' on pinnace Virginia at /c River" in Maine, acgton in his book "ShipA: liihipcarvers were still very ce of England. Some of le time read: , 1. I ^drver from London, polis makes any sort ^s'\«PhaipWitherBristol, Ship Carving England". !itury most of the figurehose shape changed as the ; vessels changed, us that "by the middle of any kind seem to have orehead motifs and human i'essel's name began to ap- Levolution, shipcarvers in |/ from English style "and Ifltainly the grand period of ations", says Brewington. nch, the carvings took on ce and became more life^d figures of the day, such ancient historical figures, rteat; daughters and wives ill as animal scenes giving mee. Iwifter ships there was a \} in excess weight carried Vere eliminated orstreamwith the economic dering the Civil War there me. ip carvings came with the . No more were the curvailboards, or the cutout, ;the stem, nor the colorful, lajestic figureheads that ip's bow. hip carvings is gone, we in museums and other und the country. On this ^maining examples of that art that originated with The sexy mermaid at right is a pleasant sight for Seafarers to see when they visit the Anchor Room at the SlU's Lundeberg School of Seamanship in Piney Point, Md. Her more conservative neighbor on the left may not be as popular but he still draws a good deal of attention, as do the other ship's carvings at the school. Bartholomew Gosnold .... . . Page 13 �My wife joins me in thanking each and everyone of the crewmcanbers who w^ on board the S.J. Oversea^ Ahska me when my mother passed away. Also a sincere thanks for the amount of money collected fof flower arrangement for ^ her funeral. L. voaThii|rm : M^r,'S.T,;Overi^ J*, ' f An Ounce of Prevention Within the next five years, it is likely that Seafarers sailing in the South Pacific will have as neighbors huge new U.S. ocean mining projects located himdreds of miles from land. These deep seabed mining projects, in water more than 200 meters deep, will in­ volve expensive new technology and huge investments in ships, mining equipment and shore-side ore refineries. And, right now, the United States has the lead in this booming new ocean industry. During the past several months, the House Merchant Marine Committee has been holding hearings on U.S. ocean min­ ing projects. These hearings have high­ lighted the immense potential for U.S. companies in deep seabed mining. Some facts uncovered: Each U.S. ocean mining project will involve more than five vessels, including three ore vessels, a min­ ing vessel and a crew workboat. More than 700 men will be involved in each project. At least three such projects are now being planned. A deep seabed mining project involves a huge investment in ships and trained workers. But it may well be worth the investment and could spell thousands of jobs for American workers and a new source of mineral imports. However, as in the days of the old West, U.S. deep seabed miners face the danger of claim jumpers—not their fellow miners greedy for a bit of gold, but foreign nation claim jumpers. Because U.S. ocean miners operate far from U.S. waters, and because there is no international law governing ocean mining, U.S. ocean miners must face this problem. To counter the danger, miners have ap­ pealed to the Congress for. guarantees against foreign interference or seizure of their equipment. A bill has been introduced that would accomplish this purpose and hearings now are underway in Congress. The AFL-CIO Maritime Trades Depart­ ment, speaking on behalf of the SIU and other maritime unions, presented its views on this bill recently. The department sup­ ports the idea that U.S. ocean miners must have protection from foreign interference or expropriation. The MTD also expressed concern that many of the U.S. projects could involve nmaway-flag mining vessels and foreign workers. Right now, nothing prevents U.S. ocean miners from building mining vessels abroad and hiring low-paid foreign labor to man them. The SIU and other maritime unions feel the best way to prevent this problem before it occurs is to put ocean mining projects under the protection of the Jones Act. This would prevent the use of foreign-flag ves­ sels at these projects. And U.S. workers thus would be assured of thousands of new jobs in ocean mining, shipping, shipbuild­ ing and related maritime fields. According to the Maritime Trades De­ partment, "only if the ocean mining proj­ ects are manned by Americans, and use U.S. ships and equipment, can the eco­ nomic benefits of these projects be pre­ served for U.S. workers and industry." Like all American workers. Seafarers must be constantly on guard against ero­ sion of their jobs in favor of foreign work­ ers. In this case, we have the opportunity to preserve jobs and create new ones. As the old saying goes, an ounce of pre­ vention can save a lot of jobs. Postal Rates i'T; The U.S. Postal Service has proposed a rate increase for trade union publications (and other periodicals issued by non­ profit organizatimis) of 750 percent. Even though spread over 10 years, this increase would bring about the disappear­ ance of substantial numbers of labor pub­ lications and would force virtually all that use the mails to curtail their publication schedules. We believe the contemplated increase Page 14 would have disastrous effects. Labor unions are, after all, non-profit organiza­ tions and shouldn't be asked to pay such an increase even if they could. The International Labor Press Associa­ tion has expressed complete acceptance of a postal rate increase which is equal to the increase in mail rates overall. We support that view and believe that it is necessary that Congress instruct the Postal Service of its responsibilities. In regs^d to our PHS Hospital, be sure all of the, . _ the myself awuv about keying the utc tidewfiter area will wm agree with wiui uiyMiUJlue XAvaytMU Uj^u. *v« ««» Ulsy gfcl MX- .patbnts out it won't be long before the out patients wiU be out cm their ears. Just as weU, it's a shame to do our dty a tri^ Mke th My heavens, the other ho^itala don't have enough fcMT the fdvUians. alone; Now if the PHS hospital were to be ck>$ed down and all our folks were taken ack and put in the other hospitals, don't you think they would be feally jpacked. That wouni be «u- other song and dance. If the marine hpspifal Wasn't closed down we would have enough room for all the civiliaas, .^; There's nc«t enough hospitals as it is in Norfolk, Va. The nearer PHS Efospital is in Maryland, Why should we have to travel for medical services that we have right hem ^ own city. What in the world has happened? / ^ \'£ Everything and everybody has changed wifls Why build on the other hospitals when the money put to use for our marme hospital? What a shame to mayl turn our hwphai inio a motel: we need a motel like-a holfr in the head. That is one beautiful builc^. Why take it away from all government men and their vrivcs? As for myself, I can t go there but my husband can. We the people have got to fight for our rights. That hospitaT should stay open. By golly, they say it needs idumbing, so let's fix it; We can start a save the PHS Hospital fund. T wish someone wpuid^ait this fotld so we can get on the ball before it's too late. Mr, Wbitehurst Is trying his b^t as^^ w as offiers. We have to help them. So what do you say folk,s. Let's get to­ gether and do^^^i^^ |iist think Of all die pet^e thatwilt be^tof a;|bb, T^ of. Well that's it. I.s^ke ray |aece. Now let's hear yours. Tliank you, I remain, Mrs. Cafhuiiielt. Ang^ Norfolk, Va. 'm : Volam#. of • 4^'''iSM»»fsrerS: ane- i.nWp'ijr' ' • I ' Pj Pfank DrozaK, Vfce-Ptesident Gulf, LakTO and Inland Wa»«rs 0»*tric{. ATL-CIO 675 foi ' Av*nu«f, Tal.v; :4SS•8^ic^0<^ •SfNSdfidvpostage paid at BrooktsfO. N.Y, » Seafarers Log �i ^ f ~ , The newly contracted Russian grain route is quickly being assimilated into the usual pattern of the many other important SIU runs—evidenced by the return from Russia of another SIUmanned tanker, the Transsuperior, which recently docked at the Chelsea section of the Port of Boston. Many more SlU-contracted vessels are either enroute to the USSR or on their way home. On the first leg of her 62-day voyage which began in the Port of Corpus Christi, Tex., the Transsuperior car­ ried 20,000 tons of grain to the Black Sea Port of Novorossiysk, Russia. On her return trip, the jumbolized T-2 tanker transported 22,000 tons of vital fuel oil for the frigid Port of Bos­ ton. The delivery will greatly ease that city's fuel shortage, caused by several severe cold waves this past winter. The people of Novorossiysk, a re­ built city of 100,000 which was burnt to the ground in World War II by the Nazis, received our Seafarers very kindly. The SIU crew was taken on two guided tours of the Russian indus­ trial center, which is also a popular resort area during the summer months. There was also nightly entertainment provided at the port's Seamen's Club, with curfew set at 12 midnight. During their nine day stopover the Seafarers purchased many souvenirs for family and friends—the most pop­ ular items being the world famous Rus­ sian fur hats. Price? 16 Rubles, or $19. Next stop for the Transsuperior is the Port of Houston, where she will take on another full load of grain and head back to Russia. HLSS grad Arthur Hummel (right) retraces the route of his first voyage as a Seafarer, which took him half-way around the world, with steward department member Domingo Herrera. The 16-year old youth is determined to work his way up through the engine department to Chief Engineer with the aid of SIU training programs. Able-seaman Louis Perez skillfully guides line from ship's winch while tying up the Transsuperior at her Boston berth. Brother Perez is looking forward to another trip to Russia. Chief cook Wesley Ray Herrin whips up a tasty meal for his shipmates prior to the Transsuper/or's payoff. The 48-year old Texan was impressed with the Russian friendly attitude toward Americans. April 1973 Ordinary seaman David Hume, thinks Russia is "a nice place to visit, but.. .' Crewmembers of the Transsuperior are brought up-to-date on various union matters after their 62-day voyage to the USSR. Page 15 �Crewmembers of the tug Little Curtis (Steuart Transportation) hold a meet­ ing aboard the boat. From left are Piney Point Port Agent Gerry Brown, Dick r Van Lapdingham, engineer; Captain Roland Mason, and Allen Thomas, mate. Captain Mason is now studying for his Towboat Operator's License. Port of Piney Point Piney Point is an important part of the inland waterways system, and the towboats and barges of Steuart Transportation are constantly on the move between Comiecticut on the East Coast and Washington, D.C., on the Potomac River. Steuart s IBU-contracted towboats and barges supply heating oil for the Maryland, Virginia and B.C. area, and also supply all of the jet aircraft fuel for Patuxent Naval Air Station and Andrews Air Force Base, including the fuel used aboard Air Force One, the official Presi­ dential jet. Five of Steuart Transportation's towboat operators were among the first graduating class at the IBU Upgrading Center for their Coast Guard licenses, and six more operators are presently studying at the school for their licenses. Engineer Earl Sampson reads the latest issue of the LOG as Cook Chester Tillet pours coffee. The two towboatmen are relaxing after an IBU meeting aboard the tug Little Curtis in Piney Point. Joe Wallace, mate; and Frank Arthur, engineer, discuss union business with SlU-IBU representative Gerry Brown aboard the tug Papa Guy (Steuart Trans­ portation) in Piney Point. Page 16 Tankerman James Johnston of Barge #102 (Steuart Transportation) signs patrolman's report afffer a meeting aboard the tug Little Curtis with Piney Point Port Agent Gerry Brown* • Seafarers Log �Operation Charger Log II Erna Elizabeth, Taluga Win MSONavy Praise Like the Erna Elizabeth (Albatross Tanker) which last year successfully completed a first-ever experiment called Charger Log I, designed to test the ability of U. S. merchant ships to play an active role in support of Ae Navy's operational fleets, the USNS tanker Ta­ luga with her SIU crew has received top marks in the follow-up Charger Log II. The Taluga has won well earned praise from the 7th Fleet for refueling destroyers, battleships and aircraft car­ riers now off Vietnam. Before the ex­ periment began some commanders had even doubted that it would ever work. In the astern method of refueling, the tanker's 600 feet of hose is floated back along the port side of the receiving ship to connect with her forward fueling station. Once the hook-up is made at 10 to 12 knots, the ships execute two 180-degree turns to complete the smooth refueling. Projects Charger Log I and II are a breakthrough for the merchant marine as these tankers without previous ex­ perience or training with the fleet have proven that they could effectively refuel warships at sea in mock warfare condi­ tions. This new concept of using civilian crews instead of military personnel aboard Navy tankers which gives more jobs to Seafarers was, after study, adopted from the Royal British Navy which makes extensive use of civilianmanned vessels in its fleet auxiliary. The new concept is part of the total seapower theory put forth by Adm. Elmo Zumwalt, Jr., chief of naval op­ erations. He has helped build closer ties between the Navy, merchant marine, shipbuilders, shipping industry and the Maritime Administration. Zumwalt has launched long-range studies to see if it is possible to switch more Navy vessels to Merchant Marine crews in Ae future. He has urged that more thought be given to the manning of selected special purpose ships by civilian crews. The Taluga took up where the Erna Elizabeth left off in May 1972 when her Seafarers underwent rigorous testing and a two month training period. The Taluga sailed for a nine-month deploy­ ment in the Western Pacific in early October and is expected'to return to the U. S. in late June 1973. Last year the Taluga refueled more than 61 ships. Last year the Erna Elizabeth spent two months refueling U. S. 2d and 6th Fleet oilers, made fuel lifts and sup­ plied British, Dutch, German, Nor­ wegian, Brazilian, Venezuelan, Colom­ bian and Dominican Republican ships with oil. The simulated NATO Opera­ tion Springboard combat exercise in the Caribliean and Mediterranean used a new astern method of refueling pio­ neered by the U. S. Navy. At that time, every Navy rating asked what he thought of the professionalism of the merchant marine had high praise for their performance. They said the Seafarers were an efficient team throughout each of the refuelings and had earned a fine reputation as a com­ petent support unit. Under full way at sea, the SlU-manned tanker Erna Elizabeth, assigned to the Military Sealift Command fleet, works on mission with the Navy's aircraft carrier USS Fanklln D. Roosevelt. = Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid Feb. 23-Mar. 22,1973 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 ...." In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Amount MONTH rODATE YEAR TO DATE 26 310 291 11 3 8,401 2 289 5 67 1,575 1,554 72 13 31,431 4 945 97 543 63 148 23 7 234 8 143 126 16 84 MONTH TO DATE $ 180,882.50 1,575.00 4,662.00 7,568.12 822.50 251,448.00 723.95 20,527.45 2,673.30 1,647 260 509 98 21 723 99,011.28 1,781.93 18,075.50 6,193.04 408.50 4,695.39 314,426.67 7,348.84 61,956.00 24,177.89 1,455.50 15,305.51 30 494 522 59 304 4 12 2,259 1 24,000.00 26,976.44 3.793.60 3,565.00 1.335.61 1,402 5,578 8,685.10 90,000.00 89,116.02 16,867.97 10,507.00 5,284.86 322.50 1,838.39 22,590.00 350.00 34,312.30 13 43 4,744.30 16,548.89 TOTALS . 12,150 Total Seafarers Welfare Plan ... 2,024 Total Seafarers Pension Plan 927 Total Seafarers Vacation Plan 15,101 Total Welfare, Pension & Vacation .... 48,322 8,068 5,437 61,827 353,115.38 500,744.40 454,756.57 $1,308,616.35 1,183,291.16 1,933,504.40 2,857,732.22 $5,974,527.78 DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical Special Equipment PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Exp. Surgical Optical Blood Transfusions Special Equipment Meal Books Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM $ YEAR TO DATE 72,957.57 310.00 873.00 1,526.40 227.00 67,208.00 307.20 6,156.27 120.80 Special Equipment Optical Supplemental Medicare Premiums April 1973 Number 163.45 Page 17 �Baker George Voris (left)and Chief Cook Henry Christian combine their galley skills in preparing a meal for their shipmates. Seafarers Paul Harper, Joseph Colangelo and Steven Mosakowski take on a supply of gas cylinders for routine repairs. Able-seameh Richard Hunt and Walter Kruszewski keep a trained eye on the loading procedures as they operate the ship's deck winch. Deck department members of the Overseas Aleutian put their backs into their work as a cargo net full of 55-gallon drums of tank cleaner is hoisted aboard. Page 18 Seafarers Log �New SlU Pensioners 4 John Abraham, 59, is a native of the Philippine Islands. He joined the SIU in 1943 in the Port of Norfolk and sailed in the deck department. Brother Abraham is now a resident of New York City. Eddie A. Parr, 62, is a native of Louisiana. One of the first members of the union, he joined in 1939 in the Port of New Orleans and sailed as able-seaman. Brother Parr now makes his home in Brooklyn, N.Y. Fred M. Morris, 51, joined the SIU in 1955 in the Port of Baltimore. He is a life-long resident of New Orleans, La. Seafarer Morris sailed in the steward department. John Blizzard, 58, joined the union in 1948 in the Port of Norfolk. Bom in North Carolina, Brother Blizzard now makes his home in Columbia, S.C. The 25-year SIU veteran sailed in the engine department. Herman Pasha, 65, is a life-long resident of Philadelphia, Pa. He joined the SlU-affiliated Inland Boat­ man's Union in that port in 1961 and sailed as a deckhand for the Inde­ pendent Pier Co. Amie Ray Glasscock, 65, was bom in Prichard, Ala. He joined the SIU in 1949 in the Port of New Orleans and sailed in the steward department. He is now a resident of Foley, Ala. Fulhert A. Hodden, 65, is a native of the British West Indies. He joined the SIU in 1947 in the Port of Mobile and sailed as able-seaman. Brother Bodden has been a resident of that port city for many years. Joseph S. Rauch, 65, was bom in Algiers, La. He joined the SH J-affiliated Inland Boatman's Union in 1956 and sailed as mate. He is a Navy veteran of World War n. Brother Rauch now makes his home in New Orleans, La. Edmund W. Buesing, 70, was bom in Westgate, Iowa and now makes his home in Minneapolis, Minn. He joined the SIU in 1938 in the Port of Chicago and sailed in the engine department. The Great Lakes Sea­ farer had been sailing for over 40 years when he retired. Sol M. Brian, 60, was born in St. Maurice, La. He joined the SIU in 1951 in the Port of New Orleans and sailed in the engine department. Brother Brian now makes his home in Chalmette, La. Charles C. Bloom, 61, was bom in Maple City, Mich. He joined the SIU in 1953 in the Great Lakes port of Frankfort and sailed in the steward department. He has been a resident of that Great Lakes port for many years. William P. Folse, 49, is a native of Louisiana. He joined the imion in 1944 in the Port of New Orleans and sailed in the deck department. He is now a resident of Chalmette, La. Guy P. Bulk, 65, joined the SIU in 1960 in the Port of Detroit. Bom in Attika, Iowa, he now resides in Moose Lake, Minn. The Great Lakes Seafarer sailed in the engine depart­ ment. Charles A. Krause, 58, was born in Boston, Mass. One of the original members of the union, he joined in 1938 in the Port of Boston and sailed in the steward department. He now makes his home in Brockton, Mass. Frederick J. Grant, 62, joined the SIU in 1961 in the Port of Detroit. He is a life-long resident of St, Ignace, Mich. The Great Lakes Seafarer sailed as able-seaman. Maurice P. McCoskey, 65, joined the SIU in 1941 in the Port of Nor­ folk. Bom in Albany, N.Y., Brother McCoskey now makes his home in Philadelphia, Pa. He sailed in the en­ gine department. Ralph H. Taylor, 67, joined the SIU in 1938 in the Port of Mobile. He is a life-long resident of that city. Brother Taylor sailed as chief stew­ ard. Andres Molina, 64, is a native of Puerto Rico. He joined the SIU in 1944 in the Port of Ponce, P.R. and sailed in the steward department. Brother Molina now makes his home in Santurce, P.R. Zenon R. Rivera, 65, is a native of Puerto Real, P.R. He joined the SIU at the union's inception in 1938 in the Port of New York and sailed in the deck department. He now makes his home in Fajardo, P.R. SIU Arrivals ^ Maria Mercado, bom Jan. 9, 1973, to Seafarer and Mrs. Damian G. Mercado, Fajardo, P. R. Karl Perkins, bom Dec. 18, 1972, to Seafarer and Mrs. William M. Perkins, New Orleans, La. Ahimael Aragones, bom Nov. 6, 1972, to Seafarer and Mrs. Abra­ ham Aragones, Puerta de Tierra, P. R. Jason Eagleson, bom Dec. 16, 1972, to Seafarer and Mrs. Charles B. Eagleson, Houston, Tex. First Checks * f Julio Ortiz, 61, is a native of Puerto Rico. He joined the union in 1945 in the Port of New York and sailed in the steward department. He now makes his home in New York City. Clyde D. Parker, 56, is a native of Chickasaw, Ala. He joined the SIU in 1940 in the Port of Savannah and sailed as bosun. Brother Parker is now a resident of Mobile, Ala. SIU Vice President Earl Shepard (right) pre­ sents Seafarers Fred Lambert, Julio Ortiz and John Abraham with their first monthly SIU pen­ sion checks during membership meeting in the Port of New York. Page 19 April 1973 lVl i" ' ^ �1 Ships' Meetings Digest of SiU V. li I COLUMBIA (United States Steel), February 11—Chairman E. W. Nich­ olson; Secretary M. S. Sospina; Edu­ cational Director J. R. Miller; Deck Delegate James S. Roger. Some dis­ puted OT in deck department. Vote of thanks to the steward department. MARYLAND (Seatrain), February 14—Chairman R. O. King; Secretary K. Lynch. $88.90 in ship's fund. Every­ thing running smoothly. Stood for one minute of silence in memory of our departed brothers. SAN JUAN (Sea-Land), February 18—Chairman C. Mize; Secretary Higgins; Educational Director Crispala. $33.00 in ship's fund. Disputed OT in deck and engine departments. Vote of thanks to the steward depart­ ment for a job well done. SHENANDOAH (Hudson Water­ ways), February 24—Chairman W. H. Butts; Secretary R. Fagan; Educa­ tional Director Burden; Deck Delegate S. Coker; Engine Delegate E. Burnett; Steward Delegate B. Weir. $6.00 in ship's fund. Everything running smoothly. ST. LOUIS (Sea-Land), February 16—Chairman R. Christenberry; Sec­ retary W. L. Kilgore; Educational Di­ rector F. D. Carruthers; Engine Dele­ gate R. Pelaso; Steward Delegate S. Petrantes. Vote of thanks to the ship's chairman. COLUMBIA (United States Steel), February 19—Chairman E. W. Nich­ olson; Secretary M. S. Sospina; Edu­ cational Director J. R. Miller. Some disputed OT in deck department. Vote of thanks to the steward department. OVERSEAS BULKER (Maritime Overseas), February 21—Chairman Ballard Browning; Secretary T. Bal­ lard; Educational Director J. Sherpinski. $4.00 in ship's fund. Everything running smoothly. Vote of thanks to the steward department. STEEL APPRENTICE (Isthmian), February 11—Chairman Jack Ryan; Secretary Paul P. Lopez; Educational Director W. D. Rakestraw; Deck Del­ egate Robert Bums; Engine Delegate William Jordan; Steward Delegate Biliran Sierra. $24.00 in ship's fund. Some disputed OT in deck depart­ ment. Next port Pearl Harbor. OVERSEAS ALASKA (Maritime Overseas), February 4 — Chairman Edward Adams; Secretary Edward Dale; Educational Director Allen Batchelor. $27.00 in ship's fund. No disputed OT. Everything running smoothly. DELTA MEXICO (Delta), Febru­ ary 11—Chairman Tony Radick; Secretary B. Guarino; Educational Di­ rector J. Ashley; Deck Delegate Angel Viti; &igine Delegate Douglas Domingue. Some disputed OT in deck and engine departments. Vote of thanks to the steward department for a job well done. TRANSOREGON (Hudson Water­ ways), February 21—Chairman W. LeClair; Secretary A. Aragones; Edu­ cational Director C. Welsh. $20.00 in ship's fund. Vote of thanks to the stew­ ard department for a job well done. FALCON LADY (Falcon Car­ riers), February 17—Chairman E. B. Flowers; Secretary A. Arellano; Deck Delegate W. Kuchta; Engine Delegate J. Lyons; Steward Delegate R. E. Averill. $42.00 in ship's fund. Everything running smoothly. Page 20 SiU Ship's Committee TRANSHAWAII (Hudson Waterways)—Making the Puerto Rico run is the ship's committee on the Transhawaii. From left are: N. Paloumvis, educa­ tional director; M. J. Kerngood, chairman; F. Lee, engine delegate; C. McLellan, deck delegate, and F. Muniz, steward delegate. SAN JUAN (Hudson Waterways), February 25—Chairman D. Mendoza; Secretary J. Davis. Everything run­ ning smoothly. No disputed OT. Vote of thanks to the steward department. OVERSEAS ALICE (Maritime Overseas), February 25 — Chairman C. W. Truenski; Secretary Frank Costango; Educational Director J. Boyce; Deck Delegate C. P. Wilson; Engine Delegate F. E. Perkins; Steward Dele­ gate J. Topasna. No disputed OT. Vote of thanks to the steward depart­ ment. GATEWAY CITY (Sea-Land), February 4—Chairman Lancelot B. Rodrigues; Secretary F. Fraone. $14.00 in ship's fund. Some disputed OT in deck department. Vote of thanks to deck department for keep­ ing messhall and pantry clean at night. OVERSEAS CARRIER (Maritime Overseas), February 5—Chairman L. R. Smith; Secretary J. E. Long; Edu­ cational Director N. Trahan. No dis­ puted OT. Vote of thanks to the stew­ ard department for a job well done. SEATRAIN GEORGIA (Seatrain), February 4—Chairman S. Brunetti; Secretary R. Taylor; Educational Di­ rector P. Pinkston. Vote of thanks to the steward department. Everything nmning smoothly. SEAMAR (Calmar), February 4— Chairman I. S. Moen; Secretary R. A. Clarke; Educational Director G. Kontos; Deck Delegate Wm. J. Emerson; Engine Delegate R. B. Fernandez; Steward Delegate M. Kaminski. No disputed OT. Everything running smoothly. Stood for one minute of silence in memory of our departed brothers. SEATRAIN CAROLINA (Hud­ son Waterways), February 4—Chair­ man Albert J. Doty; Secretary O. Payne; Educational Director Harry A. Duhadaway. $96.00 in ship's fund. Everything running smoothly. Stood for one minute of silence in memory of our departed brothers. SEATRAIN LOUISIANA (Hud­ son Waterways), February 10—Chair­ man R. Hufford. Some disputed OT in deck, engine and steward depart­ ments. A vote of thanks to the steward, deck and engine departments. FAIRLAND (Sea-Land), February 10—Chairman George Burke; Secre­ tary R. Aguiar; Educational Director George W. McAllpine. Some disputed OT in deck and engine departments. A vote of thanks to the steward de­ partment for a job well done. TRANSINDIANA (Seatrain), Feb­ ruary 6—Chairman A. Hanstvadt; Secretary D. Nunn; Educational Di­ rector J. Darby. $30.00 in ship's fund. Everything running smoothly. Next port Oakland, Calif. PONCE (!^a-Land), February 25 —Chairman H. Cain; Secretary W. J. Anderson; Educational Director P. C. Kamaros; Deck Delegate W. E. Reeves. No disputed OT. Vote of thanks to the steward department for a job well done. TRANSCHAMPLAIN (Seatrain), February 25—Chairman Louis W. Cartwri^t; Secretary C. I. Fishel; Ed­ ucational Director J. D. Cantrell Jr.; Steward Delegate Gregory R. Smith. No disputed OT. A vote of thanks to A. Perkins for a job well done in the steward department. OAKLAND (Sea-Land), February 12—Chairman R. Palmer; Secretary C. Johnson; Educational Director C. Powell. No disputed OT. Everything running smooAly. Vote of ^anks given to cooks for well prepared food. TRANSONTARIO (Hudson Wa­ terways), February 25—Chairman F. A. Pehler; Secretary Caudill; Educa­ tional Director Waddell; Engine Dele­ gate F. L. David; Steward Delegate Joseph Smith. Some disputed OT in engine department. Everything run­ ning smoothly. Observed one minute of silence in memory of our departed brothers. DELTA PARAGUAY (Delta), February 4—Chairman Peter D. Shel­ drake; Secretary Charles J. Mitchell; Educational Director Frank W. Chavers; Deck Delegate David L. Dickin­ son; Engine Delegate Frank T. Kreamer; Steward Delegate William J. Meehan. $13.20 in ship's fund. Some disputed OT in deck and steward de­ partments. Observed one minute of silence in memory of our departed brothers. Next port Houston, Tex. TRANSONEIDA (Hudson Water­ ways), February 12—Chairman L. Fitton; Secretary S. Rothschild. No disputed OT. Vote of thanks to the steward department for a job well done. EAGLE TRAVELER (United Maritime), February 18—Chairman Charles D'Amico; Secretary W. B. Yarbrough; Educational Director Donald Gilbo. $4.40 in ship's fund. No disputed OT. Everything running smoothly. RAMBAM (American Bulk), Feb­ ruary 6—Chairman L. Guadamund; Secretary J. Craft; Deck Delegate Peter Christopher; Engine Delegate James Dana Revette; Steward Dele­ gate Jesse Gage Jr. No disputed OT. Everything running smoothly. HASTINGS (Waterman), February 4—Chairman John G. Spuron; Secre­ tary D. Hall; EducationaP Director William Bilger; Deck Delegate Rob­ ert E. Wagner. No disputed OT. Stood for one minute of silence in memory of our departed brothers. SL 181 (Sea-Land), February 11 —Chairman J. Davies; Secretary R. B. Marion; Educational Director H. Messick. $10.00 in ship's fund. Stew­ ard commended crew for coopera­ tion in keeping messhall and pantry shipshape. STONEWALL JACKSON (Water­ man), February 12—Chairman T. J. Hilburn; Secretary John E. Adams; Educational Director Willie Jones. No disputed OT. Vote of thanks to the steward department. TRANSIDAHO (Hudson Water­ ways), February 25—Chairman W. Worurski; Secretary Aussie Shrimpton; Steward Delegate Frank Rahas. $142.00 in ship's fund. No disputed OT. Everything running smoothly. CHICAGO (Sea-Land), February 11—Chairman Burris Maxwell; Sec­ retary Joe L. Johnson; Educational Director Dale Susbilla. Some disputed OT in^eck department. Everything running smoothly. SPITFIRE (American Bulk), Feb­ ruary 4—Chairman Walter Butterton; Secretary M. Deloatch; Educational Director E. Gibson; Deck Delegate William E. King. $10.50 in ship's fund. Vote of thanks to the steward department for a job well done. MIAMI (Cities Service), February 18—Chairman Frank J. Schandl; Sec­ retary U. E. LaBarrere; Deck Dele­ gate Lonnie Cole; Engine Delegate Rodney Borloso; Steward Delegate Herbert Archer. Vote of thanks to the steward department. LOUISIANA (Hudson Waterways), February 4—Chairman Richard Huf­ ford. No disputed OT. Vote of thanks to the steward, deck and engine de­ partments. OVERSEAS ALICE (Maritime Overseas), February 18—Chairman C. W. Truenski; Secretary Frank Costango; Educational Director J. Boyce; Deck Delegate C. P. Wilson; Engine Delegate F. E. Perkins; Steward Dele­ gate J. Topasna. No disputed OT. Everything running smoothly. Vote of thanks to the steward department. COMMANDER (Marine Carriers), February 10—Chairman H. Jones; Engine Delegate A. Benzuh; Steward Delegate Walker Wilson. Some dis­ puted OT in deck and steward depart­ ments. Everything running smoothly. Seafarers Log i �Twenty-Seven Years With Union White Cap Worn Proudly Throughout SlU's Battles The familiar floppy white cap tra­ ditionally worn by Seafarers to signify their brotherhood and solidarity, is one of Brother Dewey Emory's favorite keepsakes. hit the bricks for seamen's rights with his union Brothers during the General Strike of '46, which immobilized every ship in every port of the U. S. After eight tense days of picketing Many times throughout his 27 years ..with the union, the Georgia born Sea­ farer actively participated in both SIU and SlU-supported strikes, and today remains a firm believer in labor's slogan that "an injury to one is an injury to all." Born in Savannah, Ga. in 1926, Bro­ ther Emory's family moved to Tampa, Fla. when he was only a few years old. As he grew up he witnessed the swift growth of Tampa from a small city to a large booming port of call. This had a good deal to do with his great interest for ships and the sea, which he acquired during early boyhood. i\ i !l 1 •* > He originally shipped out as a 20year-old saloon mcssman in early 1946 after serving in the Army during World War 11. Later on that year, after sailing for only a few months. Brother Emory EAGLE TRAVELER (United Maritime), February 11—Chairman Charles D'Amico; Secretary Wilson Yarbrough; Educational Director Donald Gilbo; Deck Delegate E. B. Merritt. $3.40 in ship's fund. Some disputed OT in deck department. A vote of thanks to the deck department for cleaning ship up. SUMMIT (Sea-Land), February 2 —Chairman Tom Martineau; Secre­ tary E. Miller; Educational Director Joim Risbeck; Steward Delegate E. L. Johnson. $154.75 in ship's fund and movie fund. Some disputed OT in deck and engine departments. Everything running smoothly. ST. LOUIS (Sea-Land), February 11—Chairman R. Christenberry; Sec­ retary W. L. Kilgore; Educational Director F. D. Carruthers; Deck Dele­ gate R. W. Johnson; Engine Delegate R. Pelaso; Steward Delegate S. Petrantes. No disputed OT. Everything running smoothly. PORTMAR (Calmar), February 25—Chairman Edward C. Ruley; Sec­ retary L. Gadson; Educational Direc­ tor Emil Nordstrom; Engine Delegate William B. Addison. No disputed OT. Everything running smoothly. mi;: Seafarer Dewey Emory fought hard for seamen's rights during the early days of the union. MAUMEE (Hudson Waterways), February 25—Chairman C. Magoulas; Secretary H. Hastings; Education­ al Director D. Orsini; Deck Delegate J. C. Sorel; Engine Delegate Jerry Farmer; Steward Delegate Charles Bedell. Some disputed OT in deck and engine departments. $30.00 in ship's fund. Vote of thanks to the steward department. MISSOURI (Ogden Marine), Feb­ ruary 4 — Chairman Angelbs Autoniou; Secretary W. J. Miles; Educa­ tional Director Victor Brunell. $16.00 in ship's fund. No disputed OT. Ev­ erything running smoothly. Stood for one minute of silence in memory of our departed brothers. NOONDAY (Waterman), Febru­ ary 11—Chairman Joe Blanchard; Secretary Walter Lescovich; Educa­ tional Director Victor Palombo. $65.00 in ship's fund. Some disputed OT in deck, engine and steward de­ partments. Everything running smoothly. LOUISIANA (Hudson Water­ ways), February 11—Secretary Rich­ ard Hufford. No disputed OT. A vote of thanks to the steward, deck and engine departments. SIU Ship's Committee OGDEN WABASH (Ogden Marine)—Back from bringing grain to Russia is the ship's committee on the Ogden Wabash. From left are: 0. Hopkins, edu­ cational director; "Tiny" Wallace, chairman; K. Hatgimisious, steward dele­ gate; W. McCay, deck delegate; J. Monerief, secretary-reporter, and W. Parks, engine delegate. for improved contracts, the strike was over and the SIU had won the first and only general strike in U. S. maritime history. One year later. Brother Emory was again walking the picket lines — this time for the underpaid financial workers of the Wall Street brokerage firms. He banded together with more than 200 fellow Seafarers in a stirring demon­ stration of inter-union support and greatly aided the downtown New York United Financial Employees in win­ ning their just cause. In April, 1953 Dewey was again ready with his picket sign for the pro­ posed strike against Cities Service—but the threatened walkout and the determi­ nation of the membership forced the tanker company to yield to the SIU's demands. Among the many other strikes he has served in so well were the Bull Line Wage Beef in 1957, in which he and his Brother members manned a 24-hour picket line outside the company's Brooklyn terminal—and in 1962 the Brother Emory, who has visited vir­ tually every country in the world on voyages with the SIU, rather modestly underplays his militant activities on the picket lines; "all the guys did it" he said, "I was just doing my part." But it was men like Brother Emory that made the SIU strong, and you can be sure that if the need arose he would break out his mothballed white cap and hit the bricks once more. The 47-year old Seafarer is now enroute to India, East Africa and Jordan aboard the Mobilian, carrying jeeps, trucks and other heavy equipment. PITTSBURGH (Sea-Land), Feb­ ruary 19—Chairman Frank Smith; Secretary S. McDonald; Educational Director S. Senteney; Deck Delegate George R. Black; Engine Delegate Robert H. Newell; Steward Delegate Harry C. Downey. $50.00 in ship's fund. Vote of thanks to the steward department and a vote of thanks to the electrician for fixing the crew's washing machine. SUMMIT (Sea-Land), February 2 —Chairman Tom A. Martineau; Sec­ retary E. Miller; Educational Director John Risbeck; Steward Delegate E. L. Johnson. $154.75 in ship's fund and movie fund. Some disputed OT in deck and engine departments. Everything running smoothly. HOUSTON (Sea-Land), February 4—Chairman Karl Hellman; Secre­ tary Frank Hall; Deck Delegate Wal­ lace Perry; Engine Delegate Glenn Watson; Steward Delegate Carlos Garcia. Vote of thanks to the steward department. Observed one minute of silence in memory of our departed brothers. OVERSEAS ALICE (Maritime Overseas), February 4—Chairman D. Robbins; Secretary Frank Costango; Educational Director J. Boyce; Deck Delegate C. Wilson; Engine Delegate F. E. Perkins; Steward Delegate J. Topasna. Some disputed OT in engine department. Vote of thanks to the steward department. SAUGATUCK (Hudson Water­ ways), February 4—Chairman Leo Paradise; Secretary R. A. Cobb; Edu­ cational Director R. Ratkovich. No disputed OT. Vote of thanks to the steward department for a job well done. DELTA BRASIL (Delta), Febru­ ary 7—Chairman Paul Turner; Deck Delegate William A. Pitman; Engine Delegate Lorie Christmas, Jr.; Stew­ ard Delegate Walter Dunn. Some dis­ puted OT in deck department. Received Seafarers Log in Buenos Aires, Argentina and crew really en­ joyed it. Observed one minute of si­ lence in memory of our departed brothers. ARIZPA (Sea-Land), February 11 —Chairman R. Hodges; Secretary J. Prats; Steward Delegate George M. William. $16.00 in ship's fund. Some disputed OT in steward department. Everything running smoothly. PORTLAND (Sea-Land), Febru­ ary 18—Chairman Jose L. Gonzales; Secretary J. Kundrat; Educational Di­ rector Dimitrios Poulakis. No disputed OT. Everything running smoothly. YELLOWSTONE (Ogden Ma­ rine), February 4—Chairman W. R. CoUey; Secretary E. Vieira; Educa­ tional Director S. Wilson. Some dis­ puted OT in deck and engine depart­ ments. Vote of thanks to the steward department. TRENT (Verity), February 4— Chairman James C. Mullis; Secretary L. Pepper; Educational Director Mal­ colm E. Taggart. No disputed OT. Everything running smoothly. COMMANDER (Marine Carriers), February 3—Chairman H. Jones; Steward Delegate Walker Wilson. Some disputed OT in deck and stew­ ard departments. Everything running smoothly. SAN PEDRO (Sea-Land), Febru­ ary 4—Chairman George King; Sec­ retary Weldon O. Wallace; Deck Dele­ gate B. Schwartz; Engine Delegate E. Steward; Steward Delegate J. Tilley. $2.00 in ship's fund. Everything run­ ning smoothly. SEA-LAND McLEAN (Sea-Land), February 27—Chairman John Hunt­ er; Secretary C. Walter. No disputed OT. Vote of thanks to the steward department. MIAMI (Cities Service), February 11—Chairman Frank J. Schandl; Sec­ retary U. E. LaBarrere; Deck Delegate Lonnie Cole; Steward Delegate Her­ bert Archer. No disputed OT. Vote of thanks to the steward department. TRANSIDAHO (Hudson Water­ ways), February 25—Chairman W. Worurski; Secretary Aussie Shrimpton. $142.00 in ship's fund. No dis­ puted OT. Everything running smoothly. SEATTLE (Sea-Land), February 25—Chairman J. Giannaotis; Secre­ tary W. Hand; Educational Director A. Tselentis. Some disputed OT in engine and steward departments. Everything running smoothly. STEEL KING (Isthmian), Febru­ ary 4—Chairman G. Glennon; Secre­ tary D. Collins; Educational Director R. Bernades; Deck Delegate H. Willingham; Engine Delegate A. Loo; Steward Delegate J. Brown. Every­ thing running smoothly. Next port Karachi. Robin Line Beef against that company's violation of its contract with the SIU. As it might seem, all his memories of his 27 years with the SIU do not center on strikes and picket lines. He fondly recalls the Waterman vessel John B on which he made his first trip as a Seafarer on her maiden voyage— and years later was also a member of the crew on the John B's last voyage be­ fore she was taken out of service. Page 21 April 1973 -.v.-,.-'- �jTinal ISeparturesi Alvin L. Blain, 45, passed away while serving aboard the Keva Ideal on Nov. 7. A native of Indiana, he re­ sided in Houston, Tex. at the time of his death. Brother Blain joined the SIU in 1946 in the Port of New York and sailed in the engine department He was an Army veteran of the Korean War. He is survived by his wife, Dorothy, his daughters, Cheryl, Debbie, Mary and Laura, ^d his son, Paul. Herman C. Mora, 64, passed away on Feb. 11 after a short illness. A na­ tive of the Philippine Islands, he was a resident of San Jose, Calif, at the time of his death. He joined the SIU in 1955 in the Port of San Francisco and sailed in the steward department. Brother Mora was buried at Santa Clara Catholic Cemetery in Santa Clara, Calif. Among his survivors are his daughters, Edna and Constance. SIU Pensioner Gregory Morejon, 74, passed away on Nov.. 30 after a long illness. A native of Cuba, he resided in St. Petersburg, Fla., at the time of his death. A charter member of the union. Brother Morejon joined in 1939 in the Port of Miami and sailed in the steward department He was an Army veteran of World War I. He was buried at Calvary Cemetery in St. Petersburg. Among his survivors is his wife, Helena. Michael J. Demhrowskl, 57, passed away on March 5 after a long illness. Bom in Boston, Mass., he was a resi­ dent of San Francisco, Calif, at the time of his death. He joined the union in 1943 in the Port of Boston and sailed in the deck department. Brother Dembrowski was buried at St. Vin> cent's Cemetery in Vallejo, Calif. Among his survivors is his sister, Mary. Roberto Defiranza, 64, accidentally lost his life while on duty aboard the Stonewall Jackson on Jan. 31. A na­ tive of Austria, he resided in New Orleans, La. at the time of his death. Brother Defranza joined the SIU in 1952 in the Port of New York and sailed in the deck department. He was an Army veteran of World War II. He was buried at sea on March 4. Among his survivors is his wife. May. David Douglas, 54, died of heart disease on Feb. 19 at the USPHS hos­ pital in San Francisco, Calif. Bom in Greensboro, N.C., he was a resident of Randolph, Mass. at the time of his death. Brother Douglas joined the SIU in 1959 in the Port of New York and sailed in the steward department. He is survived by his wife, Mary, and his daughter, Marion. Joel Bremer, 55, passed away after a short illness on Feb. 11. A native of Charleston, S.C.. he was a resident of Savannah, Ga. at the time of his death. He was a Navy Veteran of World War II. Brother Bremer joined the SIU in 1951 in the Port of Savannah and sailed in the deck department. He was buried at Laurel Grove Cemetery in Savannah. SIU Pensioner Adolf G. Iverson, 83, died after a long illness on March 13. One of the original members of the union. Brother Iverson joined in 1938 in the Port of New York and sailed in the deck department. The Nor­ wegian bom Seafarer was a resident of Hoboken, N.J. for many years prior to his death. He was buried at Hea­ venly Rest Cemetery in Hanover, N.J. CMfford W. Mendell, 35, passed away on Feb. 3. He was a life-long resident of Queens, N.Y. He joined the SIU in 1964 in the Port of New York and sailed in the deck department. Brother Mendell was an Army veteran of the Korean War. Among his sur­ vivors is his wife, Elaine. Frederick W. Edgett, 62, died of heart failure at the USPHS hospital in New Orleans, La. on Jan. 24. He was a resident of that city at the time of his death. Brother Edgett joined the SIU in 1948 in the Port of New York and sailed in the steward department. He was buried at St. Bernard Mem­ orial Gardens in Chalmette, La. Among his survivors is his brother, Elmer. James Urgo, 58, passed away on March 6. He was a life-long resident of Passaic, N.J. Brother Urgo joined the SlU-aflaiiated Railway Marine Region in 1964 and sailed as a deckhand for the Erie-Lackawanna Railroad. He was an Army veteran of World War II. He was buried at Calvary Cemetery in Paterson, N.J. Among his survivors are his sister, Eleanor, and his brother, Michael. Michael W. O'Rourke, 58, died of cancer on Feb. 4. He was a life-long resident of Arcadia, Mich. Brother O'Rourke joined the SIU in 1953 in the Port of Frankfort, Mich, and sailed in the deck department. The Great Lakes Seafarer was buried at Conway Cemetery in Manistee, Mich. Among his survivors is his wife, Mary Lee. Edward J. Kuhar, 62, died of a heart attack on Dec. 2 while on duty aboard the Overseas Progress. Bom in Pennsylvania, he was a resident of New Orleans, La. at the time of his death. He joined the union in that port in 1940 and sailed in the steward de­ partment. Among his survivors is his wife, Ethel. Philip J. Brazil, 51, accidentally lost his life aboard the Yorkmar on Feb. 2. He was a life-long resident of Seattle, Wash. He joined the union there in 1970 and sailed in the deck department. Brother Brazil was buried at Holyrood Cemetery in Seattle. Among his survivors is his wife, Jackie. MEMBERSHIP MEEHNGS' SCHEDULE Port New York Philadelphia Baltimore Detroit JHouston New Orleans Mobile San Francisco Date May 7 May 8 May 9 May 11 May 14 May 15 May 16 May 17 Deep Sea 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m....... 2:30 p.m Great Lakes Tug and Dredge Section tSault Ste. Marie May 17 — 7:30 p.m. Chicago May 15—7:30p.m. Buffalo^ May 16—7:30 p.m. Duluth May 18 — 7:30 p.m. Cleveland May 18—7:30 p.m. Toledo May 18—7:30 p.m. Detroit May 14—7:30 p.m. Milwaukee May 14—7:3DiKm. Page 22 IBU .5:00 .5:00 .7:30 .5:00 5:00 5:00 p.m p.m p.m p.m p.m p.m UIW 7:00 p.m. 7:00 p.m. 7:00 p.m. — 7:00 p.m. 7:00 p.m. .7:00 p.m. Railway Marine Region Philadelphia May 15 —10 a.m. & 8 p.m. Baltimore May 16—10 a.m. & 8 p.m. •Norfolk May 17 — 10 a.m. & 8 p.m. Jersey City May 14— 10 a.m. & 8 p.m. t Meeting held at Galveston wharves, t Meeting held in Labor Temple, Sault Ste. Marie, Mich, • Meeting held in Labor Temple, Newport News. SIU Pensioner Harry C. Peder, 74, died of lung cancer on Dec. 10 at the USPHS hospital in New Orleans, La. He was a resident of that city at the time of his death. Brother Peeler joined the SIU in 1943 in the Port of New York and sailed in the steward department. He was buried at Olonee Hill Cemetery in Athens, Ga. Among his survivors is his brother, Clarence. SIU Pensioner John G. Newman, 56, passed away after a short illness on Jan. 31. He was a life-long resident of Flushing, N.Y. He joined the union in 1947 and sailed as bosun. Brother Newman was buried at Good Ground Cemetery in Hampton Bays, N.Y. Among his survivors is his sister, Mary. Curtis C. Lambert, 53, passed away on Sept. 6. Born in Perdue Hill, Ala., he was a resident of New Orleans, La. at the time of his death. Brother Lam­ bert joined the SIU in 1956 in the Port of Mobile, Ala. and sailed in the deck department. He was an Army veteran of World War II and was once wound­ ed in action. He was buried at Forest Lawn Memorial Gardens in Saraland, Ala. Among his survivors is his sister, Mary. Seafarers Log �-'\^«?sp««aaKsa • v :•; • ••••• .fV'<v;'>/' >fr^ :'V^->- v •• • '• ' '' .; .iw ••' ;'.••<•' X',, . '; -Ti' :f-. •:LV''i" • •• • v' .--'• •i^i••v^z'•'%.;^4••;••^ -L ••''*' \ •>/« ;.v;S-s^:;'- . " .'l ,, "M n proceSrjVk rl , SedfSiyers can also7 speed'ciiifm p^^i^ssing hyJorwe(r3mg complet^.c^^ii)h /or/iw direcilyiolhei r-0. :% ot VA(^10M V • • vf BENEFIT; '<5* rs Musi liave a minimiira of OO ^ay. inc earliest diRcharge date of such time inustHe l^^^^ apfjlieatipri niusl l>e accompanied by a phoiostatic copy oc (Inearned Waiies and Travel Time is not payable, ^ ' X ^ . ^ Vyy ^4/, "^N. / v,^C <5. y;. •/ -""'c,; 4.,' - Accurate Forms Mean Quicker SlU Benefits I' 1 I 'y' Disability Pension Claims (1) Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of claim. (2) Discharges or Certificates of Seaman's Service verifying employment periods. (3) Permanently Not Fit For Duty medical report listing complete diagnosis preferably from USPHS, since disability pensioners are required to maintain eligibility to USPHS after going on pension. (4) Certificate of Social Insurance Award verifying that member was granted disability benefits under Social Security Administration. (1) ? (2) (3) (4) (5) Sickness and Accident Benefits Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of claim. Medical Abstract indicating that all return appointments were kept. S&A Assignment, if applicable. Letter from attorney recognizing our Assignment. Denial of Maintenance and Cure on company letterhead, if applicable. Death (1) Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of death. (2) Certified Death Certificate or certified copy of Ship's Log in cases where employees are lost at sea. ( 3) Proof of relationship of beneficiary to the deceased. (4) Itemized funeral bill indicating whether paid or not and name and ad­ dress of payee, if applicable. P. /% f Normal Pension Claims (1) Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of claim. (2) Discharges or Certificates of Seaman's Service verifying employment periods. (3) Proof to substantiate attainment of age 65. April 1973 Early Normal Pension Claims (1) Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of claim. (2) Discharges or Certificates of Seaman's Service verifying employment periods. (3) Proof to substantiate attainment of age 55. Hospital Claims (1) Application indicating employment time for eligibility purposes by Company showing employment periods of 90 days in the previous calendar year and one day in the past six months. ( 2 ) Itemized hospital bill including ID Number of hospital. (3) Surgical Bill including ID Number or Social Security Number of Sur­ geon. (4) Doctors Bill including ID Number or Social Security Number of Doctor. (5) Medicare Statement, where applicable to correspond with bill(s) sub­ mitted. , (6) Marriage Certificate, if one had not previously been forwarded. ( 7 ) Birth Certificate of dependent if one had not been previously forwarded. (8) Income Tax return if dependent is adopted, or is a foster or step child. Member's Required Documentation 't < The documentation listed below must be submitted by new members in order to insure that when a claim is received from a new member for himself and or a dependent that the claim can be processed withput delay. a. Marriage Certificate b. Birth Certificate of dependents or in the absence of a Baptismal Certificate a Census Report c. Beneficiary Card d. Income Tax Return, if dependent is adopted or is a foster or step child Page 23 �SEAFARERS LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION* ATLANTIC.GULF, LAKES AND INLAND WATERS DISTRICT •AFL-CIO SlU-IBU Vacation Center Opens New Season d ^ " -'A ' • I 1 at the Limdeberg School and tto vaca^ i^^ wiU extend through Septembe^^ 9. Sni and IBU members and tfadr families wfll have « < 'v ." ' ^ -v. - ' 1 1 <• * V, " reservations will be confomed mi a first-come^ first- ui ••Ul" 1 FoHowing are file room prices lor SltJ and IBU V I : tii ^ ,-juujiav<i>$i&«dOloriuiimeai<>, .v Dinner: $3.50 for hdlmeid. Partial meal and a —' afaSab^ I ^ ^' i Insure your reservation "S: ; \ ' Vh.:. •4.^- Aj>i I ' " r--3-^ ' ^'' • r ,< W- . ' ' ^ , ' I 11 -• • ;V. fa:/,." ^ fi 'gm t' i I j i I ,1I l| 11 Seaiarers Vacation Center Harry Lundebeng School of Seanumship PIney Point, Md. 20674 l am interested in From S<»r»nnH Choice: Chn!r»/»* Kmiri Second From -v.';'.:' ^ My party wdi include adults and Please send confirmation. To Tn To jL'acsiaav^ • •. . (First Choice) :,-S ; children. jyyyfi. •<' '»,**««•« V •*<«•# '. '7 ' Signature - Ii \\y- VA !' L-— • '•'O '-i-l.': zip Code -iiii ^ ,....*. •/ liii i mm M.'I.SIIIU'H'III.IW ^ 1 ,< • � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource April 1973 Description An account of the resource Headlines: CONFER ON IBU UPGRADING PROGRAMS AT PINEY POINT NATIONAL MARITIME COUNCIL - WORKING TOGETHER SEA-LAND COMMERCE COMPLETES MAIDEN VOYAGE SIU'S SCHOLARSHIP COMMITTEE MEETS ADM. CHASE: U.S. MERCHANT MARINE NEEDS LARGER SHARE OF WORLD CARGO BACK WAGES DUE LAST COAL BURNER TUG ANCHORS AT MUSEUM HIGH SCHOOL PROGRAM AVAILABLE TO SEAFARERS SEAFARER-CARTOONIST CAPTURES LIGHTER MOMENTS OF LIFE AT SEA 62-YEAR OLD SEAFARER ACHIEVES EDUCATION GOAL WHAT THEY'RE SAYING IBU RETIREE RAUCH RECALLS OL' MISS SHIP CARVING: A LOST ART AN OUNCE OF PREVENTION POSTAL RATES TRANSSUPERIOR ON GRAIN RUN PORT OF PINEY POINT ERNA ELIZABETH, TALUGA WIN MSC-NAVY PRAISE OVERSEAS ALEUTIAN WHITE CAP WORN PROUDLY THROUGHOUT SIU'S BATTLES ACCURATE FORMS MEAN QUICKER SIU BENEFITS SIU-IBU VACATION CENTER OPENS NEW SEASON Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 4/1/1973 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXV, No. 4 1973 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/3cf9b8db0ab0490fd5eaee3f42d9b5c3.PDF ce8e7af60999680c235e7ea5235e0073 PDF Text Text SlU-Manned Maumee: V-'i'/ ' k^''W2Fjy -.isil. '•S :• • • . • -' y,t-j» -iV^ {"iVf- "V:J.w5't'''-;'v?ff:"' ••••^!.^ '' ^ ^ r'' t' ,~N [-^ ' ^ •' r. -Tk -. • r ..' - -• \ •« , ifS.=» «>' /' "'. • ^ •.' "'>S "•'^•.•>'^' J ; ,{'^ " • '">- . v''-!-W'AV-•"•••' :" • " ** ' .'^ " ^ i" » . " ' "' V .".) • �The six-man crew of the tugboat Teresa McAllister (McAllister Broth­ ers), which is under contract to the SIUNA-affiliated Inland Boatmen's Union, received a Coast Guard com­ mendation late last year for their quick and expert handling of a rescue during bad weather conditions on the Dela­ ware River. Praising the crew for their "superior performance of duty and outstanding seamanship" during the rescue, B. F. Engel, rear admiral and commander of the Third Coast Guard District, also noted that the men "upheld the highest traditions of the U. S. Merchant Ma­ rine." The Teresa McAllister was moving down the Delaware River on the morn­ ing of June 14 and was in the area of Bulkhead Bar Range Channel when she received a voice radio message that the freighter American Legend feared she had collided with a sailing boat. A rescue call went out to search the vi­ cinity and the Teresa McAllister re­ sponded immediately. Weather conditions were poor and visibility was low, but the tug located the sailing yacht Lotus and rescued her two crewmen who were floating in the water. Both were alive but one had suf­ fered a broken right arm. The crew of the tug also rescued the yacht which was towed into port at Delaware City, Del. Contact had been made with the Coast Guard Base in Gloucester City, N. J. and an ambu­ lance was waiting when the tug berthed. At the time of the rescue the crew of the Teresa McAllister were: Cap­ tain Frank Hansen; Mate Norman Merckx; Deck Hand John Poppa; Chief Engineer John Callahan; Oiler Sigmund Gibbs, and Cook Geronimo Espinosa. All but Brother Gibbs were able to attend a presentation of the Coast Guard comsisndation on Dec. 8. The commendation was officially awarded by Captain Stephen Varanko who is officer-in-charge of Coast Guard Ma­ rine Inspection. The commendation highly praised the crew for "minimizing what could have resulted in the loss of two lives." It also stated that "the efficient and timely manner" in which the crew re­ sponded "and the outstanding seaman­ ship displayed during adverse weather conditions is highly commendable." Ships' Chairmen Reminded Crew Lists Are Important! The union reminds ships' chairmen that an accu­ rate crew list for every voyage should be forwarded to SIU headquarters from the first port of call after the voyage begins. A supply of pre-addressed crew list forms, which can be folded into the shape of an en­ velope and easily mailed, have already been distrib­ uted to all SIU ships at sea. Accurate crew lists provide union headquarters with the information needed for the processing of members' welfare benefits and also assist the union in many other functions relating directly to Seafarers' well being. Ships' chairmen can further assist headquarters by also using the crew list to report names of injured or hospitalized crewmembers. Crew lists should be sent to: Secretary-Treasurer Seafarers International Union 675 Fourth Avenue Brooklyn, New York 11215 Accepting a Coast Guard commendation from Captain Stephen Varanko (right) is Frank Hansen, captain of the IBU-contracted tugboat Teresa McAllister (McAllister Brothers). The six-man crew of the tug was given the commenda­ tion by Coast Guard Rear Admiral B. F. Engel for their quick and expert rescue of two crewmembers whose yacht had collided with a freighter. The other tugboat members present at the presentation are from left: Norman Merckx, mate; John Poppa, deck hand; John Callahan, chief engineer, and Geronimo Espinosa, cook. Oiler Sigmund Gibbs could not be present. the PRESIDENT'S REPORT: The Ability to Compete is Vital Paul Hall The U.S. maritime industry appears to have "bottomed out" and there are signs that things are now starting to move up and forward. Implementation of our national mari­ time program—as embodied in the Mer­ chant Marine Act of 1970—continues to advance. And the White House recently asked Congress for $531.3 million to keep the program on the move for another year, with sufficient funds requested to maintain the pace of the program. This is not to say that all of our prob­ lems have ended. Certainly, as we well know from past experience, there are always going to be problems in this indus­ try. That's the very nature of the industry —of any industry that is as complex and as competitive as this one. Competition is the name of the game here and competition is going to con­ tinue tough and become even tougher as time goes on. After all, the ships of more than 60 nations compete with the U.S. merchant fleet in world trade and many newly-emerging nations now are beginning to develop their own fleets, adding to the competition. What does all of this mean for American Seafarers? We know that we've been suc­ cessful in achieving programs to enable the U.S. merchant marine to stay afloat even at times when many were prepared to write us off. We know, too, that if this nation is to have a viable merchant marine we must compete with the ever-growing merchant fleets of the world. We must have the ability to compete. can render assistance to the industry is in the area of cargo procurement for our ships. Most maritime nations of the world make special efforts to nail down cargoes for their own ships. Japan, for example, expects by 1975 to be carrying 60 percent of all its exports and 70 percent of all its imports on Japanese-flag ships. To achieve that ability to compete is going to take a concerted effort by all segments of the maritime industry. Maritime labor must make a contribu­ tion. V/e must be innovative, imaginative and aggressive in doing all we can to ad­ vance the industry. Maritime management also must make the same kind of a contribution. Such a joint union-management effort will provide the favorable climate in which the government can come forward with its own contribution. The maritime indus­ try must have that government assistance. Virtually every other maritime nation rec­ ognizes the necessity of such assistance. In fact, our competition is, in many in­ stances, government-owned and operated. As we have pointed out time and time again, one area in which the government It is time for the United States to pay such type of attention to our own cargo needs. We also must pursue the bilateral concept in our trade dealings with other nations. The bilateral approach, such as was achieved in the trade agreement with the Soviet Union, is proper and in the na­ tional interest. Another area in which we must work is in the transport of energy fuels. The SIU and other segments of the maritime indus­ try already are on record in favor of legis­ lation to insure that a portion of all oil imported to our shores will be carried on U.S.-flag ships. We shall continue to fight for this cargo. We shall continue to fight for such legislation. Increasing competition—that's what lies ahead for our industry. We mtist be ready to meet that competition. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, New York 11232. The Seafarers Log Is published monthly. Second Class postage paid at Brooklyn, N. Y. Vol. XXXV, No. 3. March 1973. Page 2 Seafarers Log rif �More Jobs For Seafarers: Delta Mar Launched In New Orleans if I'a/ The ultra-modem Delfa Mar (Delta Steamship Lines) hit the water for the first time on Jan. 27 and her launching means more jobs for SIU members. The first ship to be contracted for under the Merchant Marine Act of 1970, the Delta Mar is also the first of three identical, revoluntionary LASH/ container vessels to be launthed by Delta. The other two, the Delta Norte and the Delta Sud, will be completed sometime later this year. Combined on the Delta Mar and her sister .ships is the capability to carry standard dry and refrigerated containers as well as the barges which are a part of the LASH (Lighter /Aboard Sftip) system. The Delta Mar was built at Avondale Shipyard in New Orleans, La. where she was launched on the Missis­ sippi River. She will be making the run between the Gulf of Mexico and the east coast of South America via ports in the Caribbean. At her launching, the Delta Mar was sponsored and christened by Rep. Leonor K. Sullivan (D.-Mo.) who was recently appointed chairman of the House Merchant Marine and Fisheries Committee. The main speaker was Robert J. Blackwell, assistant secretary of com­ merce for maritime affairs, who spoke about the Merchant Marine Act of 1970 noting that "more than $1.7 bil­ lion in federally assisted shipbuilding contracts have been awarded to domes­ tic shipyards since enactment of the 1970 Act. These contracts comprise the construction of 37 new ships and the conversion of 16 existing conventional freighters into highly efficient containerships." He added that "this surge of orders has provided the American shipbuild­ ing industry with its largest peacetime backlog of commercial orders in his­ tory." Also present at the launching, and serving as matron of honor, was Edna P. Kelly, former congresswoman from New York. The Delta Mar's overall length is 893 feet and her cargo capacity is approxi­ mately 15,000 tons. She has a propul­ sion of 32,000 horsepower, a design draft of 28 feet and a molded breadth of 100 feet. This highly modern vessel is capable of carrving up to 74 barges, each loaded with 370 tons of cargo, plus 288 stand­ ard 20-foot containers, or up to 1,740 containers by proportionately reducing the number of barges carried. The ship has its own 500-ton gantry crane which can hoist or lower the barges over the vessel's stern. Also aboard is a 30-ton capacity gantry crane for handling containers. The barges are over 61 feet long and over 31 feet wide. The barge crane can load a full barge every 15 minutes and the container crane can load a full con­ tainer every three minutes at the same time. SlU's Bosuns' Recertification Program Begins June 1 The SIU's Bosuns' Recertification Program, designed to help Seafarers meet the ever-increasing demands of to­ day's modem ships, will get under way on June 1. A three-man membership-elected Bosuns' Committee will make its selec­ tion on May 9 of the first six Seafarers to participate in the Program. The Com­ mittee will be elected on May 8 at the membership meeting at headquarters. that is selected on May 9 will begin the Program on June 1. Each group of bosuns will participate in the two-month Program which will be broken into two parts, according to the Report issued by the Bosuns' Re­ certification Program Committee. The first 30 days will be spent at the Harry Lundeberg School of Seamanship in Piney Point, Md. and the second 30 days will be spent in headquarters. In early March, applications were sent out to all active bosuns and they were asked to return the forms to head­ quarters if they qualified for the Pro­ gram according to the Report issued by the Bosuns' Recertification Program Committee last month and sent to each of them. (That Report appears in full on pages 10 to 11 of this issue of the LOG.) During the Program, the participat­ ing bosuns will be given lodging and subsistence and be paid $110 a week. Bosuns will receive both vocational and academic training. According to the Report "the ultimate objective of the vocational training will be to equip the bosun with a thorough, well rounded, in-depth knowledge of all aspects of the deck department on any vessel. . . ." When they ship out again, bosuns will relay the knowledge they received in the Program by conducting a vocational training course one night a week "for entry rating and any other interested crewmembers." Bosuns who complete the Program will be qualified to handle jobs on all types of ships, such as, the SL-7 con­ The SIU initiated this Program in order that the union and its bosuns can better meet their commitment to man all contracted ships, including the highly mechanized ones that are coming off the ways today. Six bosuns and six alternates will be selected each month, on the day after the membership meeting. The group March 1973 tainer ships. Falcon-type tankers and Liquid Natural Gas tankers. In the area of academic training, bosuns will be taught all aspects of union education. The topics covered will be the SIU constitution; the con­ tract; union history; political action and legislatipn, and the union's pension, wel­ fare and vacation plans. There will also be a course covering the many educational opportunities available to Seafarers at the Harry Lundeberg School of Seamanship in Piney Point, Md. Among these facilities are the upgrading courses which enable Seafarers in all departments to raise their ratings, thereby obtaining a higher position aboard ship and better wages. Also available to ^1 SIU members is the General Educational Development Program (GED) through which Sea­ farers can better themselves educa­ tionally by obtaining a high school diploma. According to the Report, "all gradu­ ates of the Bosuns' Recertification Pro­ gram will have preference for all Bosuns' jobs over those Bosuns who are not recertified." Farah Strike Gets SIU Support The 3,000 men and women who for 10 months have been on strike against Farah Manufacturing Co. recently re­ ceived the renewed pledge of SIU Pres­ ident Paul Hall to fully support their boycott of Farah products. At the mid-winter meeting of the AFL-CIO Executive Council in Bal Harbour, Fla., Hall said, "We consider the Farah strike one of the most im­ portant industrial conflicts of our day, and my union has pledged to support the Farah boycott in every way we can." The strike against Farah began 10 months ago as a result of a series of unfair labor practices by the company against its workers, the majority of whom are Mexican-Americans. Farah's anti-labor practices included unlawful firings and intimidation of peaceful strikers to the point where workers have been subject to a reign of terror, including midnight arrests and the use of unmuzzled police dogs against their picket lines. Page 3 �- Enjoying the Good Life Eighty Years Young and Still Sailing Probably the oldest Seafarer still very actively sail­ ing with the SIU is Pennsylvania born "salt" James Patterson Balderston who will be celebrating his 80th birthday this coming April 1. Although he clearly remembers the days of the horsecars and the five cent shave, Brother Balderston has a young, witty sense of humor accompanied by a refreshing vocabulary—and is a firm believer in the age old theory that "you are only as old as you feel, and only as young as you act." The SIU veteran, born on a farm in Bucks County, Pa., in 1893, has a Quaker ancestry which goes back to the time of the first settlers who traveled across the Atlantic with William Penn to Pennsylvania and Virginia. At the age of six, Brother Balderston's family moved to Trenton, N.J., where, for the most part, he spent his boyhood days except for an occasional trip to New York City with his grandfather. However, the heavy smoke and cinders spewn from New York's steam locomotives did not agree with the youngster who was used to the clean fresh air of a country town. It was in 1917, when the United States entered World War I, that Brother Balderston first came into contact with the sea. He quit school at Princeton Uni­ versity where he was majoring in English, to serve his country with the U.S. Navy. After boot camp training at Cape May, N.J., he was assigned to the Navy's original Camouflage Squad at the Philadelphia Navy Yard, where he worked on the "new" science designed to thwart the mounting German submarine menace. The huge billows of multi-pastel colored smoke which the team created in their not always successful camouflage experiments won them the nickname of "The Circus Poster Boys." By the end of the war he had worked his way up to the rank of ensign. For many years after, Jim worked for the famous Habermeahl's Florist Shop in Philadelphia's Stratford Hotel. He became a very successful floral decorator of assembly halls and ballrooms with this company—and he designed exhibits for many important East Coast social and political events of the '20s and '30s. However, at the outbreak of World War II Brother Balderston, at the age of 48, again felt the need and desire to serve his country. He joined the Military Sea Transport Service and sailed in the steward depart­ ment because of his "love for good food." After a few short trips, he quickly switched to the SIU be­ cause, he said, "the MSTS employed a 'two-pot' food system for officers and crew and it was the SIU that was fighting to change just such unfair practices against seamen." During the war. Seafarer Balderston sailed on sev­ eral tankers carrying extremely explosive high test gasoline from the Dutch West Indies to Nova Scotia and other northern ports. On one occasion in 1943, as his convoy steamed north off the coast of Aruba, it was suddenly attacked by German submarines. Three tankers in the convoy were blown out of the water and his ship, the Petrolite, narrowly escaped the same fate when the two torpedoes fired at them skipped by the ship's hull within only a few feet. "We were just lucky," he said. After the war Brother Balderston passed up his former lucrative shoreside job and decided to keep Seafarer Balderston relaxes in his quarters aboard the Jacksonville (Sea-Land), his last ship before returning to Seattle for his yearly physical. sailing with the SIU. "I made this decision" he said, "because I acquired a great love for the sea, as well as finding many close friendships among my ship­ mates—things I have never lost over the years." From the post-war times to the present, the sturdy Seafarer has accumulated a vast warehouse of "wonderful memories" from his many voyages all over the world. He fondly remembers such unusual experiences as hunting on safari in the wild game preserves of mid Africa ... visiting native Zulu settle­ ments in the Valley of a Thousand Hills ... gambling for small stakes at the casino in Monte Carlo. He has visited the Teahouse of the August Moon in Okinawa and in 1954 he witnessed the first snowfall in more than 40 years on top of Table Mountain in Capetown, South Africa. Brother Balderston is most proud of the fact that he has visited Japan more than one hundred times on voyages with the SIU, and he considers the Japanese "the most innately artistic people on earth today" because, he said "of their deep appreciation of real beauty." For the past six years, the well-read Seafarer has been writing a book, which has already been accepted for future publication, on the religious traditions of peoples all over the world, a subject which has intrigued him since he began sailing with the SIU. At present. Brother Balderston is revising several of the book's chapters and hopes to have it completed by the time he retires in July of 1975. The 31-year veteran of the steward department hasserved in nearly every capacity in that department, and for the past 10 years has been sailing as baker. His health, which he considers a "gift of heredity" is excellent and he has just passed his 1973 physical in fine form in the Port of Seattle. Each year his doctor asks him how he manages to stay in such good condi­ tion, to which Brother Balderston jokingly replies, "I'm too mean to die." Among the literally scores of countries he has visited in his years with the SIU, the much-traveled Seafarer is very partial to three places where he might eventually spend his retirement years. They are, in order of preference, Lorenzo Marques, on the south­ eastern coast of Mozambique, East Africa, the northem mountainous regions of Thailand, or Hawaii. The best possible tribute to his long well-led, multiexperienced life is Brother Balderston's own words, "If I had to do it all over again, I wouldn't change a thing." Two SL Ships Change Name Two containerships which Seafarers have known for over a year-and-half by the unpoetic names of SL-I80 and SL-181, have received the more appro­ priate seagoing appellations of SeaLand Venture and Sea-Land Economy. While undergoing routine shipyard repairs, the new names were "cut-in" on the two sisterships, each of which can carry 733 containers and can travel at 23 knots. Both are owned by the SIUcontracted Sea-Land Service, Inc. Launched in the spring of 1971, the vessels now make regular runs between U.S. gulf coast ports and cities in northem Europe and Great Britain. They are the largest, fastest, American flag con­ tainerships in that trade. Capable of together loading more than 60 million pounds of cargo, these two ships serve consignees and shippers in the U.S. midwest, southwest, and gulf, as well as those in Holland, Bel­ gium, France, Switzerland, Great Brit­ ain, Germany and Scandinavia. Each vessel has 552 spaces for 35foot standard dry, or bulk liquid con­ tainers. :'V. '.L. , The SL-181 (Sea-Land) gets her new name "cut in"—Sea-Land Economy. Her sister ship, the SL-180 is being renamed the Sea-Land Venture. Page 4 TRANSIDAHO (Hudson Waterways)—The committee aboard the containership Transidaho pauses between decks before embarking on another coast­ wise run. They are, in descending order: V. Alvaro, educational director; B. Woturski, chairman; F. Rakas, steward delegate;. S. Katehis, deck dele­ gate, and A. Derosier, engine delegate. Seafarers Log V \ �SlU to Carry On Fight For Law on Oil Imports ' SIU President Paul Hall recently re­ stated the Union's determination to renew its fight for federal legislation designed to guarantee that a portion of the nation's oil imports will be carried on U.S. flag ships. Speaking at a luncheon meeting of the Washington, D.C. Propeller Club on Mar. 7, Hall declared ^at "there is more than jobs for maritime workers at stake here. The nation's economy and national security are involved." He said that "we don't want to fight with the oil industry on this issue. We are willing to sit down and resolve our mutual problems. But we're prepared to fight if we must." Hall, who is also president of the AFL-CIO Maritime Trades Depart­ ment, pointed out that similar legisla­ tion, strongly supported by maritime labor, was narrowly defeated in the U.S. Senate last year. "But we learned a lot from that fight," he said. Reviewing progress since the passage of the Merchant Marine Act of 1970, Hall pointed to the "signal achieve­ ment" of the bilateral shipping agree­ ment between the United States and the Soviet Union. He declared that this agreement has been a "complete success and a tool to use in the future in our dealings with the trading nations of the world." Further evidence of progress for the maritime industry could be found in the workings of the National Maritime Council, he said, adding that the labor, management, industry group is a "real achievement, a forum in which we can sit down to speak our minds and discuss our common problems." He also noted that the Merchant Marine Act itself is working well, that ships are being built on schedule and that the law is succeeding. All of this progress. Hall declared, is the result of an Administration which is willing "to work with maritime groups" and a Congress "more informed than ever on maritime problems." But there is much to be done still, he said, and he called for an examination of all of the federal agencies, such as the Coast Guard, Interstate Commerce Commission and Federal Maritime Commission, which have an impact on the maritime industry. "We must find out how these agencies can work better to help the maritime industry and how we can help them to work better," he said. In particular, he cited the U.S. State Department for its failure to use mari­ time experts to head up delegations to international meetings. "Most of the participating countries use such experts on their delegations," he said, "but to our State Department, maritime is a negotiable item." Hall concluded with a promise that maritime labor would "keep pushing" to help solve the industry's problems. "Let's get together," he said, "we're friends. We have a lot in common. Let's work together to bring our industry back to where it should be—the greatest in the world." House Holds Hearings On Maritime Budget The House Merchant Marine and Fisheries Committee has been holding hearings on the Administration's mari­ time budget request of $531.3 million for fiscal 1974. Lead-off witness was Robert J. Blackwell, assistant secretary of commerce for maritime affairs, who told the Mer­ chant Marine subcommittee that the ap­ propriation was necessary to sustain the momentum of the maritime program. The goal of this program, Blackwell said, "is the development of strong, competitive and economically viable U.S. shipping and shipbuilding indus- Medical Benefits Under Utilized The Seafarer living in the Port of New Orleans area is not taking full advantage of all the medical benefits available to his dependent children through the Seafarers Welfare Plan, reports Dr. W. A. Roy, Medical Di­ rector at the New Orleans Clinic. "The children are entitled to an annual checkup, immunizations, and routine lab studies," said Dr. Roy, "but very few avail themselves of this serv­ ice—and those that do appear just be­ fore summer camp and school opening, creating a jam in our facilities in late spring and late summer." To keep things running smoothly and to utilize your entitled benefits, the doctor suggests scheduling of appoint­ ments to be made around your child's birthday. "This way it will be remem­ bered yearly and the crowded times avoided," he said. March 1973 tries which will provide this nation with the necessary merchant shipping capa­ bility for economic growth and well be­ ing, for participation in international trade, and for national security." Blackwell said that "a good, sound start" has been made at achieving this goal and the requested appropriation would keep that effort alive." He also declared that "the program aims at obtaining wider employment for all segments of the U.S.-flag fleet." Also urging approval of the Admin­ istration's maritime budget request was O. William Moody, Jr., administrator of the AFL-CIO Maritime Trades De­ partment. Speaking on behalf of the Depart­ ment's 44 affiliated unions, Moody said that the budget authorization for the Maritime Administration "will allow Marad to continue to fully support ship subsidy programs which it has so suc­ cessfully administered in the past." "We are confident," Moody said, "that this budget provides sufficient funds to enable the Maritime Adminis­ tration to continue all of its maritime assistance programs at a level that will sustain the momentum gained by these programs in the last 12 months." Moody further urged the Merchant Marine and Fisheries Committee "to provide the fullest possible funding and encouragement for Maritime Adminis­ tration programs designed to increase the amount of U.S. trade carried on U.S.-flag vessels." Hearings into the Administration maritime budget proposal continued at press time. Senate hearings are expected to begin in the near future. By B. Rocker A lot of the activity in the Congress since January continues to be directed toward getting Congress organized, with emphasis on reforms of the system. Both the Democratic and Republican parties have been in caucus. Chairmen, for the first time in many years, were actually elected, rather than becoming chairmen through seniority. In practice, the chairmen are the same members with seniority who would have received those leader­ ship positions, but the procedure is part of the new Congressional reform. There are also committees studying ways to reform the Congress so that it may be more aggressive in initiating legislation. Congress, especially the leadership, wants to formulate better ways to deal with the total budget for the country, rather than the piecemeal approach now used. A bipartisan joint committee on budget procedures issued a report on Feb. 5 calling for a committee on the budget in each house. Its purpose would be to set an annual ceiling on spending, appropriations and the national debt, and recommend a target for revenue to be raised. The President's budget of $268.7 billion requires trimming many of the programs of the New Deal, Fair Deal and the Great Society. Energy The energy crisis has become a fact of life for the U.S., particularly in view of the school and factory closings and the transportation slow-downs this winter. Our country, with less than six percent of the world's population, used one-third of the entire supply of energy in 1972. Consumption has increased because of the increase in population and the lifestyle of the people. We need fuel for transportation. It is estimated that by the end of the century, the number of automobiles will have in­ creased from 100 million to 300 million. Air travel is expected to double. Home heating demands have increased and will continue to do so. Wc now use 15 billion barrels a day; by 1985, it is estimated 50 to 65 percent of our supply will come from foreign sources, much of it from the Persian Gulf. Coal production is down; domestic oil and gas production are not keeping up with the supply. In an effort to deal with the problem, the Senate Commerce Subcom­ mittee on Oceans and Atmosphere is considering S.80, to establish environ­ mental safety standards for offshore deepwater facilities. Deepwater terminals would accommodate tankers of 200,000 tons or more. Use of these supertankers would reduce the cost of oil to the consumer. Since almost all oil presently imported is carried by foreign flag ships, the new facilities and U.S.-flag ships would improve the balance of pay­ ments, the economy would be stimulated by investment and jobs in the shipbuilding industry, and new jobs would result for U.S. seamen. Seafarers' representatives have testified in favor of S.80 and will work for passage of the bill. Federal Financing Bank Act SIU representatives testified before the House Ways & Means Com­ mittee on Mar. 1 in opposition to a provision in the Federal Financing Bank Act, which would place the Title XI Federal ship mortgage program under jurisdiction of the Treasury Department. Title XI of the Act guarantees shipbuilding loans, and has been very valuable in the expansion of new vessel construction. At the present time. Title XI is administered by the Maritime Adminis­ tration of the Commerce Department. This proposal would transfer the program to the Treasury Department. In Mar Ad, they have the experi­ ence and expertise to do the job without unnecessary delay or duplication of effort which might occur in Treasury. Now that new ships are being built and the general health of the maritime industry is beginning to im­ prove, a change of the kind proposed in the Financing Act could impede forward movement of the maritime program. Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. Page 5 �The following members and pensioners have benefit payments held up because they failed to supply complete information. Lack of Claims Data Slows Benefits Pay N? . 98* Name o- %|D^ SEAFARERS WELFARE PLAN Social Security No. P. Dorrian J. R. Hudgins C. Colson T. Godwin C. Bonefont E. Lewis B. Rucker 205-22-5031 231-14-2029 231-01-7321 460-40-0991 580-62-5949 231-20-5981 266-03-5308 Book No. D-256 Hi5296 C-5310 G-5391 B-1169 D-5341 R-165 UNITED INDUSTRIAL WORKERS OF NORTH AMERICA WELFARE PLAN A. Dillard 233-66-2723 Non-Book R. A. Garraway 161-40-9784 G-11117 SIU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers 9 '^p > PRESIDENT Paul Hall Ai SECRETARY-TREASURER Joe DiGiorgio A lack of information can seriously delay the processing of UIW claim forms received from members of the SIU-affiliated United Industrial Workers of North America. To assist UIW members, the following is a checklist of docu­ mentation that is required by the UIW Welfare Department in order to process various types of claims. UIW members can also speed claim processing by forwarding completed claim forms directly to their UIW representative. EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich Hospital Claims (1) A signed application indicating employment time for eligibility purposes by Company showing the number of hours an employee worked in the three calendar months immediately prior to the date of claim. (2) Itemized hospital bill indicating type of room patient occupied. If private, the hospital must indicate their average semi-private room rate. (3) Surgical bill and an application completed by surgeon indicating the type of surgery performed. (4) Doctors bill including ID number or social security number of doctor giving a breakdown of his charges listing the date and amount charged for each visit. (5) All bills submitted must indicate the hospital and/or the doctor's ID num­ ber or social security number. (6) Medicare Statement, where applicable to correspond with bill(s) sub­ mitted. (7) A permanent data card must be on file indicating the names of all de­ pendents on the reverse side. (8) Once a permanent data card is submitted listing dependents, documents such as marriage certificates and birth certificates will not be required for claims other than maternity or legal abortion. (9 ) Previous years income tax statement is required for all claims on dependent children if they are adopted, foster or step-children. (10) Claims for the specialist consultation benefit must indicate the name of the doctor that requested the consultation and must be accompanied by the hospital bill. Disability Claims (1) A signed disability claim form completed by member, employer and doctor. The Company must indicate the number of hours the UIW em­ ployee worked in the three months immediately prior to the first date of disability and also the employee's basic hourly wage rate. The doctor must certify the UIW member's disability and complete his section of the disability claim form in its entirety. Completed disability claim forms must be forwarded on a continuing basis to verify disability. 800 N. 2 Ave. 49707 (517) EL 4.3616 BALTIMORE, Md. 1216 E. Baltimore St 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St 02111 (617) 842-4716 BUFFALO, N.Y... .290 Franklin St 14202 SIU (716) XL 3-9259 IBU (716) TL 3-9259 CHICAGO, III 9383 Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio .. 1420 W. 25 St 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) Vl 3-4741 DULUTH, Minn 2014 W. 3 St 55806 (218) RA 2-4110 P.O. Box 287, 415 Main St 49635 (616) EL 7-2441 HOUSTON, Tex 5804 Canal St 77011 (713) WA 8-3207 JACKSONVILLE,Fla..2608 Pearl St32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. IS. Lawrence St 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jad(son Ave. 70130 (504)529-7546 NORFOLK, Va. 115 3 St 23510 (703) 622-1892 PADUCAH, Ky. 225 S. 7 St 42001 (502)443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St 19148 (215) DE 6-3818 PORT ARTHUR, Tex 534 9 Ave. 77640 (713)983-1679 SAN FRANCISCO, Calif. 1321 Mission St 94103 (415) 626-6793 SANTURCE, P.R..1313 Fernandez, Juncos, Stop 20 00908 (809)724-0267 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4577 Gravois Ave. 63116 (314)752-6500 TAMPA, Fla 312 Harrison St 33602 (813) 229-2788 TOLEDO, Ohio 935 SummU St. 43604 (419)248-3691 WILMINGTON, Calif. .. .510 N. Broad St. Terminal Island, Calif. 90744 (213) 832-7285 YOKOHAMA, Japan Iseya Bldg., Room 810 1-2 Kaigan-Dori-Nakaku 2014971 Ext 281 -I'"- by proof of. age >. (!)';34orma]f;i(|iMiiou apph^ti^re^ by probf'to sub-. * 6tahtiaff<eVf5 years.^ empl^i^ signatory40. the UIW ; Pension Wan and a letterflom a'i^On official verifying thejiumber of • ." years applicant was a member ^-^c^d standing. (2). Reduc^ j^nsidn applications must be accompanied by proof to sub­ stantiate. 15 to 24 years of .empipyment with companies signatory to the UIW P^liion Plan and a letter union official verifying the number of years applicant was a member ift good standing. Page 6 ) FRANKFORT, Mich (1) A signed application. (2) Certifietl^Bti). certificate; (3^) Itemize^^neral bill indicafkig >yli»d«)r. paid or not and name and address m\. / i .s- v. SIU Welifare Representative Ed ^ith'assists union member Frank Allen* With filing of claim form. Any union representative in any port can quickly help a member in properly filling out his claim forms. Seafarers Log tj �ii The SIU Upgrading Center at Piney Point is open to all Seafarers who want to advance to higher ratings in their department. Since the Upgrading Center opened at Piney Point in June, 1972, Seafarers have achieved a total of 324 Engine Department endorsements, 4 3 Deck Department endorsements, and 10 Lifeboat endorsements. Following are the requirements for upgrading in the Deck and Engine Departments (Note revised vision requirements which are effective April 4,1973): or Boilermaker—(who holds an engine rating such as FOWT) 1. No requirements. QMED—any rating 1. Must have or successfully pass examinations for FOWT, Electrician, Refrigera­ tion, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, and tJeck Engine Mech. 2. Must show evidence of seatime of at least 6 months in any one or combination of the following ratings; FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, or Deck Engine Mech. Lifeboatman 1, Must have 90 days seatime in any department. Upgrading—(Steward Dept. u Upgrading programs leading to higher ratings in the steward depart­ ment have been added to the deck and engine department programs available to all Seafarers at the SIU Upgrading Center at the Harry Lundeberg School in Piney Point. Following are the seatime requirements for the various upgrading programs from assistant cook to chief steward. ' Seafarers Billie Marrell (center) and Robert Prentice (right) examine the working six-foot model of the modern gravity davit launching gear at the Lundeberg Upgrading Center in Piney Point. With them is deck upgrading instructor Joe Wall. Modern training aids are used throughout the upgrading programs to provide the best and most thorough instruction possible. Upgrading—Deck Dept. Able-Seaman—12 monfbs—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/40-20/20, and have normal color vision). 3. Have 12 months seatime as an Ordinary Seaman or 4. Be a graduate of HLS and have 8 months seatime as Ordinary Seaman. Abie-Seaman—unlimited—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/40-20/20, and have normal color vision). 3. Have 36 months seatime as an Ordinary Seaman. Quartermaster 1. Hold endorsement as Able-Seaman- -unlimited—any waters. Upgrading—Engine Dept. FOWT—(who has only a wiper endorsement) 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/50-20/30, and have normal color vision). 2. Have 6 months seatime as wiper or be a graduate of HLS and have 3 months seatime as wiper. FOWT—(who holds an engine rating; such as Electrician) 1. No requirements. Electrician; Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, or Boilermaker—(who holds only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100-20/100, corrected to 20/50-20/30, and have normal color vision). 2. Have 6 months seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, March 1973 Seafarer Hans Jacobsen, who completed the quartermaster training course at the Lundeberg Upgrading Center last month, took advantage of the mild weather one afternoon for a sail on the Potomac River in one of the school's fleet of 21-foot day-sailers. 1. ASSISTANT COOK TRAINING PROGRAM REQUIREMENTS; A. 12 months seatime, in any Steward Department Entry Rating. B. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimum of 3 months seatime. 2. COOK AND BAKER TRAINING PROGRAM REQUIREMENTS; A. 12 months seatime as Third Cook or; B. 24 months seatime in Steward Department, 6 months of which must have been as Third Cook or Assistant Cook or; C. 6 months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. 3. CHIEF COOK'S TRAINING PROGRAM REQUIREMENTS; A. 12 months seatime as Cook and Baker or; B. Three years seatime in Steward Department, 6 months of which must be as Third Cook or Assistant Cook and 6 months as Cook and Baker or; C. 6 months seatime as Third Cook or Assistant Cook and 6 months seatime as Cook and Baker and are holders of a "Certificate" of satisfactory com­ pletion from the Assistant Cook and Second Cook and Baker's Training Course or; D. 12 months seatime as Third Cook or Assistant Cook and 6 months seatime as Cook and Baker and are holders of a "Certificate" of completion from the Cook and Baker Training Program. 4. CHIEF STEWARD TRAINING PROGRAM REQUIREMENTS; A. 3 years seatime in ratings above that of Third Cook or; B. 6 months seatime as Third Cook or Assistant Cook, 6 months as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Cook and Baker and Chief Cook Training Courses at the Lundeberg School or; C. 12 months seatime as Third Cook or Assistant Cook, 6 months seatime as Cook and Baker, 6 months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training Programs. D. 12 months seatime as Third Cook or Assistant Cook, 12 months seatime as Cook and Baker and 6 months seatime as Chief Cook and are holders of a "C^tificate" of satisfactory completion from the Chief Cook Training Program. Page 7 �n Seafers Everett Richman, from the Port of Tampa, and Sadat Wala, New York, are briefed on the operation of the 4-cylinder Sea-Land refrigeration compressor by Upgrading Director Bob Kalmus. Classes are held aboard the upgrading center barge at the Lundeberg School in Piney Point. SL-7 Training AtHLS Director of Vocational Training and Upgrading Bob Kalmus, left, uses a scale model mock-up of the SL-7 engine room to point out some of the newer innovations built into the plant. From left are QMED crewmembers Mauro Matonte, from New York; George Roy, from Boston; and Sadat Wala, from New York. The crews of the latest ships in Sea-Land's new SL-7 series are now in training at the Lundeberg Upgrading Center in Piney Point. This unique training program is preparing quartermasters, bosuns and QMEDs for their du­ ties aboard the 33-knot super-containerships by providing them with technical information on the many innovations built into the ships. Through the use of visual aids, such as a scale mock-up of the SL-7 engine room; mock-up of the galley, messrooms and storerooms; cut-aways of four-cylinder refrigerations pumps; an Audio-Scan instructional presentation on the operation of the Pathfinder Radar Scanner, and photographs of the engine room and pilot house consoles, the erewmembers of the new ships will be thoroughly fa­ miliar with their ships before they step aboard. All of the HLS instructors have been aboard the Sea-Land MacLean or the Sea-Land Galloway to personally inspect the ships and their modern gear. The crews now in training at Piney Point will soon be manning the Sea-Land Comrnerce and the Sea-Land Trade. Using the Sea-Land cassette projector. Instructor Joe Wall briefs quartermasters and bosuns on innova­ tions in the highly automated steering system and the advanced navigational equipment aboard the new SL-7's. Mock-up of the Sea-Land crane and visual aids illustrating the new deck equipment are designed to familiarize bosuns with their ships and responsibilities. Seated around table, clockwise from left, are Seafarers Don Rood, Eugene Dakin, Pete Drewes, John Sweeney, John McLaughlin, Walter Nash, R. DeVirgileo, and Jan Kilodziej. Hi ViJ Seafarers wniiam Nordlund, left, and Tom Maga, right, who are both crewing up from the Pprt of New York, discuss improvements in the SL-7 plants with Instructor Bill Eglinton. Models, mock-ups and visual aids are used to help the QMEDs become thoroughly familiar with engine room operation. Page 8 Chief Steward Ivan Buckley, who will be joining the Sea-Land Trade, and Chief Steward Wilfred Moore, who will take charge of the galley aboard the Sea-Land Commerce, examine a mock-up of the galley, messrooms and storage areas with steward department instructor James Richards. Seafarers Log �Busy in New Orleans Boatman Claude Koenig nimbly goes from the Whiteman 9 to the Whiteman 5. New Orleans is as busy an IBU port as it is an SI U port. IBU tugs like the Margaret C., the Jason Smith and the Port Hudson, are kept busy night and day plying up and down the muddy waters of the Mississippi. IBU tugs are the first to greet many an SIU ship and help the larger vessels ease into their berths after a long, deep water voyage. Once the freighter, containership or tanker unloads, it may also be an IBU tug that tows some of her cargo to its final destination. On a warm, overcast February day in the Port of New Orleans, the LOG photographer filmed IBU tugs and their crews at work. He sighted the tugs Whiteman 8 and Whiteman 9 after they had just freed a ship stuck on a sandbar and also photographed the William S. Smith — one of the most powerful tugs in the Port. New Orleans is only one of many ports, however, where IBU boats oper­ ate. All over the country, in major cities and smaller ones, on large rivers and their tributaries, the boatmen of the SIUNA-affiliated IBU perform a variety of jobs to keep ships and cargo moving on America's inland waterways. Cutting through the waters of the Mississippi, the IBU-contracted tug Port Hudson heads to her next job. With a twist of the wrist, Deck Hand John Sarbeck, Jr. seems to give the rope a mind of its own on board the Port Hudson. March 1973 Page 9 �Bosuns' Recertification Program: /n f I Curriculum Committee Report From January 15 to February 13, 1973, the membership-elected Bosun Recertification Curriculum Committee met at Union headquarters and other Union facilities, including the SlU's Lundeberg Upgrading Center. As a result of their meetings, the Committee issued its report on the curriculum for the SlU's Bosun Recertification Program. The following is the full text of the Committee's report. The meeting of the Bosuns' Recertification Program Com­ mittee was called to order on January 15, 1973 at 9:00 A.M. by Frank Drozak, D-22, Vice President. In attendance were the following Brothers: BURNELL BUTTS B-39S JAMES DIXON D-16 JACOB LEVIN L-462 EWING RIHN R-99 SVEN JANSSON J-70 Wires were sent to all elected members. Brothers Richard A. Christenberry, C-1051, and Carl Francun, F-194, notified this Committee that they will not be able to attend due to the fact that they are at sea. Brother Richard A. Christenberry, C-1051, is presently aboard the SS ST. LOUIS in the Far East. Carl Francun, F-194, is presently aboard the SS STEEL ADMIRAL in the Far East. The five elected members present constitute a quorum, therefore this meeting is in order. Nominations for Chairman of the Committee were opened and Brother Burnell Butts, B-395, was nominated by E. Rihn, R-99. The motion was seconded by J. Dixon, D-16, and a motion was made by J. Levin, L-462, to close nominations and Bi'oilier Butts was elected by acclamation. The motion was seconded by J. Dixon, D-16, and carried unanimously. After his election as Chairman, Brother Butts called the Committee into session. The report of this Committee and its recommendations relative to the rules, regulations, eligibility requirements and a comprehensive curriculum for the Bosun's Recertification Program is as follows: INTRODUCTION This Committee met daily from January 15, 1973 to Febru­ ary 13, 1973. During this time we were given the fullest cooperation by our Headquarters Officials, Frank Drozak, Vice President, Joe Di Giorgio, Secretary-Treasurer, and vari­ ous other union representatives who participated daily in our discussions and deliberations. We were also assisted by members of the Headquarters' staff and given full access to all Union records and statistics related to the Bosuns in our Union. As part of our study, the members of this Committee enrolled in the Fire-Fighting course at Bayonne, New Jersey and successfully completed it. We observed all aspects of our Union's operations at Headquarters and the Port of New York. We went to the Harry Lundeberg School of Seamanship in Piney Point, Maryland and actively participated in all phases of the Vocational and Academic courses being offered there. Based upon these discussions, studies and observations this is our report: 1. ELIGIBILITY REQUIREMENTS In order to qualify for the Bosuns' Recertification Program the following are required: A. Class "A" Seniority. B. At least one year seatime as Bosun aboard SIU con­ tracted vessels. C. Endorsement as a Green Ticket Able Bodied Seaman, any Waters unlimited. However, members who because of any condition such as eyesight, etc., are unable to pass the AB physical examinations but are already certified to ship as Bosun pursuant to Rule 5(A)(5) of the Ship­ ping Rules, need not have such endorsement. Those members who do not meet "B" and "C" qualifi­ cations at present, but who will have sailed 36 months as AB after June I, 1973, will be qualified to make application for this Program. The Seafarers Appeals Board shall have the authority and power to regulate the admission of applicants to this Bosuns' Recertification Program. D. A clean employment record aboard ship. No performers, gas-hounds or narcotics users of any type should be accepted into this Program. E. A Bosun who has been removed as Ship's Chairman will not be eligible for this Recertification. 2. BOSUNS' COMMITTEE TO SELECT APPLICANTS FOR THIS PROGRAM. A. Following each monthly membership meeting in New York, commencing with the May 1973 meeting, all quali­ fied Bosuns will elect a Committee of three qualified Bosuns to select six applicants for the next class. This Committee will be paid one day's pay at stand-by wages. B. This Committee will meet the day after the meeting and select six men for this course and six alternates from all applicants. If any of the first six selected fail to show up then one of the alternates will take his place. All alternates left over will have first crack at the next month's class. C. All Bosuns that are elected to this Committee to screen applicants must come off the certified list of Bosuns. Their decision will be final as to the six men who are selected each month. D. The Bosuns' Recertification Program will start June 1, 1973. The Committee will make its selection of the first six men to attend on the day after the May meeting (May 8, 1973). The Program will be of 60 days duration. E. The first six Bosuns selected will go to Piney Point for 30 days aind then the next month the second group of six Bosuns will be sent to Piney Point and the original six returned to New York for 30 days for completion of the course and graduation. F. Of the 60 days training—30 days will be spent at Piney Point undergoing Vocational and Academic Training. The remaining 30 days will be spent at Headquarters. G. Bosuns will be given lodging and subsistence and be paid $110.00 a week. H. All graduates of the Bosuns' Recertification Program will have preference for all Bosuns' jobs over those Bosuns who are not recertified. 1' t i I ti i 3. VOCATIONAL Bosuns attending this program will be given training in depth in all phases of the Deck Department. Emphasis will be placed on all aspects of new equipment and new vessels such as the new SL-7 container ships. Falcon type tankers and LNG type tankers. Particular attention should also be given to radically new concepts such as the tug and barge type modes of transporting cargoes including liquid, bulk and containers. Emphasis will also be placed on giving the Bosuns training in the tankerman's duties e.specially in the area of safety, with the possibility of the Bosun obtain­ ing a tankerman's endorsement. Bosuns' training will also include a course in hrefighting. The ultimate objective of the Vocational Training will be to equip the Bosun with a thorough, well rounded, in-depth knowledge of all aspects of the Deck Department on any vessel regardless of whether it is a Tanker, Conventional Freighter, Bulk Carrier, Container Ship, either Lift-on Lift­ off or Roll-on-off variety, or a LASH type vessel. In any event, a Bosun who has successfully completed the Vocational Training of this Recertification Program will be capable of handling a Bosun's job on any vessel. Bosuns will conduct Vocational training one night a week aboard ship for entry rating and any other interested crew members. V) X I y-J il 4. UNION EDUCATION In order for a Bosun to be a competent, capable ship's chairman, classes in Education will be conducted in the following subjects: A. SIU CONSTITUTION Since it is the Bosun's responsibility to police the Constitu­ tion aboard ship as it applies to duties of employment and the relationships of the members of the crew, he will be thoroughly knowledgeable in all areas of the Constitution so that as ship's chairman he will be able to intelligently inter­ pret the Constitution and be able to answer any and all questions pertaining to it, particularly in regard to the following: I. MEMBERSHIP—Qualifications for membership. De­ finition of good standing and exceptions provided by the Constitution for not being in continuous good standing. II. OFFENSES AND PENALTIES^The types of of­ fenses for which a member can be held liable and the Continued on Next Page /, J !!l The SIU Bosuns' Recertification Program Committee met at Piney Point last month with Lundeberg School staff members to chart an educational program which is scheduled to get underway June 1 at the Lundeberg School. Seen here during one of the many work sessions are (I. to r.): Jake Levin, from Page 10 the Port of Baltimore; Bob Kalmus, HLS Director of Vocational Training; Ewing Rihn, from New Orleans; Mike Sacco, HLS Vice President; Sven Jansson, from New York; Burnell Butts, from Houston; James Dixon, from the Port of Mobile, and Gerry Brown, Piney Point Port Agent. Seafarers Log �Continued from Preceding Page degrees of punishment to be exercised, for these violations. B. SlU CONTRACT The Bosun as the Ship's Chairman, is responsible for seeing that the contract is enforced aboard ship and in order to do this properly, he must be thoroughly familiar with all articie«)f the Contract. Since the Bosun is a member of the Deck Department it goes without saying that he is thoroughly experienced and familiar with problems and beefs arising within the Deck Department. However, particular emphasis will be given to the other articles governing employment, general rules, the Engine Department and the Steward De­ partment in order for the Bosun to be able to properly enforce the Contract, regardless of what problem or question might arise aboard ship. Since the Shipping Rules are a part of the Contract, it is of the utmost importance that the Bosun will have a well rounded working knowledge of these rules especially pertain­ ing to seniority rules regulating the gaining of class "A" Seniority—also in the area of seeing that our vessels do not sail short and that any shipboard promotions are carefully watched and are only of a temporary nature. The section of the Shipping Rules dealing with Discipline, Offenses and Penalties will be discussed in thorough detail. In order to be of assistance to the boarding patrolman at payoffs, the Bosun shall be responsible with the Ship's Com­ mittee in making up Beef Reports, Repair Lists and Crew Lists. This will be of invaluable help in expediting payoffs, and eliminating a great many of the problems that have plagued us in the past. He shall also be responsible for checking and reporting the membership standing of the crew to the boarding patrolman. The Contract makes provision for weekly Sunday ship­ board meetings while the vessel is at sea. Since the Bosun is designated as Chairman of these meetings, he must of necessity be given training in Parliamentary Procedure and Roberts Rules of Order so that he can correctly conduct these meetings and also see to it that accurate, complete minutes are kept and are forwarded to Headquarters. In this way the conditions aboard ship—problems and beefs and any recommendations of the ship's crew will be known in Head­ quarters. It is these weekly meetings aboard ship that provide the opportunity for every member of the crew to participate concertedly in their employment relationship, and it is the Bosun's function as the Chairman to see to it that these meetings are enlightening, informative and interesting so that every crew member will fully participate in the meetings. Bosuns will be given professional training in public speak­ ing and proper reading so as to equip them with the skills necessary to conduct a meeting as a competent Chairman. lirS C. UNION HISTORY As an integral part of this Education Program, the History of the Trade Union movement in the United States, with particular emphasis on the Seafaring Section, will be stressed. The Bosun as the Ship's Chairman, will be well read and well versed in Labor Union History. He will also have a clear, thorough knowledge and understanding of the make-up of the AFL-CIO from the National Level in Washington right on down through the State bodies to the Central Labor Councils on the City Levels. He will be capable of discussing this in detail and be able to answer any and all questions regarding our Union's relationship to these groups and the importance of our participating fully in their activities. The Maritime Trades Department and the Maritime Port Councils located throughout our Country, will be discussed and their function as the Constitutional Body of the AFL-CIO in the Maritime Industry explained in full detail. The Bosun must be able to present this to the crew in an interesting and informative manner so that each member will have a crystal clear picture of the structure of the Labor Movement in the U.S. and understand why we are so active in this area. The various films in our Library at Piney Point and other material including the Seafarers Log will be used effectively in this course. D. POLITICAL ACTION AND LEGISLATION The importance of Political Action and the effect of Legislation on the Maritime Industry and on Labor Unions must be strongly stressed as a part of this Educational course. In order for a Bosun to be effective as the Ship's Chairman, he must have knowledge of laws such as the Merchant Marine Acts of 1936 and 1970 and the Jones Act. He must be made fully aware of the importance of these laws and the part they play in the regulation and the administration of the Maritime Industry. The Bosun must of necessity be knowledgeable of the various labor laws such as the Wagner Act of 1936, the Taft Hartley Act of 1947, and the Landrum Griffin Act of 1959. The Bosun should be capable of explaining each of these laws and how they regulate our everyday affairs as a Labor Organization. The Bosun should understand that our Union must be in strict compliance'with these laws and he should be able to relate the problems and abuses with which we have had to contend in our employment to the contract and to the everyday activities on board the vessel. The Bosun should be fully able to explain the importance of our Union's political activity showing what gains in em­ ployment opportunities we have made as a result of this activity, and where we would be if we had not been active politically, and how SPAD is directly tied in with our Legis­ lative Program in Washington. The vital importance of this particular subject cannot be overemphasized and the fact that our continued existence as an industry depends on the success of our political activities and SPAD. Films such as "The Senate and the Seafarer" and "Mr. Speaker" and others will be shown in this course. Seafarers on the Bosuns' Recertification Program Committee visited the Lundeberg School library and gained some insight into the history of the American sailors union movement. The Lundeberg library staff assisted the bosuns. Director aboard ship, he will be thoroughly familiar with all of the Education opportunities available to our members through the facilities of the Harry Lundeberg School of Seamanship at Piney Point. There are three broad areas that this program at Piney Point embraces—Vocational, Academic, and Political Edu­ cation. Each of these directly affects the individual Seafarer both on and off the job, as a worker and as a citizen. It is vitally important for the Bosun to fully understand this and in turn to work closely with the Educational Director aboard ship giving him his full cooperation in order to make our Educational Programs successful since this is the keystone to the strength of our maritime industry. All aspects of this Educational Program should be stressed, from the very beginning when a man enters Piney Point to start basic training to when he returns to upgrade himself and obtain additional ratings in whatever department he sails and even to the time when he obtains a license or wins a scholarship and goes to college. The GED Program must be singled out for special emphasis since this is one area of vital importance to our members by which they can gain the necessary tools to improve themselves both aboard ship as seamen and ashore as well informed citizens. The Bosun together with the Educational Director must make every effort to encourage the full participation and support of our members aboard ship towards our ^ucational Programs. This is vital to our continued growth and very existence of the maritime industry. F. PENSION. WELFARE, VACATION PLANS The Bosun will be thoroughly familiar with all of the rules, regulations and provisions governing the administration of these Plans. The Bosim will be capable of discussing in depth any aspect of these Plans. It is of vital importance that the Bosun be well versed in the economics of the Maritime Industry so as to be capable of analyzing the strength of our Pension Plan as opposed to other plans in our industry. Emphasis will be placed on the need for security in these Pension and Welfare Plans a^d the Union's responsibility to safeguard this security. Bosuns will be instructed in the filling out of the various forms and the importance of having these forms completed fully and accurately so as to avoid unnecessary delay in the cases where information is omitted or the application is incomplete. Thorough detailed explanations will be given on the abuses of these benefits especially by chronic repeaters, suitcase hunters and muzzlers. The curriculum of this course follows. First Week at Piney Point, Maryland Orientation on Schedule for the Monday AM Next 4 weeks and tour of Base and Farm Education PM Labor History Tuesday AM PM Wednesday AM PM Thursday AM PM Friday AM PM March 1973 > Instruction on Tanker Operation with Emphasis on Falcon Type Tankers Education Constitution Instruction on LNG Type Tanker Vessels Education Contracts Instruction on Barge Carrying Ves­ sels and Roll-on Roll-off Type Vessels with emphasis on LASH Education Pension, Welfare and Vacation Second Week Monday AM PM Instruction on Freighters Education, Meetings & Shipboard Behavior Tuesday AM Instruction on New Type Paints E. EDUCATION While it is true that the Bosun is not the Educational Instruction on Container Ship Oper­ ation with Emphasis on SL-7's Education PM and New Type Lines and Splicing Procedures Education Political Education and Law Wednesday AM&PM Attend all Trainee Education Classes and assist in Class Instruc­ tion Thursday AM & PM Attend all Trainee Education Classes and assist in Class Instruc­ tion Friday AM&PM Attend all Trainee Education Classes and assist in Class Instruc­ tion AM Attend Able Seaman and Quarter­ master Upgrading Classes Instruction in Firefighting Third Week Monday PM PM Report to Trainee Adminstration to Leam Procedures for Recruiting and Placement of Trainees Instruction on First Aid Wednesday AM PM Attend Basic Deck Class Attend Deck On the Job Training Thursday Attend GED Classes Attend Basic Engine Class Tuesday AM AM PM Friday AM PM Attend Engine Upgrading Class Attend Steward Class Monday AM PM Attend Lifeboat Class Tuesday AM & PM Field Trip to Transportation Insti­ tute in Washington Fourth Week Wednesday AM PM Thursday AM&PM Review of Materials Presented Dur­ ing First Three Weeks and Review of Instructions Now Being Offered at the Lundeberg School Leave for New York Attend Firefighting School in Bayonne The 5th week through the 8th week will be spent in New York as follows: 1 week on Welfare and Pension 1 week on Vacation 1 week servicing members and working with Representa­ tives of the Union in Headquarters 1 week on the waterfront CONCLUSION We have formulated a comprehensive program that in­ cludes regulations, eligibility requirement; and practical and academic training to enable the Bosuns—through a Bosuns' Recertification Program—to better meet their obligation to man all contracted ships including the highly mechanized vessels that are being built today. Fraternally submitted, BURNELL BUTTS, B-395 Bumell Butts, B-395, Chairman JAMES DIXON, D-16 James Dixon, D-16 JACOB LEVIN, L-462 Jacob Levin, L-462 EWING RIHN, R-99 Ewing Rihn, R-99 SVEN JANSSON. J-70 Sven Jansson, J-70 Page 11 �AT SEA n 1 SS Seafrain Maryland The crew of the Seatrain Maryland (Seatrain) reports in a letter to the LOG that Brother Stanislaw J. Modzelewski, messman, died at sea on Feb. 19. A ceremony was held for the 54-year old Seafarer who joined the union in 1967, and he was buried at sea two days later. SS Wacosfa The crewmembers of the JVacosta (Sea-Land) attached a letter to the ship's minutes of Mar. 4 giving their "wholehearted thanks to Capt. Sheean, Chief Mate Dorhman and Third Mate Bruce and all the others involved for keeping their cool" when one of the crewmembers was seen in the water as the ship left San Juan, P.R. The crew adds that because of the "prompt response and con­ cern" the Seafarer was rescued immediately and without sustaining any injury. "The concern over this crewmember" they wrote "was in keeping with the highest tradition of the sea." SS Gateway City Some of the finest seafood in the SIU fleet is being served on board the Gateway City (Sea-Land). The crew collects money to buy fresh seafood and then Chief Steward F. Fraone, Chief Cook Martin Iturrino and the other mem­ bers of the steward department cook some of the tastiest seafood meals afloat. The meals often include lobster, especially since the wife of deck department Seafarer Walter Gustavson makes sure he always gets a lobster for the crew when he takes her out to dinner. SS Galveston In the ship's minutes of Jan. 21, the crew of the Galveston (Sea-Land) reports that there are "new films aboard and plenty of popcorn on hand." SS Houston The crew of the Houston (Sea-Land) reports in the ship's minutes of Mar. 4 that they received their new messhall chairs and a new TV set, Now all they need is $35 to get a new antenna for the TV. SS American Victory Ship's Chairman R. D. Schwarz, at the Feb. 18 meeting aboard the American Victory (Victory Carriers), cautioned the crew about the danger for Americans in Vietnamese ports now that the soldiers are pulling out. He advised the men "to use good common sense" for their own safety. The ship will be stopping in Yokohama, Japan; Saigon, Vietnam and Thailand. Discussions were also held on shipboard conduct and safety. SS Columbia In the ship's minutes of Jan. 14, the crew of the Columbia (Ogden Marine) expressed their thanks to the captain and chief mate for the medical aid they obtained for Brother Frederick Cohen. According to the crew, he was kept as comfortable as possible until the ship arrived in Durban, South Africa. There he was seen by a physician who came aboard ship and had Seafarer Cohen taken to a hospital. He will have to remain in the hospital until it is safe for him to travel. Brother Cohen, who is 54 years old, sails in the engine department. SS Mary mar A collection was taken up among the entire crew of the Marymar (Calmar) for the chief engineer whose wife had passed away. With the $80.75 that was collected, the crew sent flowers as an expression of their sympathy. STEEL NAVIGATOR (Isthmian)—Just back from the Faf East run, the ship's committee stands on deck during the payoff at the Bayonne Army Base. From left are: V. SzymanskI, secretary-reporter; D. Fuschlllo, deck delegate; B. R. Kitchens, chairman; M. J. Berry, engine delegate, and A. Sulalman, educa­ tional director. Pag€-12 The Sauk, a U.S. Coast Guard cutter, breaks through the Ice In the North Atlantic on one of her missions tracking Icebergs. She Is stationed at Gover­ nor's Island, New York, headquarters of the International Ice Patrol. International Ice Patrol This month the Coast Guard's In­ ternational Ice Patrol began its annual chore of spotting icebergs in the vicinity of the Grand Banks off Newfoundland. Reports of ice in the area are col­ lected to warn passing ships of the danger. Last year 1,587 icebergs drifted south of 48 degrees latitude, forcing trans-Atlantic shipping south of its normal trade routes. Last year's ice sea­ son, which ended on Sept. 4, was the longest on record and was only the fifth year since 1900 that more than 1,000 icebergs have entered North Atlantic waters below the 48th parallel. Extremely cold winter temperatures over the_ coastal waters of Newfound­ land and Labrador coupled with strong westerly and northwesterly winds con­ tributed to the 1972's record season. Heavy sea ice that developed during last year's severe winter weather also lengthened the season by protecting the bergs from erosion by waves. Sea water temperatures were also well below normal during 1972. Until mid-June the sea wafer temperature at the southern tip of the Grand Banks was only, a few degrees above freezing, al­ lowing large icebergs to survive several weeks along the normal shipping tracks before melting. Last year's southernmost iceberg is estimated to have drifted to the approx­ imate latitude of Philadelphia before melting, while the easternmost iceberg was tracked to 700 miles east of New­ foundland. During mid-May, when icebergs were most widely dispersed to the south and east, the region of icebergs south of 48° N. latitude (the northern boundary of North Atlantic shipping routes) covered over 150,000 square miles of ocean. During late April last year icebergs began to drift south of 42° N. latitude, causing the commander. International Ice Patrol, to initiate a surface patrol in the vicinity of the southernmost bergs. The Coast Guard cutters "riding herd" on the drifting bergs broadcast warnings to shipping in the area, espe­ cially at night and during the frequent periods of fog. Though the surface pa­ trol ended in July, the Ice Patrol con­ tinued surveillance with C-130 aircraft as had been done through the entire season. Ice reports from merchant vessels, relayed through the Coast Guard radio stations, or Canadian coastal radio sta­ tion at St. John's are received at the offices of the International Ice Patrol in New York. There the reports are re­ corded and entered into a computer which calculates the iceberg drift rate based on the predicted surface winds and the estimated surface current. This computer is the same one that Auto­ mated Mutual-Assistance Vessel Res­ cue System uses for its automated plot. ^i| IVhaf They're Saying t Sonto Mondone In 1895, Sen. Robert LaFollette in­ troduced his historic legislation in Con­ gress. It took 20 years of fighting before the bill became law. In March 1915, President Woodrow Wilson signed the Seamen's Act into law. During the first part of the twentieth century sailors began to win meager but long deserved wage gains. Living condi­ tions improved slightly, and working conditions were greatly improved with the three-watch system and the eighthour day for sailors. In 1921, shipown­ ers cut wages 25%, and in 1922 shipowners cut wages another 33%— so just about everything that was gained was lost in just two years. The contracts the union had were not strong enough to make the shipowners live up to them. So, that Is why we must build strength, and unite. This is why In the Seafarers Inter­ national Union we have SPAD. It is a fund set up so we can keep our union informed of new laws In committees, and If they are good for us or not. it Is also used to help win elections and put people In office who are sympathetic to the goals and aspirations of Seafarers. If we don't do this, we could have some­ thing like what was happening In 1921 and 1922. Seafarers Log , �ASHORE IBU Spokesman Warns: Inland Waterways Tolls Could Destroy Industry Speaking for workers on the nation's waterways, SIU Vice President Paul Drozak, national director of the SIUNAaffiliated Inland Boatmen's Union, re­ cently told a National Water Commis­ sion meeting ^n New Orleans that pro­ posals to impose a system of tolls on the waterways would serve to eliminate jobs and "destroy the health and growth of this industry." Drozak also told the Commission that "to impose a discriminatory and detri­ mental waterway tolls system ... would reverse this long history of waterway progress." The proposal to initiate the tolls sys­ tem was contained in a Commission Draft Report on the future of the water­ ways. Drozak said that the United States system of inland waterways is a growing industry and healthiest of all U.S. trans­ port modes. The recommendations made in the draft report, he said would lead to the "destruction of a 150 year policy of Federal support and encour­ agement for the waterways." He de­ clared: "Of all the factors that can influence the waterways, tolls are the most harm­ ful. If waterways tolls were imposed to­ day, the Seafarers International Union is convinced that they would lead to three disastrous results: less cargo be­ ing shipped; use of alternative modes; use of alternative sources of supply." The end result would be economic dislocation and the loss of jobs affecting not only waterway workers but em­ ployees in scores of industries which use the waterways. Drozak leveled sharp criticism at a proposal to allow the Interstate Com­ merce Commission to regulate the user tax system, an idea he termed a "shop­ worn panacea." "The Interstate Commerce Commis­ sion (is) an extremely poor choice to be the regulator of a user charge pro­ gram for the waterways. The ICC has not maintained an equitable rate system for the railroads. Faced with the eco­ nomic difficulties that a user charge system would pose for waterway opera­ tors, it is likely that by the time the ICC moves to stabilize the situation, the waterways would be destroyed by the other transport modes," he said. He pointed out that the ICC already discriminates against waterway users by allowing competing railroads to charge rates that do not cover their costs. "Then," he said, "they price themselves out of lucrative inland markets by charging more than a fair price for transportation." Drozak concluded by noting that "the United States waterway system has served America well. It has opened up wide regions of the nation for develop­ ment and economic growth, and has continued to provide efficient and com­ petitive transportation for America's bulk products. To impose a discrimina­ tory and detrimental waterway toll system, as the National Water Commis­ sion's draft Report envisions, would re­ verse this long history of waterway progress." He urged the Commission to revise the Draft Report to eliminate "the harmful effects of economic dislocation and unemployment resulting from a user's charge." MTD Highlights Gains, Halt in Maritime Decline Despite feelings that 1972 was "a year the country would like to forget," it was a year in which the slight reduc­ tion in unemployment and the slow­ down of inflation was more than offset by booming corporate profits, inequi­ table wage controls, a deterioration in our balance of trade and a growing monetary crisis. In a report issued last month, "The Economy in Flux," the Executive Board of the AFL-CIO Maritime Trades De­ partment, which represents 8-million workers in the maritime and related fields, highlights the few economic im­ provements in 1972 compared with the significant problems still facing our na­ tion. The Executive Board pointed out that "the 1972 real growth rate of 6.5 percent was the highest in the last six years. This economic growth created 2.3 million jobs—enough to absorb the 2.1 million increase in the workforce and bring 197rs unemployment rate of 5.9 percent down to an average of 5.6 percent." These forward steps were overshad­ owed by the fact that in January 1973 there were still almost 4.5 million job­ less Americans. The few improvements in our domes­ tic economy were also overshadowed by the accelerated deterioration of the U. S. economic position in relation to other countries, the MTD Executive Board explained. The 1972 balance of Marctv 1973. trade deficit of $6.4 billion was more than double the 1971 deficit of $2.7 billion, resulting in huge foreign hold­ ings of U. S. dollars and a continued decline in the value of the dollar in world markets. The MTD Executive Board reported: "The nation is truly at a crossroads in 1973. America can take control of its destiny—seize the initiative to pro­ vide a good life for all Americans and secure freedom of action in the inter­ national arena. But to do this, bold new programs are needed. "America's dependence on foreigners for both our supply of energy and the stability of the dollar demonstrates the dangers of clinging to short-sighted policies... "Short-sighted American tax laws have encouraged American corpora­ tions to produce overseas, while short­ sighted trade laws have allowed Ameri­ can production to be drowned in the flood of imports." One bright spot in 1972 was the halt in the decline of the U. S. maritime industry. "Subsidies were awarded for the first American LNG (Liquified Natural Gas) vessels, and for our first supertankers. A bilateral trade agreement was reached between the U. S. and the Soviet Union to insure U. S. flag participation in that cargo." The MTD Board declared, however, that much remains to be done in 1973. Long Beach, Calif. Sea-Land Service Inc., the world's top containerized transportation company, last month dedicated a new $20-million marine facility at the port of Long Beach, Calif., where the firm's SlU-manned containerships have docked for nearly 10 years. The new dock has 1,800 feet of berthing space to handle not only the biggest Sea-Land containerships, but also the new 946-foot long, 33 knot SL-7 containerships due to start service in Long Beach this spring. The berthing area will have four giant cranes, each with a capacity of 40 tons. The dock's 100-foot span accommodates seven lanes of truck traffic at one time. Bremerhaven, West Germany The SlU-contracted containership Galloway (Sea-Land), the fastest ship in her class, recently loaded 923 containers in SV2 hours by using five gantry cranes operating at the same time with two cranes forward, two amidships and one aft, at the container terminal in Bremerhaven, West Germany. New Orleans, La. Lindy Boggs, the widow of former Louisiana Representative Hale Boggs who vanished in a plane crash Oct. 16, 1972, was elected to her husband's . post by an overwhelming majority this month. She had been vigorously sup­ ported by the Greater New Orleans AFL-CIO as well as the Maritime Port Council in that city. Mrs. Boggs, who is from the Second Congressional District, defeated Robert E. Lee, an attorney from suburban Gretna, La., by the wide margin of 20,538 votes to 5,090 votes. Most of the Second District lies in New Orleans, although it overlaps into suburban Jefferson Parish. After the tragic plane crash occurred the Maritime Council passed a resolution urging Mrs. Boggs to run if her husband's seat was declared vacant. The resolution read, "It is the profound hope of our members that Congressman Boggs will be found alive, and our desire to give Mrs. Boggs every support in her vigil. We urge Mrs. Boggs to become a candidate for the office with the support of the Maritime Council of Greater New Orleans and vicinity so the Second Congres­ sional District can be represented in the same magnificent manner it has enjoyed for so many years with Congressman Boggs." Honolulu, Hawaii Seafarer William B. Kight, who lost his leg in an accident aboard the Vantage Endeavor late last year is resting comfortably in Trippler General Hospital in Honolulu where he was visited by SIU San Francisco Port Agent Steve Troy this month. Brother Kight is in good spirits and will eventually be transferred to Norfolk, Va. New Orleans, La. Illness or injury has put the following brothers in the USPHS Hospital in New Orleans. All of them would like to hear from their fellow Seafarers. They are: L. Carranza; R. Whaley; Carl F. White; William Houston; Paul Arthoffer; V. E. Kane; Henry J. Tiszatowski; K. C. Green; John R. Johnson; Robert Johnston; Charles J. Corrent; Glen Patton, and Otis Posey. Norfolk, Va. At the February meeting of the Hampton Roads Port Council of which the SIU is a part, a full discussion was held about the coming governor's race in the state of Virginia. The Council unanimously-agreed to endorse Henry Howell for the post. New Orleans, La. Grain shipments out of the Port of New Orleans in 1973 are expected to exceed all other previous years according to an article in a local New Orleans newspaper. Security In Unity Page.13 �The silence was eerie. AH that could be heard was the mysterious, intensely cold wind of the unknown continent of Antarctica whipping over the stark, stiU beauty of a white landscape frozen solid into an ice and snow age unchanged in millions of years. The ominous calm and a 10 degree drop in tem­ perature left a lasting impression on Bosun Constan­ tino (Gus) Magoulas, 58, of the SlU-contracted U.S. Navy oil tanker Maumee (Hudson Waterways) as the huge ship followed a zig-zagging Coast Guard ice­ breaker through a channel guarded by treacherous icebergs the size of Delaware. The Maumee, one of the 13 Navy tankers now manned by Seafarers, slid past the California-sized Ross Ice Shelf and 13,200-foot snow-capped Mt. Erebus. Rivers of glacial ice moved slowly down to McMurdo Sound's 20-foot thick fee floes, where the ship ended a 6,000 mile journey Feb. 16 to pump out its life-giving fuel into U.S. Navy shore tanks. More than a month later, on the sunny first day of spring, as the Maumee paid off in Carteret, N.J., a sunburned Brother Magoulas was asked if he'd like a return trip to the "home of the blizzards." The Seafarer replied with a grin of confidence; "We'll go back again. It was a good trip." He added that in the three days he spent at the Navy base he didn't see an Emperor penguin or any other animal, because he thought, the arrival of the ship and the se'amen scared them inland. However, he saw plenty of GIs and Navy personnel at the base PX and movie. Nearby, a Piney Point graduate, deckhand James McCaU of Mobile, Ala., said at times he saw penguins, seals and whales on the ocean ice shelf and later scores of scientists from the National Science Foundation's U.S. Antarctica Research Program. In Antarctica, the biggest, coldest laboratory in the world, a six-month winter can freeze hot water in­ stantly with a sharp crackle, and a 22-mph-wind coupled with a —22 degree cold will freeze exposed human skin in a minute. Wintering at the Antarctica bases this year will be 2,000 Army and Navy personnel and 200 U.S. scientists and technicians from 50 colleges, univer­ sities, government agencies and industrial firms. -v..- Aerial view of Antarctic mountain range seems to show human tracks but they are merely the mountain ridges left uncovered by the snow. i Clouds hang over the 13,200'rc W| "sic- .4'- Seafarer Tom Seager, who sailed as able-seaman aboard the Maumee on her voyage to Antarctica, prepared for voyage by purchasing warm sheep­ skins in New Zealand. Page- ,14 < The SlU-manned Navy tanker Maumee rests at anchor at McMurdo Station after delivering 7,000,000 gallolv,] supply the base for a year. " March^ 1973 �:V-^'>-^ r: ' • ••••SIfe:'' .p., 2^. •fc. l|,Sffigh peak of Mt. Erebus which in turn overlooks endless expanse of ice flowing aimlessly in Mc Murdo Sound. ... The wanderings of countless icebergs in Ant­ arctic waters caused first mariners visiting the area to refer to the waters on their charts as "Iceberg Alley". ^<r ^ J f Aerial view of Mc Murdo Station, Antarctica shows SlU-manned Maumee (extreme right) docked alongside of other ships in Winter Quarters Bay. 5V One of the Maumee's predecessors in voyages to the Antarctic was the USS Bear. She supplied the Navy base for many years. ' KiV i L' i'of aviation, diesel, and marine fuel—enough to II, Seafarers Log A gathering of four-foot tall penguins cavorts at Cape Hallett station in the Antarctic. Page 15 �Thanks SIU Welfare Plan I wish to thank the union for all of its hdp in the last six months. My wife, Alexandra, during that period, suffered, in two separate accidents, a broken jaw, leg, and both arms. With the aid of the Seafarers Welfare Plan she was afforded exceUent medical care which I never could haye obtained, on my own for her. Again, I express my gratitude. WiIliamJ.Foley,F607 • '• A Balanced Approach ^ • • '^'41 Express Their Sympathy One of the major problems facing ail citizens of the United States today is the challenge of protecting and preserving our environment. As a resolution adopted by the recent meeting of the Executive Board of the Mari­ time Trades Department states, we all recog­ nize and appreciate the enormous damage inflicted upon our environmental surround­ ings. ment that provided man with more comforts than he ever dreamed possible. Now there is a new aspect to be consid­ ered. Just as our environmental problems have assumed national importance, the na­ tion faces another crisis—the energy crisis. We've already seen schools and other serv­ ices forced to close for lack of energy sup­ plies to provide heat. And the problem is expected to grow worse. The facts and figures bear out this car­ nage: Our lakes, rivers and streams are no longer clean and beautiful, but imbued with chemical wastes and pollutants. Our land­ scape is no longer majestic, but slowly vanishing. The air we breathe is no longer fresh and exhilarating, but foul and in­ fecting. The MTD stated that, with these aspects in mind, it is not the time now to bridle technological and industrial expansion but to unleash it in new directions. Now is the time to search for new energy forces in our own country and to increase our imports of energy resources. The restoration, protection and preserva­ tion of our environment is, as the MTD Board said, a common concern to us all and we laud those groups and individuals who have helped focus public attention on the problem in recent years. This means undertaking those changes concomitant with this expansion—whether they be dredging harbors to handle larger tankers or laying pipelines across our wilder­ ness. 'However, the MTD resolution pointed out that this environmental problem be­ comes of particular concern when we ex­ amine the remedies which are being offered. Most of these remedies consist of curtail­ ing or preventing technological and indus­ trial development, progress and expansion. Such courses of action threaten American workers with the loss of their jobs. The MTD Be declared that the nation can­ not tolerate such drastic remedies. There is no doubt that technological and industrial development, coupled with public indifference, has helped contribute to the current plight of our environment. But there is grave doubt that the curtailment and ces­ sation of this development is a realistic solu­ tion to the problem. We should bear in mind that it was this same technological and industrial develop- We met our second unfortunate situation on this voyage. Again death struck in the family of one of our friends and ' shipmates. This time the chief en^eer, Paul Ruppel. The unlicensed personnel had exhausted all funds pre­ viously when the motiber of our Captain Vontagen passed away a few days ago. We did however band together as union brpthers and donated the sum of $45. And with- it goes out sincere prayers and deepest sympathy to Paul Ruppel and •'rM family. II rseasAsatqai C»w of the OvMseas • . " I would like to express my personal thaiiks to our great union for giving me the opportunity to build a career of sailing. 1 joined the SlU in April 1968 and am already a candi­ date for "A" seniority, and 1 will be taking part in the "A"' seniority upgrading class at Piney Point beginning June 1. With my "A" book, 1 will never again have to worry about job security. Robert Lentuch FB 35056 We in the labor movement, the MTD board said, believe that this nation possesses the technological aptitude to commit this country to these advances while still provid­ ing the necessary environmental safeguards. We also believe that the time has come for the nation to formulate a national re­ sources policy to bring cohesion to energy and environmental responsibilities. It is time, then, for a national policy based on a balanced approach of protecting the environment without inhibiting indus­ trial growth. It is time for a policy designed to protect and preserve our environmental surroundings while still preserving the na­ tion's technological and industrial develop­ ment and the jobs of American workers. Achieving this balanced approach will be hard work, work involving even newer technologies. But it is work we must set out to do—immediately. A- Voluma XXXV, No. 3 Morch 1973 mUUfAMMMBmLOe -/r' Official Publication of the Seafarers international Union of North America, Atlantic, Gulf, Lakes and inland Waters District, AFL-CIO • Executive Board Paul Mali, Pres/denf Earl Shepard, Vice-President . Gal Tanner. Executive Vice-President Lindsay Williams, Vice-President Joe DiQiorglo, Secretary-Treasurer Paul Drozak, Vice-President FranWDtozak, Vice-President Published monthly by Seafarers Intemationai Union, Atlantic, Gulf, Lakes and inland Waters District, AFL;;CIO 675 Fourth Avenue, Brooklyn, N.Y. 11232. Tel. 499-6600. Secopd Class postage paid at Brooklyn, N.Y. ./-••-v.:.:;; 1 Pagp 16 Seiafafers iqg v! �- hindering the seas Rain Seafarers are men of great appreciation of tlie arts. The Seafarers Log, to further their efforts in the poetiry field, regularly makes space available for members' poems. To contribute to the l.og poetry column members should send their poems to the Seafarers Log, 675 Fourth Ave., Brooklyn, N.Y,. 11232. •; J . : , . „ . Some people say, that when it rains The day seems dark, and gloomy, But as for me, I like the rain For it does something to me .... ' J. ' " ' II I've watched it rain in many places. J All around this world ' ^ And I think that rain is beautiful ., ; For I've seen it's power unfurled ' ' What Color Is the Sea? Gazing across wind-swept stands of wheat, my nephew asked, "Thirsty, what color is the sea?" III "They say that the rain in Spain Falls mostly in the plain" To this, agree, I do But I've been there, and I can tell you this It rains in the mountains too , TTT "Well its overall colors are blue— . * . The dominant impression. Buddy, is blue—green—puiple—white . :andgray, ' . I'Of course, ; being didactic, but you asked ••Sunrises and sunsets are out of this world! Here the great Creator-Artist has surpassed all artists. ' • /; > r ^ > " v ' "No one can translate colors into words • I, least of all. Yet perhapi the inost colorful scene I have witnessed at sea Was in April 1942 off Cape Hatteras ' . >/ * • , '^ . „ •» . ; ' Hursfon J. Lewis " ^ /• - '•/••• y . •• ' - sa •'y vv.. ^ ^ VI I've laid in bed, and watched the rain In India, across the sea During Ae Monsoon season Justahalf-castegirlandme _ ^ ;; " " - s - ' > ^.y ; i VII Another reason I like the rain For when it's over you know That you will be" rewarded With a beautiful rainbow , V ' ' -• ' - - Yes! there is rain most everywhere You can see it, no matter where you gp It swells the streams and rivers And makes the water flow "A tanker had been torpedoed east JE us. /1 We were beating our way upcoast in convoy-rr'; -' . ' ;' Not permitted to attempt rescue. ^ The sun was a burnished copper coin in the sky. ^ <. y ' ; "We were shrouded in pink mist. A jagged, platinum line of light .„ , .®. . . Led across the water from the sun to our ship „ . ,/ . ; . / Spilled oil refracted rays into rainbow colors •All, I suppose of the spectrum. /, ^ ' ' And there, my friend, was color! "What color is the sea? Siades of Moby Dick, Buddy, The sea is all colors!" , ^ .IV : • Now too much rain is never good For neither you, nor me For it drowns the crops And causes floods, that devastate you see. ' - '' . - > ^ VIII I think the rain is wonderful So fresh, and cool, and clean It washes all the dust away I know because I've seen . V aMigmmmmiggm DC Hie muddy little puddles That linger after every shower And the beaded drops of water That cling to each garden flower . •' . \. I guess that's why I'm happy ; ,< . Everytime I see it rain Not only because it cleanses But it revives my past again James C. MifcheU . , I ®;i|igp®Si®iiw- X,. , , ^ A:®®®®< :' r • March 1973 r.- . Leave good footprints In my sand sand. , RoyLecHinson " . e.,... .. . .,•: ^ s, . - ^ A Lonely Life Oh, what a lonely life to be away from home upon the sea To miss your loved one of many years Who kept her vow thru laughs and tears To miss your children and their children too Family, Friends and acquaintance new But what a joy, When you see your home port lighthouse from the sea Tlien your loved one on the dock Then a tight embrace, like the strongest lock Now my prayers have been answered From the go^ Lord above To see me home safely, to the ones that I Love Andrew A. McCloskcy ; ' ' , v' •- Page 17 �DISPATCHERS REPORT Artantie, Gulf & Inland Waters District FEBRUARY 1-28, 1973 Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle Totals i DECK DEPARTMENT TOTAL REGISTERED TOTAL SHIPPED All Groups Class A Class B All Groups Class A Class B Class C 3 68 11 39 21 22 4 26 62 83 26 71 31 467 2 20 11 17 3 9 6 0 13 68 22 14 20 205 3 40 9 24 6 18 0 23 45 66 17 39 30 310 I 8 7 9 0 10 4 16 7 28 7 6 14 117 REGISTERED ON BEACH 1 1 0 0 0 0 0 0 0 2 0 0 1 5 All Groups Class A Class B 5 169 21 68 37 38 15 57 152 117 32 135 35 881 3 27 5 21 9 17 6 5 37 63 40 43 26 302 ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle Totals Port Boston New York Philadelphia ............ Baltimore Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle Totals 2 49 3 32 10 6 5 26 63 57 14 52 15 334 0 35 4 22 7 16 4. 11 27 40 28 35 26 255 0 42 6 23 4 12 0 26 43 51 6 37 17 267 0 25 5 8 4 10 2 15 5 38 14 24 6 156 2 2 0 0 1 0 . 0 0 2 3 0 0 1 11 4 93 21 57 25 20 6 40 121 115 19 99 19 639 2 51 9 61 14 19 0 13 58 82 31 88 25 453 STEWARD DEPARTMENT 0 59 7 39 4 9 4 17 40 35 11 46 22 293 2 76 7 11 2 4 0 5 9 43 10 23 10 202 1 47 8 18 0 8 2 20 21 25 6 27 10 193 2 50 1 7 1 5 0 5 7 9 3 3 9 102 2 0 0 0 1 1 0 0 1 8 0 0 1 14 0 165 15 43 27 14 ^ 9 35 81 88 14 91 26 608 0 131 3 13 6 6 2 7 10 71 16 46 5 316 Personals Jack Kelley Bradley Please contact May Henry Yelton as soon as possible at P.O. Box 142, Spring, Tex. 77373. John Croker Anyone knowing the whereabouts of John Croker please contact R. R. Goodwin at 814 Raleigh Ave., Norfolk, Va. 23507. Charles Behrens Please contact State Farm Insur­ ance at 1065 Old Country Rd., Westbury, N. Y. 11590. Rudolph R. Cefaratti Please contact your mother at home as soon as possible. Fernando Maldonado Please contact your wife, Edna, as soon as possible at 4034 Walton Ave., Philadelphia, Pa. 19143. Conrad Tylenda Please contact your mother as soon as possible at 426 Chestnut St., Mt. Carmel, Pa. 17851. Reginald Paschal Please contact Albert Ambercrombie as soon as possible at 22 Bayou Oaks Dr., Saraland, Ala. or call 675-3467. Claude Fritchett Please contact your brother as soon as possible in Alberta, Va. Jose F. Santiago Please contact the Preferred In­ vestment Corp. at 2544 Tulane Ave., New Orleans, La. 70119. Louis F. Greaux Please contact Louis Benavidez at 2015 67th St., Galveston, Tex. 77550. Joseph A. Bucher Contact your son, Ronald, immedi­ ately at Alaska Barge & Trans. Inc., Da Nang, Vietnam, APO San Fran­ cisco. Calif. 96326. Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accord­ ance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Earl Shepard, Chairman, Seafarers Appeals Board 275-20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all limes, either by writing directly to the Union or to the Seafarers Appeals Board. Page 18 CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials; etc., as well as all other details, then the member so affected should imme­ diately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against uecause of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic inter­ ests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment op­ portunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All con­ tributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitu­ tional right of access to Union records or information, he should immediately notify SIU President Paul Hall at head­ quarters hy certified mail, return receipt requested. Seafarers Log �If i ,v. I'4 5; •;,:, - V l The four-masted 3,116-ton bark, Mosliulu is the largest—335.3 feet from bow to stern—of nine historic vessels being preserved and restored by the South Street Seaport Museum. At left is the paddlewheeler Alexander Hamilton. Daylight streams through the portholes into one of ship s holds which carried everything from coal to coconut oil. 68-year old windjammer, the M^shulu, now berthed at the South Street Seaport Museum in New York's lower Manhattan, was towed there last year from Amsterdam— where she was used as a restaurant and museum. The sailing ship was christened as the Kurt, and launched in 1904. From 1904 to 1914 she braved Cape Horn winds with coal for Chile until later layed up for the war in the Columbia River port of Astoria, Ore. Taken over by the U.S. in 1917, the square-rigger was renamed the Dreadnought and finally the Moshulu in 1920. From then to 1928 her cargo was West Coast lumber and grain in exchange for the wool, chrome and copra of Australia, South Africa and the Philippines. Idle during the Depression, the Moshuiu was sold in 1935 to a Fin­ nish company which had her on the Australian run until the Nazis stripped the ship's rigging in 1942, using the bark as a barge in Norway. She was then wrecked in a gale in 1947. The next year the Moshuiu was refloated for use as a storage hulk until her last voyage to the East Coast. The Moshuiu s sea anchor and gear form a backdrop on the aft deck for the ship's mmn, mizzen and fore masts. Page 19 March 1973. .... .-. . . J-'v '• • • . -I.-,'-1:'. vr55r,^i' i �New SlU Pensioners I / William Weisse, 51, was born in New York City and now resides in North Babylon, N. Y. He joined the SlU-affiliated Railway Marine Re­ gion in 1960 and sailed for the Penn Central Railroad. Brother Weisse is a Navy veteran of World War II. Andres R. Perez, 65, is a native of Puerto Rico. He joined the union in 1943 in the Port of New York and sailed in the deck department. Brother Perez now makes his home in St. Albans, N. Y. Manuel Santana, 65, joined the SIU in 1945 in the Port of Galves­ ton. He is a native of Spain and now makes his home in Brooklyn, N. Y. The 27-year veteran sailed as fire­ man. James W. Simmons, 54, is a native of North Carolina and now makes his home in New Orleans, La. He joined the union in 1946 in the Port of Baltimore and sailed in the stew­ ard department. Seafarer Simmons is an Army veteran of World War II. William K. Kehrwieder, 42, joined the union in 1946 in the Port of New York. Born in Philadelphia, Pa., he is now a resident of Brandon, Fla. Brother Kehrwieder sailed in the steward department. Basilio Bonafont, 59, is a native of Puerto Rico. He joined the union in the Port of New York in 1946 and sailed in the deck department. Broth­ er Bonafont is now a resident of Rio Piedras, P.R. Eugene L. Stark, 48, is a native of New Orleans, La. He joined the union there in 1948 and sailed in the steward department. He is an Army veteran of World War II. Seafarer Stark now makes his home in Seattle, Wash. Curtis M. Dials, 62, joined the SIU in 1951 in the Port of Baltimore. He is a native of Georgia and now makes his home in Jacksonville, Fla. Brother Dials sailed in the steward department. Frank Baron, 60, was bora in Great Britain and now makes his home in San Francisco; Calif. He joined the SIU in 1939 in the Port of New York and sailed as bosun. Brother Baron served with the U. S. Navy for five years from 1930 to 1935. Eddie Lee Walker, 62, is a native of Fulton, Ala. He joined the SIU in 1941 in the Port of New York and sailed in the engine department. Brother Walker now makes his home inSemmes, Ala. Max E. Greenwald, 61, joined the SIU in 1947 in the Port of Baltimore. A native of Michigan, he now resides in Carpinteria, Calif. Brother Green­ wald sailed in the steward depart­ ment. Har^ T. Dean, 65, joined the union in 1944 in the Port of New York. A native of Texas, he now makes his home in Portland, Ore. The 28-year veteran of the steward department sailed as chief cook. I John Mehalov, 55, joined the union in 1944 in the Port of New York. A native of Pennsylvania, he now resides in Lutz, Fla. The 28year SIU veteran sailed as ableseaman. Richard E. Tunison, 60, is a native of Corvallis, Ore. He joined the union in 1941 in the Port of Balti­ more and sailed in the engine depart­ ment. Brother Tunison is now a resi­ dent of Monmouth, Ore. Timothy R. Holt, 54, is a native of New York City. He joined the union there in 1943 and sailed in the deck department as able-seaman. Brother Holt is now a resident of New Orleans, La. Charles J. Barone, 65, joined the SIU in 1941 in the IPort of Tampa. He is a life-long resident of that Flor­ ida port. Brother Barone served in the U. S. Army during World War II.The 30-year SIU veteran sailed in the steward department. O.B.D. Thompson, 54, joined the union at its inception in 1938 in the Port of Mobile. He is a life-long resident of that Alabama port. Broth­ er Thompson sailed in the engine de­ partment. Willie Kyles, 57, is a native of Alabama. One of the charter mem­ bers of the union, he joined in 1939 in the Port of Mobile and sailed in the steward department. Brother Kyles now resides in Whistler, Ala. SIU Trevor Lincoln Robertson 11, born Oct. 27, 1972, to Seafarer and Mrs. Trevor Lincoln Robertson, Rich­ mond, Calif. Ira White, born Nov. 9, 1972, to Seafarer and Mrs. Ira J. White, Pan­ ama City, Fla. Mary Jo Loons, born July 20, 1972, to Seafarer and Mrs. Duane Loons, Cloquet, Minn. Marta Rossj bom Nov. 9, 1972, to Seafarer and Mrs. Jose Ross, Playa Ponce, P.R. Vanessa Smith, born Dec. 6,1972, to Seafarer and Mrs. Lewis A, Smith, Jr., New York, N.Y. James Bryant, born Dec. 4, 1972, to Seafarer and Mrs. Arthur R. Bry­ ant, Nederland, Tex. Arrivals Taylor R. Anderson, 65, was bom in Meherrin, Va. He joined the SIUaffiliated Railway Marine Region in 1959 in the Port of Norfolk and sailed as a deckhand. Brother An­ derson now makes his home in that Virginia port. Joseph Collins, born Dec. 6,1972, to Seafarer and Mrs. Joseph Collins, Mobile, Ala. Barbie Bishop, born Sept. 3,1972, to Seafarer and Mrs. Roy L. Bishop, Freeport, Fla. Christian Colar, born Oct. 16, 1972, to Seafarer and Mrs. Henry J. Colar, Gretna, La. Jeffrey Spangler, bora Oct. 14, 1972, to Seafarer and Mrs. Charles R. Spangler, Cogan Station, Pa. Rodney Passapera, bora Dec. 31, 1972, to Seafarer and Mrs. Angel Passapera, Humacao, P.R. Melvin Austin, born Oct. 21, 1972, to Seafarer and Mrs. Melvin S. Austin, Jr., Wendell, N.C. Walter C. Grosvenor, 65, is a life­ long resident of New York City. He joined the union in the Port of San Pedro, Calif, in 1941 and sailed in the steward department. Brother Grosvenor walked the picket lines in 1962 during the Robin Line strike, and again in 1965 for the District 37 Beef. Page 20 . •• »' Seafarers Log * . -• . -.-V J., - •# rr-P-T.-v ' .-. - • -<• V . ' A 1 ' fl • J » J . ; / «•,; • . .... •• , .Mt * . '"ft-. . r' " - �Upgrading Center Offers Towboaf License Classes The Harry Lundeberg School Up­ grading Center in Piney Point is now accepting applications from SIU and IBU members with towboat operators experience to becohie qualified opera­ tors of Uninspected Towing Vessels, as required by the U.S. Coast Guard Tow­ ing Vessel Licensing Act, which covers all towing vessels over 26 feet and under 200 gross tons. Courses have been developed and qualified instructors will teach the sub­ jects in all areas in which the candidates will be tested by the Coast Guard. The objectives of the course are to train qualified operators of uninspected towing vessels in the rules of the road and in navigation, and to fully prepare them for their Coast Guard examina­ tions. In order to implement the Act, the Coast Guard requires that all those who are presently operating towboats be able to pass an examination which will be fully covered in the training course at Piney Point. The areas included in the course outline are: • Steering and sailing rules • Identification lights for all vessels • Day markers, and signals for spe­ cial operations • Whistle passing and warning sig­ nals • Safe operations in limited visibility • Aids to navigation for pipelines and float plants • Warning signals for transferring dangerous cargos; and • Laws and regulations pertaining to all of the above. In order to be eligible to obtain a Qualified Operator's License, present operators of uninspected towing vessels must have at least one year of service as an operator of any towing vessel within the 36 months immediately pre­ ceding the date of their application. The one year of service must be shown either in a letter from the com­ pany for which the applicant worked, or by Coast Guard discharges. The letter must contain the name of the vessel; routes over which the towboat oper­ ated; periods of time served on the ves­ sel; official number of the vessel; and length and gross tonnage of the vessel or vessels. If Coast Guard discharges are avail­ able, the letter is not necessary. Other eligibility requirements include the ability to pass a Coast Guard ex­ amination on rules of the road in the area for which the license will be au­ thorized. A physical examination is re­ quired to determine that the applicant can meet color vision requirements. Other vision requirements are 20/100 uncorrected to 20/40-20/20 corrected. The tentative starting dates for classes are: March 22-April 3; April 5-April 17; April 19-May 1; May 3-May 15; and May 17-May 29. For applications or further "informa­ tion, write to: Robert Kalmus, vocational director Harry Lundebei^ School Upgrading Center Piney Point, Maryland 20674 Jake Levin, a member of the Bosuns' Recertification Program Committee, spoke at last month's Informational Meeting at the Port of Piney Point about the need for continuing education for all Seafarers, not only to keep up with advancing technology in the industry, but also to improve the life of the Seafarer. Jake Levin Bosuns' Recertification Program Committee "Fellows, it's all been said here this morning. There's one thing I'd like to say. You've heard them talk about unity. Unity is the most important thing that you have to face in life. You go aboard ship—you stick together. We've stuck together through the years and we've taken some terrible shenanigans and we won some good battles. "But always have we come out on top because we've had unity. That's the meaning of the union. It's a voluntary joining together with a bunch of dif­ ferent people. Different beliefs, different creeds joined together in one purpose —^in unity, to do a job. "I know you fellows will go aboard ship in the future and you'll practice the one thing I've always preached—unity. As long as you stick together you can never be divided. You can never be knocked down. You'll always have a good Union." March 1973 Seafarer Billy Butts, bosun on the Shenandoah, spoke to the 170 trainees, upgraders, teachers and staff members at the monthly Informational Meeting held in the Port of Piney Point. Also attend­ ing the meeting were members of the SIU Bosuns' Recertification Program Committee. High School Program Available to Seafarers The Harry Lundeberg High School Equivalency Program at the Upgrading" Center in Piney Point offers all Sea­ farers—regardless of age—the oppor­ tunity to achieve a full high school diploma. Since the program was devel­ oped several months ago, ten Seafarers have taken the Maryland State GED ex­ aminations after studying at the Lunde­ berg School — and all ten Seafarers passed with high scores, and now have a high school diploma. Any Seafarer who is interested in tak­ ing advantage of this opportunity to continue their education can apply in two ways: • Go to the SIU Union office in any port where you will be given a GED Pre-Test. This test will cover five gen­ eral areas: English Grammar and Liter­ ature; Social Studies, Science and Mathematics. The test will be sent to the Lundeberg School for grading and evaluation. • Or, write directly to the Harry Lundeberg School. A test booklet and an answer sheet will be mailed to your home or to your ship. Complete the tests and mail both the test booklet and the answer sheet to the Lundeberg School. The course of study at the school is approximately six weeks, depending upon the evaluation of the results of your test scores. All Seafarers in the study program will receive individual at­ tention from highly-qualified teachers. During your stay at the school, you will receive room and board, study ma­ terials, laundry, and $8.00 per day. Sea­ farers will provide their own transporta­ tion to and from the school. Following are the requirements for eligibility for the Lundeberg High School Program: 1. One year's seatime. 2. Initiation fees must be paid in full. 3. All outstanding monetary obliga­ tions, such as dues and loans, must be paid in full. . I am interested in furthering my education, and I would like more information on the Lundeberg High School Program. -Book No.. Name. Address. Last grade completed. (Street) (City or Town) (Zip) Last year attended_ Complete this form, and mail to: Miss Margaret Stevenson Director of Academic Education Harry Lundeberg School Piney Point, Maryland 20674 Page 21 �Three more Seafarers achieved High School Diplomas at the Harry Lundeberg Upgrading Center in Piney Point this month after eight weeks of study. They are seen here as they prepared for the Maryland State GEO examinations with the help of Cynthia Bowers, one of the school's academic teachers. From left are Thomas Minton, Williard Verzone and Timothy Thomas. All Seafarers, regardless of age, are eligible to attend the school and take the examinations for a High School diploma. To date, every Seafarer who has studied at the Lundeberg School has passed the examinations. Here's How to Apply Training at the Lundeberg Upgrading Center, Piney Point, Md., is a continuing process. Classes begin every two weeks. Under a new U.S. Coast Guard ruling, graduates of the Harry Lundeberg School will be able to qualify for upgrading with reduced seatime. Those wishing to upgrade to AB need only 8 months seatime as ordinary seaman. Those wishing to upgrade to FWT, and Oiler need only 3 months seatime as a wiper. Ratings HLS Graduate All others AB 8 mos. O.S. 12 mos. O.S. FWT, Oiler 3 mos. wiper 6 mos. wiper All other QMED 6 mos. wiper 6 mos. wiper In order to process all applicants as quickly as possible it is necessary that each applicant enclose with his application: • 4 passport photographs (full face). • Merchant Marine personnel physical examinations using USCG form CG-719K given by either USPHS or SIU Clinic. Those applicants already holding a rating other than wiper in the engine department or AB do not require a physical. • Sub-chapter B of the United States Coast Guard regulations state that the officer wishing certification as a Tankerman "shall furnish satis­ factory documentary evidence to the Coast Guard that he is trained in, and capable of performing efficiently, the necessary operation on tank vessels which relate to the handling of cargo." This written certification must be on company stationery and signed by a responsible company official. • Rooms and meals will be provided by Harry Lundeberg School. Each upgrader is responsible for bis own transportation to and from Piney Point. No reimbursement will be made for this transportation. Name Three recent Seafarer graduates of the SIU Upgrading Center in Piney Point proudly display their graduation certificates which qualify them to sail QMEDAny Rating. They are, second from left: Seafarers Blanton Jackson, from the Port of Baltimore; Santo Mondone, from Norfolk, and Kevin Conklin, from New York. At right is Bob Kalmus, Lundeberg School Director of Vocational Train­ ing, and at left is James Aelick, engine upgrading instructor. Upgrading Class Schedule LIFEBOAT Aprils ApriI19 May 3 May 17 May 31 X X X X X ABLE-SEAMAN X X QUARTERMASTER X X - FWT X X X OILER X X X REEFER X X . ELECTRICIAN X X JR. ENGINEER X X PUMPMAN X X DECK ENGINEER X X MACHINIST '•i X X X BOILERMAKER X X X X TANKERMAN X X X X DECK MECH. X X X X QMED X X X X ASSISTANT COOK X X X X COOK & BAKER X X X X CHIEF COOK X X X X STEWARD X X X X ' Age Home Address S.S. # Mailing Address Book # Phone Ratings Now Held What Rating Interested In Dates Available to Start HLS Graduate: Yes.... No.... Record of Seatime: Ship Rating Held Lifeboat Endorsement: Yes.... No.... Date of Shipment Date of Discharge .i Return completed application to the attention of: Mr. Robert Kalmus Director of Vocational Education Harry Lundeberg School Piney Ft., Md. 20674 • Do not mail your discharges to the Upgrading Center — bring them with you. Page 22 Ann McCallum, right, Lundeberg School Reading Specialist, and Margaret Stevenson, Director of Academic Education, explain the importance of reading and study skills to members of the Bosuns' Recertification Program Com­ mittee. These programs are available to all Seafarers to assist them in up­ grading to higher ratings, and to help any Seafarer» who wants to achieve a high school diploma through the Lundeberg School's academic program, and continue their education. From left are Seafarers Jake Levin, James Dixon, Burnell Butts, Ewing Rihn and Sven Jansson. Seafarers Log �On River 78 Years Si' '/ Detroit's Floating Post Office Faces Beaching Neither rain nor snow nor the heat of the day for 78 years has stayed the completion of the U, S. Postal Service's task of delivering the "mail-in-the-pail" to Great Lakes Seafarers sailing on the Detroit River. But come June 30, the river's "float­ ing post office", the U. S. Mail boat /. fV. Westcott //, a SIUNA-affiliated IBU contracted vessel, which delivers letters and packages to anywhere from 13,000 to 40,000 seamen on about 365 river ships passing through,to Lakes St. Clair, Erie and Huron, may head for dry dock on the heels of a closing down order from Chicago regional postal headquarters. |l I i ^ L'l kI ' i!^ ' N SIU Vice President Fred J. Farnen said postal officials and Joseph J. Hogan, vice president of the Westcott Co. mail boat service, were negotiating to try to continue the historic mid-stream delivery service. Farnen stressed the "absolute neces­ sity" of continuing the two-year contract postal service at Detroit especially as far as Seafarers are concerned. He emphasized that the mail service was the only one for approximately 50 percent of the union's ships that passed Detroit. There were only five postal employes handling the mail boat load of 714,576 pieces to 13,715 ships dur­ ing the 242-day, April-December sea­ son in 1972. Since 1895, when the Detroit River is navigable, the mail boat has made 50 to 75 runs daily around the clock, seven days a week, pulling alongside freightships at 12 mph. Tliey lower their fivegallon paint buckets to the 45-foot Westcott's deck and the mail is hauled topside on a heaving line. The mail boat was almost beached at its 24th Street dock west of the Am­ bassador Bridge by the Postal Service Corp. in 1971, but was saved after a public outcry, pleas from Seafarers, steamship companies, the International Ship Masters Assn., Ford Motor Co., and an agreement with the J. W. West­ cott Co.—running the 1895 mail run since 1947—to reduce its annual con­ tract fee with the post office from $58,700 to $50,000. The Westcott firm has been serving ships on the Detroit River for even long­ er than that—since 1874—with a rowboat shuttle service delivering bags of mail, laundry, messages, orders and other items of importance to the crews on passing ships via a rope line. Senior captain of the operation is Wilfred E. Adamek, who has been de­ livering mail on the Westcott for 25 years. He heads the crew, ^ which in­ cludes two other captains and three deckhands, all members of the SIU's IBU. If the service were stopped, mail would be delivered to a series of docks up and down the river for pickup by the ships. However, the shipowners feel this is inefficient because many of the selfloading ships stay far from the docks in order to position the cargo properly when they are off-loading. In other cases the ships find they must stop off­ shore because of shallow water. If the J. W. Westcott II—which has its own zip code (48222) is taken out of service—Great Lakes Seafarers will have only the Soo Locks at Sault Ste. Marie, from which to send and receive mail. Only about half the ships that pass the Motor City go to Sault Ste. Marie. ••• : 3'--^ The U.S. Mail boat J. W. Westcott II sails on her rounds from the Detroit River Post Office to carry mail to a freighter's crew. The tiny vessel has its own exclusive zip code number—48222. panics, government agencies and others to look for other means of delivering paychecks, notices to mariners and other important communications. In Detroit a post office spokesman said that the mail boat delivery service could be continued after the June 30 contract termination if shipping firms and the Lake Carriers Assn. would be willing to share the costs of its operation. Joseph J. Hogan of the Westcott Co., in explaining his company's mail boat service, said that there are many vessels delivering mail from one shore point to another throughout the world and pilot ships escorting large ships in and out of Dropping of the service would de­ prive Seafarers on freightships of weekly letters from home for around nine months and oblige shipping com- port—but this is the only known shipto-ship mail delivery service. The action for the mail boat's crew is busiest in October and November—^just before the river starts to freeze. The winds are gale force on many days and the Westcott must struggle with the swiftly moving gusts to keep its ap­ pointed rounds. Visitors from post offices around the globe have made a point of stopping over in Detroit to see the Westcott in action. May they continue to do so in the near future. Seafarers Welfare, Pension, and Vacation Flans Cash Benefits Paid Jan. 25-Feb. 22, 1973 Number SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical . •* i.. ' .y'' .. , - »• Special Equipment Optical Supplemental Medicare Premiums 254 89 DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras .... Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical 4 .. . Special Equipment 315 42 101 24 4 195 1,104 197 361 75 14 489 Meal#! Denfal Suppl^imi 'f x SCHOL March 1973 14 394 251 11 1 5,911 41 1,265 1,263 61 10 23,030 2 656 92 — •3..- • % *' . V f YEAR TO DATE PENSIONERS & DEPENDENTS 8 Death •* •* 104 Hospital & Hospital Extras ...... ' UV-^'. 119 Doctors' Visits ,&• Other Medical Exp. 14 . Surgical Optical . \ ... • • 1 :'-7, Blood ;. v .j.., ^ */ ; . MONTH TO DATE V icqre Prem i urAs-:. , I• &:);389 MONTH TO DATE $ 37,767.40 394.00 753.00 335.45 43.00 47,288.00 YEAR TO DATE 5,486.67 2,235.70 $ 107,924.93 1,265.00 3,789.00 6,041.72 595.50 184,240.00 416.75 14,371.18 2,552.50 66,202.20 1,354.15 11,230.00 6,000.00 333.00 3,869.77 215,415.39 5,566.91 43,880.50 17,984.85 1,047.00 10,610.12 24,000.00 20,176.57 3,729.07 2,404.50 1,255.41 24OJ0O 727i50 1,650^^; 66,000.00 62,139.58 13,074.37 6,942.00 3.?4035 — 9,496 2,010 • 1,348 12,854 :'36,172 250,021.39 6,044 • 477,000.00 4,510 ' 821,587.10 46,726 •" ' • 1,548,608.49 v• •3 .si;' 8,460,70 •4.085jo, RAM TOTi^ Totar5eaf£l<i^;;Welfare Plan Total Seafpi^rs'•pension Plan Total Seafarers Vacation Plan ... Total Welfare,- Pension & Vacation Amount ,: . 830,l.t^.7«^ 1,432,760-00 2,402,975.65 4,665,911.43 : '» Page 23 �Digest of SlU PORTLAND (Sea-Land), January 28—Chairman N. Bechlivanis; Secre­ tary J. Kundrat; Educational Director M. E. Kimble; Engine Delegate William Cachola. Everything running smoothly. Next port Elizabeth, N.J. TRANSSUPERIOR (Hudson Water­ ways), January 28—Secretary A. Sigler; Everything running smoothly. Vote of thanks to the steward department. PORTLAND (Sea-Land), January 21—Chairman N. Bechlivanis; Secre­ tary J. Kundrat; Educational Director M. E. Kimble; Engine Delegate William Cachola. Everything running smoothly. ANDREW JACKSON (Waterman), January 14—Chairman Willard J. Tay­ lor; Secretary Michael Toth; Educa­ tional Director Leon A. Acosta; Deck Delegate Walter L. Stewart; Engine Delegate William Reynolds; Steward Delegate Thomas Robinson. Some dis­ puted OT in engine department. Every­ thing running smoothly. All stood for one minute of silence in memory of our departed brothers. TRANSSUPERIOR (Hudson Water­ ways), January 14—Secretary A. Sigler; Engine Delegate Abraham Calderon. Some disputed OT in deck and stew­ ard departments. Everything running smoothly. MIAMI (Cities Service), January 21 —Chairman Frank Schandl; Secretary B. Andios; Deck Delegate Lonnie Cole; Steward Delegate Herbert Archer. Vote of thanks to the steward department. Everything running smoothly. FALCON LADY (Falcon Carriers), January 7—Chairman E. B. Flowers; Secretary A. Arellano; Deck Delegate W. Kuchta; Engine Delegate J. Lyons; Steward Delegate R. E. Averill. Every­ thing running smoothly. TRANSONTARIO (Seatrain), Janu­ ary 14—Chairman F. A. Pehler; Secre­ tary J. S. Smith; Educational Director B. E. Fletcher; Deck Delegate A. Lesnansky. Everything running smoothly. WACOSTA (Sea-Land), January 28 —Chairman R. Burton; Secretary V. Perez; Engine Delegate C. W. Thomp­ son; Deck Delegate W. S. Sharp. $12.05 in ship's fund. Some disputed OT in en­ gine and steward departments. Every­ thing running smoothly. Ships' Meetings TRANSCOLUMBIA (Hudson Wa­ terways), January 7 — Chairman A. Otremba; Secretary H. Fielder; Educa­ tional Director W. Holland. $1.00 in ship's fund. Some disputed OT in deck and steward departments. Everything running smoothly. AMERICAN RICE (American Rice Steamship), January 21—Chairman George E. Annis; Secretary C. Modellas; Engine Delegate Roy R. Young. $28.64 in ship's fund. Everything run­ ning smoothly. MOUNT VERNON VICTORY (Victory Carriers), January 7—Chair­ man H. D. Rains; Secretary A. D. Brodie. Some disputed OT in engine and steward departments. Vote of thanks to the steward department. BALTIMORE (Sea-Land), January 21—Chairman L. McGlone; Secretary F. DiCarlo; Deck Delegate Eugene O. Conrad; Engine Delegate J. J. Patino. Some disputed OT in deck department. Everything running smoothly. CHARLESTON (Sea-Land), Janu­ ary 22—Chairman Antonio Kotsis; Sec­ retary R. Hernandez; Educational Di­ rector Joe N. Atchison. Some disputed OT in engine and steward departments. Everything running smoothly. OVERSEAS ALICE (Maritime Overseas), January 7—Chairman D. Robbins; Secretary Frank Costango; Educational Director J. Boyce; Deck Delegate C. Wilson; Engine Delegate F. E. Perkins; Steward Delegate Juan Topasna. Copies of union contract and agreement given to all new people who joined vessel in Subic Bay. Everything running smoothly. Next port Singapore. BIENVILLE (Sea-Land), January 24—Chairman Julio D. Delgado; Secre­ tary C. Diaz. Some disputed OT in deck and steward departments. Vote of thanks to the steward department. TAMPA (Sea-Land), January 21— Chairman Calvin James; Secretary Wil­ liam Seltzer; Educational Director Bill Bland. $6.00 in ship's fund. No disputed OT. Everything running smoothly. OVERSEAS ALASKA (Maritime Overseas), January 21—Chairman Ed­ ward D. Adams; Secretary D. G. Chafin; Educational Director Andrew A. McCloskey; Deck Delegate Alvin L. Moore; Steward Delegate John W. White. $27.00 in ship's fund. Some dis­ puted OT in deck, engine and steward departments. Vote of thanks to second pumpman for fixing air-conditioner dur­ ing voyage. Stood for one minute of silence in memory of our departed brothers. GALVESTON (Sea-Land), January 14—Chairman R. C. Meloy; Secretary L. Crane; Steward Delegate John P. Cox. $29.60 in ship's fund. No disputed OT.'Everything running smoothly. FAIRLAND (Sea-Land), January 21 —Chairman George A. Burke; Secre­ tary W. W. Reid; Educational Director Konstantino Katsale. No disputed OT. Everything running smoothly. HOOD (Verity Marine), January 21 —Chairman G. H. Atcherson; Secre­ tary J. Samuels; Deck Delegate E. A. Allen. $41.45 in ship's fund. A vote of thanks to ship's chairman and all the delegates. Some disputed OT in deck, engine and steward departments. A vote of thanks to the steward department and a vote of thanks to the steward for an exceptional job. MIAMI (Cities Service), January 9 -Chairman F. J. Schandl; Secretary A. Gardner; Deck Delegate Lonnie Cole; Steward Delegate Herbert Archer. No disputed OT. Everything running smoothly. LONG BEACH (Sea-Land), January 7—Chairman F. Selix; Secretary Robert W. Ferrandiz; Educational Director C. McBrien. Everything running smoothly. Next port Kobe, Japan. SAN PEDRO (Sea-Land), January 14—Chairman George King; Secretary Welden O. Wallace; Deck Delegate Charles Ross; Engine Delegate Elmoor Steward; Steward Delegate John Tilley. Some disputed OT in engine depart­ ment. One minute of silence in memory of our departed brothers. Everything running smoothly. Next port Seattle. SlU Ship's Committee SEATRAIN WASHINGTON (Seatrain), January 21—Chairman W. Smith; Secretary J. Pitetta; Educational Director F. Sylia; Deck Delegate Charlie T. Scott; Engine Delegate E. Clayton; Steward Delegate Yung Kong Ho. Some disputed OT in deck, engine and steward departments. Everything running smoothly. Page 24 LONG BEACH (Sea-Land), January 14—Chairman F. Selix; Secretary Rob­ ert W. Ferrandiz; Educational Director C. McBrien; Deck Delegate Anthony Nottumo; Engine Delegate Thomas Kigney; Steward Delegate Grant Marzett. Vote of thanks to the steward de­ partment. Next port Long Beach. STEEL DESIGNER (Isthmian), January 7—Chairman J. Bowman; Secretary Angelo Maldonado; Educa­ tional Director J. Diosco; Engine Delegate W. Brach; Steward Delegate George A. Jackson Jr. $19.50 in ship's fund. Some disputed OT in engine de­ partment. Vote of thanks to the steward department for a job well done. GALVESTON (Sea-Land), January 7—Chairman R. E. Meloy; Secretary L. Crane; Educational Director K. Abarans; Steward Delegate John R. Cox. $29.60 in ship's fund. No disputed OT. Everything running smoothly. GALVESTON (Sea-Land), January 14—Chairman R. E. Meloy; Secretary L. Crane; Educational Director K. Abarans; Steward Delegate John R. Cox. $29.60 in ship's fund. No disputed OT. Everything running smoothly. BALTIMORE (Sea-Land), January 1—Chairman L. McGlone; Secretary F. DiCarlo; Deck Delegate Eugene O. Conrad; Engine Delegate John Patino; Steward Delegate Robert J. Patterson. No disputed OT. Everything running smoothly. STEEL DESIGNER (Isthmian), January 14—Chairman J. Bowman; Secretary A. Maldonado; Educational Director J. Diosco; Deck Delegate Fil­ bert A. Bodden; Engine Delegate Wil­ liam Brach; Steward Delegate George A. Jackson Jr. $19.50 in ship's fund. Disputed OT in deck department. Ev­ erything running smoothly. JACKSONVILLE (Sea-Land), Jan­ uary 22—Chairman P. Konis; Secre­ tary A. Seda; Educational Director A. A. Barbaro; Deck Delegate H. Swartjes; Engine Delegate W. King; Steward Delegate Ismael Garcia. Some disputed OT in deck and engine departments. Vote of thanks to the steward depart­ ment. Next port Elizabeth, N.J. McLEAN (Sea-Land), January 26— Chairman John Hunter; Secretary Guy Walter. No disputed OT. Everything running smoothly. GATEWAY CITY (Sea-Land), Jan­ uary 21—Secretary F. Franone. Vote of thanks to the steward department. Vote of thanks to crew for keeping messhall and pantry clean. NATIONAL DEFENDER (Nation­ al Transport), January 8—Chairman M. E. Beeching; Secretary W. G. Ham­ ilton; Deck Delegate J. W. Parker; En­ gine Delegate Philip A. Brady. Some disputed OT in engine and steward de­ partments. Excellent Christmas and New Year's dinner enjoyed by all in Odessa, Russia and prepared by Chief Steward G. Hamilton; Chief Cook F. Szahlet; Baker Todd; Third Cook T. Kalaitzis. Stood for one minute of si­ lence in memory of our departed broth-' ers. Next port New Orleans. HOUSTON (Sea-Land)—Making the coastwise run on board the Houston Is the ship's committee. From left are: V. Ratcllff, deck delegate; C. Hellman, chairman; C. Hemby, educational director; S. Toring, engine delegate; F. Hall, secretary-reporter, and 0. Garcia, steward delegate. STEEL TRAVELER (Isthmian), January 15—Chairman Clarence Pryor; Secretary I. R. Llenos; Educational Director W. Jones; Engine Delegate Robert E. Ohler; Steward Delegate Albert B. Brown. $4.50 in ship's fund. A vote of thanks to the steward depart­ ment for a very good Christmas and New Year dinner. Next port Hong Kong. Seafarers Log �Norfolk Rivermen Crewmembers of the IBU-contracted tug Sea Eagle are just outside of the Port of Norfolk. From left are: Grant Fuqua, able-seaman; Joel Stalcup, ordi­ nary seaman, and Earl Terry, able-seaman. Topside aboard the IBU-contracted tugboat Warrengas are Captain Sidney A. Simmons (right) and Mate William L Bailey. The tug, which is owned by Allied Towing Co., Inc. was operating near Norfolk. Stirring the soup for the noonday meal aboard the Courier is Cook William "Rip" Sumner. In the galley of the Warrangas are from left: R. J. Brooks, chief engineer; I. L. Walden, deck harid, and Paul Lewis, engineer. The tug makes the coal run from Norfolk, Va. to Baltimore, Md. Captain Wilson Hopkins stands in the wheelhouse of the IBU-contracted tugboat Courier near the Port of Norfolk. l!i' TRANSIDAHO (Hudson Water­ ways), January 7 — Chairman W. Woturski; Secretary Aussie Shrimpton; Engine Delegate Alan DeRosier; Stew­ ard Delegate Frank Rahas. $97.00 in ship's fund. No disputed OT. Everything running smoothly. CHARLESTON (Sea-Land), Janu­ ary 14 — Chairman Antonio Kotsis; Secretary R. Hernandez; Educational Director Joe N. Atchison; Steward Delegate R. Rainwater. Some disputed OT in deck, engine and steward depart­ ments. A vote of thanks to the steward department. SEATRAIN LOUISIANA (Seatrain), January 7 — Chairman A. Vilanova; Secretary G. M. Wright; Educational Director E. G. Walker; Steward Delegate George H. Bronson. $19.13 in ship's fund; some stamps. Some disputed OT in deck department. Everything running smoothly. MIAMI (Cities Service), January 28 —Chairman Frank J. Schandl; Secre­ tary U. E. La Barrere; Educational Director J. Tipton; Deck Delegate Lonnie Cole; Steward Delegate Herbert Archer. No disputed OT. Vote of thanks to the steward department. Everything running smoothly. FALCON COUNTESS (Falcon Tankers), January 14—Chairman Joe Richberg; Secretary Jimmie Bartlett; Educational Director Ramon Irula; Steward Delegate C. H. Martin. $13.25 in ship's fund; $13.25 in picture fund. Some disputed OT in deck and steward departments. Vote of thanks to the steward department. fr i/ FALCON COUNTESS (Falcon Tankers), January 28—Chairman Joe Richberg; Secretary Jimmie Bartlett; Educational Director Ramon Irula; Steward Delegate C. H. Martin. Some disputed OT in deck and steward de­ partments. Vote of thanks to Captain Fulton for putting out refreshments during the holidays. Vote of thanks to the steward department for a job well done. Stood for one minute of silence for our departed brothers. M f y March 1973 OVERSEAS TRAVELER (Mari­ time Overseas), January 28—Chairman Ezekiel Hagger. No disputed OT. Everything running smoothly. TRANSERIE (Hudson Waterways), January 14—Chairman John Dunne; Secretary Bob Schoolcraft; Steward Delegate Harry N. Schorr. No disputed OT. Everything running smoothly. YORKMAR (Calmar Steamship), January 21 — Chairman E. Hoggs; Secretary Kolina. No disputed OT. Everything running smoothly. Stood for one minute of silence in memory of our departed brothers. MOBILE (Sea-Land), January 31— Chairman D. Nickelson; Secretary Benish; Educational Director Coleman; Steward Delegate J. O'Hare. No dis­ puted OT. Everything running smoothly. THOMAS JEFFERSON (Water­ man), January 28 — Chairman Peter Ucci; Secretary Roscoe L. Alford; Stew­ ard Delegate John W. Murphy. Some disputed OT in deck department. Every­ thing running smoothly. Stood for one minute of silence in memory of our departed brothers. ROSE CITY (Sea-Land), January 28—Chairman J. Pulliam; Secretary Kaziukewicz; Deck Delegate J. Wil­ liamson; Engine Delegate J. D. Smith; Steward Delegate S. A. Barbara. $100.00 in movie fund. Vote of thanks to the steward department and to the deck department for up-keep of messroom and pantry. TRANSCHAMPLAIN (Seatrain), February 1—Chairman A. Cartwright; Secretary C. L. Fishel; Educational Director J. D. Cantrell. Some disputed OT in engine department. Vote of thanks to the steward department for a job very well done. ELIZABETHPORT (Sea-Land), January 28—Secretary J. P. Lomax. $193.00 in movie fund. Some disputed OT in engine department. Everything running smoothly. Brother Melvin Austin, Jr., deck hand on board the tugboat Courier, signs the Report Sheet. VANTAGE HORIZON (Vantage Steamship), January 7—Chairman E. D. Moyd; Secretary John S. Burke Sr.; Educational Director James A. Tims; Engine Delegate John Cade; Steward Delegate Leroy Galley. $9.45 in ship's fund. No disputed OT. Everything run­ ning smoothly. BOSTON (Sea-Land), February 3— Chairman Juan Vega; Secretary S. F. Schuyler; Educational Director N. Reitti. $5.00 in ship's fund. Some dis­ puted OT in deck and engine depart­ ments. Vote of thanks to the steward department for a job well done. TAMPA (Sea-Land), January 21— Chairman Calvin James; Secretary Wil­ liam Seltzer; Educational Director Bill Bland. $6.00 in ship's fund. No dis­ puted OT. Everything running smoothly. TRANSHAWAII (Hudson Water­ ways), January 21 — Chairman M. Kerngood; Secretary J. Gross; Educa­ tional Director N. Paloumbis; Steward Delegate F. A. Lee. Some disputed OT in deck department. Everything running smoothly. NEW ORLEANS (Sea-Land), Janu­ ary 21—Chairman M. Landron; Secre­ tary D. Sacher. $16.80 in ship's fund. Some disputed OT in deck department. Vote of thanks to the steward depart­ ment. WILLIAM T. STEELE (Texas City), January 11 — Chairman T. R. Sanford; Secretary W. R. Stone; Edu­ cational Director W. L. Pritchett; Stew­ ard Delegate Edward E. Davidson. $27.00 in ship's fund. No disputed OT. One minute of silence in memory of departed brothers. Everything running smoothly. JOHN B. WATERMAN (Water­ man), January 21—Chairman H. Workman; Secretary F. DiGiovanni. No disputed OT. Everything running smoothly. Next port Yokohama. MOHAWK (Ogden Marine), Janu­ ary 7—Chairman E. Allen; Secretary Bernard McNally; Steward Delegate J. Dodd. No disputed OT. Everything run­ ning smoothly. One minute of silence in memory of departed brothers. TRANSONTARIO (Hudson Water­ ways), January 21 —Chairman F. A. Pehler; Secretary J. S. Smith. Some disputed OT in the deck and stew­ ard departments. Everything running smoothly. NATIONAL DEFENDER (National Transport), January 14—Chairman M. E. Beeching; Secretary W. G. Hamilton; Deck Delegate J. W. Parker; Engine Delegate Philip A. Brady. No disputed OT. Everything running smoothly. ARIZPA (Sea-Land), January 21— Chairman R. Hodges; Secretary J. Prats; Engine Delegate R. E. Mealor; Steward Delegate George M. Williams. $17.00 in ship's fund. No disputed OT. Everything running smoothly. CALMAR (Calmar Steamship), Jan­ uary 28—Chairman L. Koza; Secretary S. Garner; Deck Delegate L. Conticello; Engine Delegate J. Nettlesf Steward Delegate H. Jones. No disputed OT. Everything running smoothly. PITTSBURGH (Sea-Land), January 7—Chairman F. J. Smith; Secretary S. McDonald; Educational Director S. Senteney; Deck Delegate George R. Black; Engine Delegate H. R. Newell; Steward Delegate Harry C. Downey. $5.00 in ship's fund. Everything run­ ning smoothly. BALTIMORE (Cities Service), Jan­ uary 25—E. McChristian; Engine Dele­ gate Bennie L. Ballard. No disputed OT. Everything running smoothly. FALCON COUNTESS (Falcon Tankers), January 21—Chairman Joe Richberg; Secretary Jimmie Bartlett; Educational Director Ramon Irula; Steward Delegate C. H. Martin. Some disputed OT in steward department. Vote of thanks given to all hands for being a swell bunch of shipmates. Vote of thanks to the steward department for a job well done. Stood for one minute of silence for our departed brothers. Next port Panama Canal. Page 25 �1 jTmal Beparturesi V SlU Pensioner Bullard Jackson, 66, passed away after a long illness on Jan. 18. A native of North Caro­ lina, he was a resident of Norfolk, Va. at the time of his death. Brother Jackson joined the SIU in 1951 in the Port of Tampa and sailed in the engine department. He was an Army veteran of World War II. He was buried at Rosewood Memorial Park in Virginia Beach, Va. Among his survivors is his wife, Ada. Stanley F. Koenig, 54, passed away on Jan. 1 after a long illness at the USPHS hospital in San Fran­ cisco. He was a resident of Baton Rouge, La. when he died. Brother Koenig joined the union in 1944 in the Port of New York and sailed in the engine department. He served in the Air Force during World War II. Cremation took place at Olivet Memorial Park in San Francisco. Among his survivors is his sister, Alice. Carrol J. Geary, 48, died of heart disease on Dec. 31. He was a resident of Connesville, Pa. at the time of his death. He joined the union in 1966 in the Port of Detroit and sailed in the deck department. The Great Lakes Seafarer was an Army veteran of World War II. He was buried at Knopsnider Cemetery in Connesville. Brother Geary is survived by his father, William, and his brother, Wade. SIU Pensioner David B. Miller, 66, died of emphysema on Jan. 11. He was a resident of Madisonville, Tex. at the time of his death. Brother Miller joined the SIU in the Port of Baltimore in 1953 and sailed in the engine department. The Louisiana bom Seafarer was buried at Brookside Memorial Park in Houston. Among his survivors is his wife, Mae. Eric G. Klingvall, 54, died of lung cancer on Feb. 3. A native of Swe­ den. he was a resident of Old Lyme, Conn, at the time of his death. Brother Klingvall joined the SIU in 1950 in the Port of New York and sailed in the steward department. He was buried at Boda Kirka Cemetery in Oland, Sweden. Among his sur­ vivors is his wife, Margaret. Modesto Duron, 61, passed away on July 25 after a short illness. Born in the town of Santander in the Phil­ ippine Islands, Brother Duron was a resident of Manila for many years prior to his death. He joined the SIU in 1957 in the Port of New York and sailed in the engine department. The 15-year SIU veteran is survived by his wife, Soledad, his son, Ernes­ to, and his daughter, Helen. John W. WUIiams, 56, died of heart failure on Jan. 20. He was a resident of Lynbrook, N. Y. at the time of his death. The Brooklyn bora Seafarer joined the union in 1952 in the Port of New York and sailed in the engine department. Brother Wil­ liams was buried at Holy Cross Cem­ etery in Brooklyn. Among his sur­ vivors is his brother, Philip. SIU Pensioner Leonard Benson, 58, passed away on Nov. 11 after a long illness. He was a life-long resi­ dent of Bishopville, Md. He joined the SlU-affiliated Inland Boatmen's Union in 1961 in the Port of Phila­ delphia and sailed as cook. Brother Benson was a World War II veteran of the U. S. Army. Among his sur­ vivors is his mother, Mattie. John M. Monast, 53, died of heart disease on Dec. 3. Born in Fall Riv­ er, Mass., he was a resident of Texas City, Tex. when he died. Brother Monast joined the SlU-affiliated In­ land Boatmen's Union in 1957 in the Port of Houston and sailed in the deck department. He was buried at Galveston Memorial Park in Hitch­ cock, Tex. Among his survivors is his wife, Laquetti. SIU Pensioner Louis D. Bernier, 65, passed away on Dec. 19 after a long illness. He was a native of Iowa and resided in Inkom, Idaho at the time of his death. Brother Bernier joined the union in the Port of Balti­ more in 1951 and sailed in the stew­ ard department. He served in the Army for three years from 1925 to 1928. Among his survivors is his brother, William. Ramon F. Linkowsky, 51, died of a heart attack on Jan. 21. A native of New York, he was a resident of San Francisco at the time of his death. Brother Linkowsky joined the SIU in 1944 in the Port of Norfolk and sailed in the engine department. He was buried at St. Vincent's Ceme­ tery in Valleio, Calif. ' SIU Pensioner August Pearson, 76, passed away on Jan. 26 after a long illness. A native of Sweden, he was a resident of Chicago, 111. at the time of his death. Brother Pearson joined the union there in 1961 and sailed as a deckhand. The Great Lakes Seafarer is survived by his wife, Linda, and his son, Paul. MEMBERSHIP MEETINGS' SCHEDULE V Port Date Deep Sea IBU UIW New York Apr, 2 .2:30 p.m 7:00 p.m. Philadelphia Apr. 3 2:30 p.m 5:00 p.m 7:00 p.m Baltimore Apr. 4 2:30 p.m ..5:00 p.m ,7:00 p.m. Detroit Apr, 6 2:30 p.m 7:30 p.m — tHouston Apr, 9 2:30 p.m 5:00 p.m 7:00 p.m. New Orleans Apr. 10 2:30 p.m 5:00 p.m 7:00 p.m. Mobile.. Apr. 11 2:30 p.m 5:00 p.m 7:00 p.m. San Francisco Apr. 12 2:30 p.m — Great Lakes Tug and Dredge Section Railway Marine Region fSauIt Ste. Marie Apr. 12 — 7:30 p.m. Philadelphia Apr. 10— 10 a.m. & 8 p.m. Chicago Apr. 10 — 7:30 p.m. Baltimore Apr. 11 — 10 a.m. & 8 p.m. Buffalo Apr. 11 — 7:30 p.m. •Norfolk Apr. 12— 10 a.m. & 8 p.m. Duluth Apr. 13 — 7:30 p.m. Jersey City Apr. 9 — 10 a.m. & 8 p.m. Cleveland Apr. 13 — 7:30 p.m. t Meeting held at Galveston wharves, Toledo Apr. 13 — 7:30 p.m. t Meeting held in Labor Temple, Sault Ste. Marie, Detroit Apr. 9 — 7:30 p.m. Mich. Milwaukee Apr. 9 — 7:30 p.m. • Meeting held in Labor Temple, Newport News. Page 26 Michael Miller, 62, died of pneu­ monia on Apr. 5. A native of Mas­ sachusetts, he was a resident of Val­ ley Stream, N. Y. at the time of his death. He joined the union in 1953 in the Port of New York and sailed in the steward department. Seafarer Miller was a Navy veteran of World War II. He was buried at Fresh Pond Cemetery in Middle Village, N. Y. Among his survivors is his sister, Mary. John G. Newman, 56, passed away on Jan. 31 after a short illness at the USPHS hospital in New Or­ leans. He was a resident of that city at the time of his death. Brother Newman joined the SIU in 1947 in the Port of New York and sailed as bosun. The 25-year veteran of the deck department was buried at Good Ground Cemetery in Hampton Bays, N. Y. Among his survivors is his sister, Mary. Peter J. Morreale, 60, died of leu­ kemia on Nov. 26, at the USPHS hospital in New Orleans. Brother Morreale was a life-long resident of New Orleans. He joined the union in that port in 1951 and sailed in the steward department. He was buried at St. Vincent's Cemetery in New Orleans. He is survived by three brothers, John, Joseph, and Alvin, and three sisters. Dorothy, Elaine, and Gloria. William Harris, 57, passed away on Dec. 2 aboard the Overseas Trav­ eler in the Port of Corpus Christi, Tex. Bora in Capron, Va., he was a resident of Portsmouth, Va. at the time of his death. He joined the SIU in 1960 in the Port of New York and sailed in the steward department. He was buried at Lincoln Memorial Cemetery in Portsmouth, Seafarer Harris is survived by his brother, Elmo, and his sister. Bertha. Seafarers Log �Catarrh, Hay Fever, CROUP, INFLUENZA AND Ordinary Golds. i Quackery-An Age-Old Evil By Dr. Joseph Logue SlU Medical Director Medical and health quackery probably evolved with the beginning of human existence. Man has always sought means to "cure" and allay his pains and dis­ eases. In so doing, he has often fallen victim to both the charlatan and to well-meaning people with "guar­ anteed", easy, quick cures. People fall prey to quackery for a variety of rea­ sons. Quacks, as such, play on an individual's igno­ rance, fear, hopelessness and or embarrassment. A qualified physician is not going to inflict needless pain, inconvenience or expense on a patient. How­ ever, the quack plays on these fears. Quackery robs Americans of up to $2 billion a year. That's way above what is yearly spent on scientific research to fight diseases. Serious diseases such as cancer, arthritis and dia­ betes which can often be treated in their early stages, are often advanced by the time an individual realizes that he has ' been taken" by the quack. Vanity also provides fertile ground for the quack. Advantage is taken of problems involving venereal disease, sex, desires to be beautiful, young and slim. The monies spent on health spas and health farms, wrinkle removers, special vitamins, hormone treat­ ments, cures for baldness, etc., are expensive and can indeed be detrimental. Medical quackery causes more unnecessary deaths than all of the violent crimes com­ mitted. Hormones and other treatments from medical quacks may cause cancer, trigger emotional changes, or cause kidney or heart damage—the list can go on and on. In a tradition which America has carried over from the British Isles, we find that patent medicine quackery is an integral part of our history. The kings of 17th century England regularly granted royal patents and monopoly privileges to cer­ tain manufacturers. In America, one of the very first of the Colonies' publications, the "i^oston NewsLetter" carried the first advertisement for a "patent medicine" on Oct. 4, 1708. The elixir, however, was not truly patented. Among the so-called "patent medicines" are thou­ sands of reihedies offered to the public for the selftreatment of disease. Of these thousands, perhaps a half-dozen or so are really patented. The United States Patent Office can issue a patent only for prod­ ucts or services that are clearly new" and useful inventions. Beginning with our English ancestors, "special" remedies were sold in the 1750's by "postmasters, goldsmiths, grocers, hair dressers, tailors, painters, book sellers, cork cutters, the post-rider", and the colonial American doctor. Before the first medical school opened in 1765 in America, w/io was the colonial American doctor? The answer is anyone who acquired medical rudimentary training as an apprentice. Standards were very lax. March 1973 Only one in nine "doctors" went abroad to seek a medical degree. The end of the 17th century even found the Penn­ sylvania Indians compared to the able physicians of Europe. To fully understand this, one must examine the firmly held belief that God had placed specific remedies for illnesses in the same region that the ail­ ment flourished. Thus, the fields and forests of America were finely combed for cures. The wandering medicine show was also a common and popular sight in frontier America. This type of quackery, as well as every unethical practice and misleading promotion has been fought by organized medical personnel ever since the first meeting of the American Medical Association in Philadelphia in 1847. But even today, decades and decades later, the pub­ lic doesn't have total protection against medical quackery. Due to legalities and technicalities, the U.S. Food and Drug Administration has only limited con­ trol. Legal loopholes deny FDA "control over a drug product marked exclusively for sale within a state". The Federal Trade Commission, the Post Office De­ partment, the National Better Business Bureau, state and city laws, all play parts in protecting the con­ sumer. Yet, at best, these powers are limited. Though many agencies try to prevent deceptive and misleading drug advertising, you must still protect yourself, how­ ever, by being fully aware of the most common forms of medical quackery. At the top of the^fl^t are food fads, "cures" for arthritis, youth and beauty "restorers", cancer "cures", special vitamin pills and mineral tonic claims, cold remedies, bromides and antihistamines, aspirin, laxa­ tives, antacids and weight reducers. Television's commercial dramatizations produce effective results. Professional actors play the roles of friendly neighborhood pharmacists, dignified doctors, arthritics, insomniacs, sneezers and wheezers. The presence of well-known individuals and stars before and after commercials tends to serve as an endorse­ ment of the product. In a subtle way, it is also part of a sales pitch. In many of the commonly used products such as alka-seltzer, bufferin, anacin, stanback and others, the basic ingredient is acetylsalicylic acid, or in plain English, good old aspirin. Spend $1.69 or $.29 for that bottle of one hundred tablets containing acetylsalicylic acid and you have the same drug producing ingredient. Every aspirin tablet must>meet the same govern­ ment standards. Bromo-seltzer, one of the so-called musts in our society, belongs to the aspirin family. How many of our homes don't contain a bottle? How many of us have ever read the caution "If rash, drowsiness in daytime, or any unusual symptoms occur, discontinue use at once. Not for use by those having kidney or other diseases, unless advised by physician. Do not exceed recommended dosage; overly frequent and continuous use may result in serious effects." Severe headaches, recurrent or persistent head­ aches, must be brought to the attention of a competent physician. Aspirin and similar compounds, seemingly harmless, can kill. The message "keep out of the reach of children" is too often not seen or heeded. Aspirin causes more accidental poisonings in children than any other drug. Also, if his pain is temporarily alleviated the ar­ thritic may not seek competent medical care and thereby misses out on proven therapeutic measures such as massage, heat, rest and exercise that might prevent crippling results. Vitamin pills account for more money spent than any other non-prescription medication. Many people continually throw their money away. An ample quantity of the necessary vitamins is easily acquired through a diet properly balanced with common foods. Severe harm can be encountered when advertising promotes vitamin pills as cure-alls for different medi­ cal conditions. Some vitamins, taken in excess, may even prove permanently harmful. The chief danger is that these pills give a false sense of nutritional security. The only real prevention or treatment for a case of malnutrition is associated with a well rounded diet. Mass consumption of multiple vitamin pills is no substitute for a well balanced diet, professional medical advice and guidance. Another big concern in today's society is weight reduction. What went into the mouth in excess, re­ mains as excess on the body. Do any of the hundreds of over-the-counter products really work? There are few exceptions to the rule as far as overweight is con­ cerned. The diet, and food consumption must be regu­ lated. If help is needed, then work it out with your family doctor. Some physical conditions may warrant special diets. Forget mystery diets that promise "instant" action. Figure how long it took to put that excess weight on and you'll have some idea how long it is going to be before it's gone. Common sense is the only way to lose weight. What does the human digestive system really look like? Is it round, or kidney shaped, does it light up? The pictures and images the public receives from tele­ vision are misleading people who lack formal educa­ tion about human anatomy. Antacids come under the realm of patent medicine. Some individuals truly need these drugs but taken indiscriminately they too can prove harmful. In the course of time we all look in a mirror. All the yesterdays saw no change; today, horrors, we look old. Among the youth-making patent medications are those mail order pills that promise to "prolong life" and "give a feeling of increased sexual drive and energy". Back in the sixteenth century. Ponce de Leon searched for the "Fountain of Youth". This is the twentieth century and the quest for the Fountain goes on, with millions of dollars being spent to no avail. Directing attention to a more serious matter, we see that the individual with cancer is wide open to quackery. Almost daily, appear new "cures" in the newspapers, and for the individual with cancer, the quack can be deadly. Check the statistics for real cure rates of various cancers today and you will find that much progress has been made. Hopefully in the near future cancer will be listed among such old, nowcurable diseases as diptheria, polio, whooping cough and smallpox. Legal prosecution of quacks is difficult. When dealing with lay judges and juries, scientific evidence can be difficult to understand. Non-scientific testimonials from satisfied users are sometimes ac­ cepted all too readily. Therefore, adequate protection against medical quackery is up to each one of us. f you are suffering from pain or any recurring trouble, a qualified physi­ cian should be consulted. Be certain of your facts if you want to discontinue your doctor's treatment be­ fore it is finished. Avoid trying your own treatment and be skeptical of extravagent promises. Examine testimonials very cautiously and remember that the endorsement of a product by a well-meaning person doesn't mean that there is scientific knowledge behind what he is saying. Get all the facts you can and be critical about all health information. Page 27 �SEAFARERS LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION® ATLANTIC,GULF, LAKES AND INLAND WATERS DISTRICT•AFL-CIO • ; . f M':'®/'I fk'}' \ ,pfe Ml I . • i' — a very definite word. It means for a linpltless time ... for all lever a forever is the length of time a Seafarer loses nd future career in the maritime industry if he tto is basted oi either while at sea or ashore. It's a It that'Sa^xactly how it is. Your seaman's papers are gone forever, ou are convicted of possession of any illegal drug—hen ups, downs or marijuana. In 1971 alone there were arrests in the U.S. and even that staggering figure was The shipboard only a menace to himself, hut presents a very grave danger of his ship and shipmates. Quick minds and reflexes are an ahs ship at all times. A drug user becomes a thorn in the si n they are required to assume the shipboard responsifiilitie user is^pi capable of handling, Also, a Seafarer busted at sea nei^black mark on his ship. The vessel will thereafter he constajiiHbieillance and the crew will he subjected to unusually lo by customs • •.« ui and narcotics ageids in port. Truly, forever is a long, long time user does not have. Don't let drugs destroy you or your Uveli Steer a clear course! /I � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource March 1973 Description An account of the resource Headlines: SIX ON IBU TUG GET COMMENDATION DELTA MAR LAUNCHED IN NEW ORLEANS SIU'S BOSUNS' RECERTIFICATION PROGRAM BEGINS JUNE 1 FARAH STRIKE GETS SIU SUPPORT EIGHTY YEARS YOUNG AND STILL SAILING TWO SL SHIPS CHANGE NAME SIU TO CARRY ON FIGHT FOR LAW ON OIL IMPORTS HOUSE HOLDS HEARINGS ON MARITIME BUDGET MEDICAL BENEFITS UNDER UTILIZED SL-7 TRAINING AT HLS BUSY IN NEW ORLEANS INTERNATIONAL ICE PATROL INLAND WATERWAYS TOLLS COULD DESTROY INDUSTRY MTD HIGHLIGHTS GAINS, HALT IN MARITIME DECLINE VOYAGE TO THE WORLD'S ICY FRONTIER - ANTARCTICA A BALANCED APPROACH MOSHULU - LAST OF THE WEST COAST WINDJAMMERS UPGRADING CENTER OFFERS TOWBOAT LICENSE CLASSES HIGH SCHOOL PROGRAM AVAILABLE TO SEAFARERS DETROIT'S FLOATING POST OFFICE FACES BEACHING NORFOLK RIVERMEN QUACKERY - AN AGE-OLD EVIL Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 3/1/1973 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXV, No. 3 1973 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/09810047effc53920ac036a065d11a42.PDF 73b8d029e3bc4c0993e8ae17c3b203cb PDF Text Text hi I'l' Official organ of the SEAFARERS INTERNATIONAL UNION-Atlantic, Golf, Lakes and Inland mtersDirtrict- AFL-CIO ? V-/ SEAFARERS LOG M«i»«kiUialA In Unity hi; Vol. XXXY. No. 2 >1 11 ? Wi f); ; .TT: .i February 1973 �Round Two: MTD Renews Fight for Oil Import Bill The 44 unions affiliated with the AFL-CIO Maritime Trades Depart­ ment have called for legislation to re­ quire that at least 50 percent of the nation's oil imports be carried on U.S.flag ships. This is the beginning of round two since similar legislation was narrowly defeated in the Senate last year. The Maritime Trade Department Ex­ ecutive Board, meeting in Bal Harbour, Fla. said that guaranteeing through leg­ islation that at least 50 percent of the nation's oil is carried on U.S. ships is the best way of insuring that a continuing supply of oil will reach U.S. shores and protect the national security and wellbeing. The two-day session, which preced­ ed the AFL-CIO Executive Council meeting, was chaired by SIU President Paul Hall, who also heads the MTD. In addition, the Board said, such leg­ islation would create jobs for American workers, reduce the nation's balance of payments deficit and aid current efforts to shore up the U.S. dollar. The MTD Board said that the United States has placed itself in the position of "not only being dependent on foreign sources for our supply of oil, but to transport it to our shores." In 1972 ap­ proximately 3 percent of the nation's oil imports were carried on U.S. ships. The balance was carried on "foreign-built and foreign-crewed tankers owned or chartered by America's oil companies." "There is grave danger in this prac­ tice, both to our national security and our national well-being," the MTD Board stated, adding that "to leave the carriage of oil completely in the hands of foreign-flag ships—as is virtually the case today—is to leave the United States at the total mercy of foreign gov­ ernments." The Board said, "legislation of this type would necessitate the construc­ tion of hundreds of new ships. This in turn would mean thousands of jobs in shipbuilding, seafaring and related in­ dustries at a time when unemployment is a major problem in this country." "The American balance of payments deficit is another area that would be im­ proved by this legislation. Paying Amer­ ican dollars to foreign-flag operators only increases the deficit. "Passage of this legislation will sub­ stantially reduce the balance of pay­ ments deficit and aid the current efforts to shore up the U.S. dollar. "This legislation is of paramount im­ portance to our nation. Our national security, our economic well-being and our environment all demand it." The Board also adopted a resolution calling for federal programs designed "to eliminate America's dependency on foreign sources for refined oil prod­ ucts, and to encourage growth of the United States' refining capacity, pro­ viding jobs for thousands of American workers and improving the United States balance of payments. Here are highlights of other actions taken by the Board during the two-day meeting: Jones Act-Virgin Islands—The Board urged Congress to pass legisla­ tion that would end the Jones Act ex­ emption for the Virgin Islands and which would reserve domestic trade to these islands for U.S.-flag shipping, as is the case with all coastal states and the island territories of Puerto Rico and Guam. National Fisheries Policy—The Board called for fast passage of Con­ current Resolution 11 introduced in the Senate by Senator James Eastland (D-Miss.) that would set a new U.S. policy for America's fisheries. Eastland's proposal expresses "a national policy for "scientific manage­ ment of fishery resources. Multinational Corporations — The Board called on Congress to eliminate those tax provisions that make it more profitable for a company to manufac­ ture overseas than in America, and en­ courage American multinationals to eliminate American jobs in favor of foreign production. The resolution also called for equal and fair trade among nations with strong action proposed against nations that discriminate against American goods with tariff and non-tariff barriers. National Health Care—P.H.S. Hos­ pitals—The MTD Board commended Senator Edward Kennedy and Repre­ sentative Martha Griffiths for introduc­ ing S 3-HR 22, and urged Congress to pass the National Health Security Bill. The Board also urged Congress to con­ tinue to support the Public Health Service Hospitals and to provide funds to modernize them as quickly as pos­ sible. Superports—The Board called for a national deep-water-port policy and declared that "economically and en­ vironmentally, the deep-water-port concept is sound and makes good sense." Environmental Problems — The Board called for a national resources policy based on the balanced approach of protecting the environment without inhibiting industrial growth. The Maritime Trades Department Executive Board expressed confidence in the leadership of the Maritime Ad­ ministration under the direction of Robert Blackwell, assistant secretary of commerce for maritime affairs. The actions of the MTD Board came as the LOG was going to press. A more detailed report on the Board's actions will appear in the next issue of the LOG. Noting Blackwell's extensive mari­ time experience, the Board termed him a sincere and dedicated public servant who is providing the necessary confi­ dence to help in the revitalization of the U.S. Merchant Marine and the en­ tire maritime industry In addition, the Board voted support of the Oil, Chemical and Atomic Work­ ers in the struggle with Shell Oil, and passed resolutions dealing with the re­ building of U.S. shipyards; the urgent need for Alaskan oil. The Board also acted upon three re­ ports prepared by the MTD on the economy, multinational corporations and the tuna fleet. Viet Ceasefire Reroutes Crew Mail The Military Sealift Command, in cooperation with the United States Postal Service, has informed the SIU that because of the recent ceasefire in Vietnam there will be a discontin­ uance of mail service to merchant marine vessels in all the ports of Vietnam. The MSC has initiated a system to reroute this mail to each ship's next port of call outside the Republic of Vietnam. The change, which has already gone into effect, will cause an in­ crease in the length of time between both pickups and deliveries. Sea­ farers should inform friends and relatives of this mailing change. Preference Laws Absolutely Necessary Paul Hall The past year was marked by continued steady progress toward the goal of revitaliz­ ation of U.S.-flag shipping. Based on past history the achievement of this goal will be a tough, slow job. But it can be accomplished if we work in con­ cert with all of the elements of the industry which share the view that America must have a strong, viable merchant fleet—both in the interest of our national security and in the interest of our nation's economy. Since the enactment of the Merchant Marine Act of 1970, the Maritime Admin­ istration has awarded contracts for the con­ struction of 37 new ships and also for the conversion of 16 existing conventional freightships into container ships. These vessels will go a long way toward modernizing the fleet and are part and par­ cel of the progress that is being made. In the annual budget message to the Con­ gress, the President has asked for sufficient funds to enable this program to continue on the schedule outlined after the 1970 law was passed. An integral part of the effort to develop a merchant shipping fleet on which the coun­ try can depend and which will make a worth­ while contribution to the nation's economy is the development of an adequate tanker fleet. In this respect, we believe that we must have stronger U.S.-flag participation in the carriage of liquid bulk cargo. Today, as matters stand, virtually all fuels and other energy supplies are carried to our shores by foreign flag shipping. The SIU and others concerned with this state of affairs, sought last year to obtain passage of legislation to require that a por­ tion of all our oil imports be carried on American ships. The bill was debated in the Senate and came very close to being passed. At that time, we announced we would continue the fight. Now, as we begin a new year, plans are underway to push forward for the sec­ ond round in this battle to win a fair share of energy cargo for our own ships. In our battle to reach the goal of revital­ ization of the U.S. Merchant Marine, this is a "must." The SIU, and other maritime unions, has long held that such cargo pref­ erence laws are absolutely necessary if the American Merchant Marine is to survive. We must remember that these cargo pref­ erence laws are now in general use in world trade. France, for example, insists that twothirds of all oil imports be brought to its shores by tankers flying the French flag. Brazil gave its shipping industry a virtual monopoly on the transportation of all petro­ leum and petroleum products. Spain also reserves the importation of petroleum for her own ships. And more and more other nations are demanding reservation of car­ goes for their own flag ships. . Winning similar cargo preference laws for the U.S. merchant fleet is part of our continuing fight. Powerful interests oppose us and seek to prevent American-flag ships from full participation in this nation's for­ eign commerce. But we are determined to carry on with our fight until American ship­ ping is assured a fair share of American cargo. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, New York 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Seafarers Log Page 2 mm �Delay PHS Hospitals Transfer 9 t' The freightship Yorkmar, bound for Baltimore, sits trapped under the Penn Central Railroad vertical lift bridge spanning the Chesapeake and Delaware Canal. The bridge sheared off the forward deck of the ship and left a mass of twisted steel on deck. Seafarer Is Killed As Ship Hits Span A West Coast Seafarer was killed aboard the severely damaged SlU-contracted freightship Yorkmar bound for Baltimore in the fog early this month when she struck the railroad bridge spanning the 20-mile long Chesapeake and Delaware Canal. A later report, still unconfirmed at LOG press time, said another Seafarer was hurt in the collision. The collision of the 15,000 ton C-4 ship, operated by the Calmar Steamship Co., into the Penn Central drawbridge at Summit, Del., blocked the heavily traveled canal, a shortcut from the north Peter J. Brennan Sec. of Labor The U.S. Senate has confirmed the nomination of New York building trademan Peter J. Brennan as Secre­ tary of Labor. He was sworn into office at White House ceremonies. Brennan, 54, served as president of both the New York State and New York City Building and Construction Trades Council. He is a member of the Painters Union. The new Labor Secretary first came to the attention of the White House in 1970 when he led a parade of 150,000 New York Construction and maritime workers in support of the Administration's Vietnam policies. Brennan is the first trade unionist to hold a Cabinet post since the late Martin P. Durkin, president of the Plumbers and Pipefitters who served as Labor Secretary for nine months during the Eisenhower Administra­ tion. February 1973 that links the Delaware River and Chesapeake Bay, and halted rail freight traffic to the Eastern Shore. The canal will be shut "indefinitely." Able Seaman Philip James Brazil, 51, of Seattle was killed Feb. 2 when the freightship, halfway through the canal, hit the lowered bridge and became hooked under it. Brother Brazil leaves a wife and two married sons. A veteran shipmate, Peter E. Dolan, who was to relieve Brazil as lookout, said Brazil might be alive today, but he chose to remain forward and make an effort to reach the ship's bridge to warn of the coming collision. Extensive damage to the ship's deck up to the superstructure which included flattened cranes, booms, a mast and a dented hull, was estimated at $2 mil­ lion. A company spokesman said the 522-foot long Yorkmar was now at the Key Highway Shipyard in Baltimore for repairs. She had been enroute from Port Newark to take on steel. The ship backed out from under the bridge on her own power to skirt the Delmarva Peninsula into Chesapeake Bay and Baltimore over the weekend. The Army Corps of Engineers which maintains the canal said the 878foot bridge would be under repair from two to six months. The collision impact raised the north end of the span 3 feet and knocked it 16 inches out of line. One of the SIU crewmembers of the Yorkmar who was manning the craft's wheel was an eyewitness as she passed beneath the bridge, 47-feet above the fog shrouded water. In the wheelhouse at 8:48 a.m. with the pilot was Seafarer John Barrett, AB, who in a telephone interview told the LOG the ship was traveling at half speed with 8 a.m. to noon lookout Brazil at the bow, Peter Dolan, OS, be­ low decks and Chief Mate Jay and Bo­ sun Elbert Hogge near the windlass on the forward deck. "The pilot Capt. John Sundling saw the bridge and ordered full astern." But it was too late. Barrett said the impact "tore the ship's peak back, knocked the No. 1 crane into the hold and sheared off the middle mast and the top of the No. 2 crane" as the ship bounced off the bridge twice. At the first impact the wheelman was ordered to go below but returned to try to steer the ship to the canal's port side bank. He speculated that a falling boom struck Brazil and hurled him to the bul­ warks near the winches where they found him. The master of the Yorkmar, 62-year old Capt. Benjamin Edelheit of Centerville, Md., said the other lookouts ran back as the ship was about to hit the bridge and they escaped injury. The Penn Central Railroad said the bridge was lowered from its raised height of 137 feet above the canal and locked into place at 8:27 a.m. after the bridge operator was advised by the canal's dispatcher that there were no more ships in the vicinity. Rep. Sullivan Chairs House Committee Representative Leonor P. Sullivan (D. Mo.) was appointed last month to the chairmanship of the House Merchant Marine and Fisheries Committee, replacing Congressman Edward A. Garmatz who recently retired. She is the first woman to chair a major congressional committee since 1954 and the third to do so in the entire history of the U.S. Congress. Last month Congresswoman Sul­ livan christened the Delta Mar which was launched at Avondale Shipyards in New Orleans, La. Soon to be manned by the SIU, the Delta Ma?\s the first vessel contracted for under the Merchant Marine Act of 1970. The Merchant Marine and Fish­ eries Committee is one of the most important legislative committees for the maritime industry. It is through this committee that bills affecting tlie maritime industry must pass. For in­ stance, the Merchant Marine Act of 1970, legislation which is subsidizing 300 new ships, went through this committee. Transfer of the U.S. Public Health Service Hospitals from federal to pri­ vate control will be delayed according to the Fiscal Year 1974 Budget released late last month by President Nixon. The Budget also calls for a $6 million in­ crease in operating funds for patient care. The initial draft of the Budget had contained the plan of the U.S. Depart­ ment of Health, Education and Welfare (HEW) to end admissions to the PHS hospitals by Feb. 1, 1973. The Budget as released, however, simply states that "The policy of transferring the PHS hospitals to local control will continue to be implemented in 1974." It then adds that "This remains the long-range goal for the PHS hospital system." Because of a lack of medical profes­ sionals in the military, the Budget states that "the provision of inpatient services in PHS facilities will be terminated as soon as alternative contractual arrange­ ments can be negotiated and notifica­ tion given to Congress." Not contained in the Budget but un­ officially set by HEW is the new "target date" of July 1, 1973 for transfer of the PHS hospitals and the outside contract­ ing of medical care for seamen. According to the Administration's own statistics which were worked into the Budget "In 1973, American seamen will comprise about 47% of the inpa­ tient workload in PHS general hos­ pitals." The Budget report goes on to state that foreign seamen are also treated "on a reimbursable basis" and that medical care is further given to "beneficiaries of other Federal agencies in PHS hospitals, and to Federal employees in PHS health units. In addi­ tion, Coast Guard personnel are pro­ vided medical and dental services at various Coast Guard locations.'" The Budget also calls for an extra $6 million in operating funds for patient care. This represents an increase from an estimated $86 million in fiscal 1973 to $92 million in 1974. Further, the Budget, for the first time in five years includes funds for exten­ sive renovation of a PHS hospital. Seven million dollars is being allotted for extensive renovation of the Boston PHS facility. However, this is also the first hospital scheduled for transfer to local control. The SIU and other maritime unions have consistently opposed the transfer of PHS facilities to local control ever since the decision was announced by HEW. Maintaining that the same high qual­ ity of service that is given now at the PHS hospitals may be lost if they are transferred to local control, the SIU wants the facilities to remain a function of the federal government. There are eight PHS hospitals left. They arc located in Stateii Island, N.Y.; Boston, Mass.; Norfolk, Va.; New Or­ leans, La.; Galveston, Tex.; Mobile, Ala.; San Francisco, Calif., and Seattle, Wash. The federal government has operated the PHS hospitals for merchant seamen ever since the late 1790's when the first U.S. Marine Hospital opened in Boston. Just late last year, the SIU was suc­ cessful in preventing the Staten Island facility from being transferred to the Health Insurance Plan of Greater New York. Pages �Crewmember Airlifted Off SlU Ship at Sea SS Los Angeles On board the Los Angeles (Sea-Land) in early January the crew collected $110 and mailed it to the mother of Seafarer Bill Loftus whose father had just passed away. * * * SS Erna Elizabeth The Erna Elizabeth (Albatross Tanker Corp.), which in early 1972 was the first ship to prove that it was feasible to refuel Navy ships at sea, has also proven to be a good ship for sightseeing, according to her crew. In the latter part of 1972, the crew wrote in the ship's minutes that the Erna Elizabeth "hit some fine ports" in Europe, the Mediterranean and the Caribbean. Some of its ports of call were: London, England; Campbelton, Scotland; Rotterdam, Holland; the Azore Islands off Portugal; Trinidad; Curacao, and Aruba. * * Thanks to the expert seamanship of the crew of the SlU-manned Falcon Countess, an always dangerous heli­ copter sea rescue was quickly and effi­ ciently carried out off the coast of Da Nang, Vietnam. The dramatic situation occurred early into the noon to 4 p.m. watch on No­ vember 9, when Third Assistant Engi­ neer M. Green was taken ill complain­ ing of severe stomach pains. Green was assisted to the foc'sle by SIU-Bosun Joe Richberg, where first aid was adminis­ tered by the ship's master, James L. Fulton. * SS Council Grove It's almost like being on shore when the crewmembers of the Council Grove (Cities Service) sit down to watch a movie. Not only are the movies, which are shown by C. A. Mullen of the engine department, exciting, but a batch of pop­ corn is made up fresh by baker Charles Hickox. Some of the movies the crew saw in the latter part of 1972 were "The French Connection", "One Hundred Rifles", and "I'd Rather Be Rich". * * Able Seaman Bill Darlcy, where he was securely strapped into the harness, and within minutes was lifted safely aboard the aircraft hovering 50 feet above the ship. He was immediately flown to the Da Nang Base Hospital where emergency surgery was performed on Green for a badly infected, ruptured appendix. Af­ ter six days' hospitalization at Da Nang, he was flown stateside for a six-week recuperation. Seafarer Richberg rather modestly summed up the situation with, "we are very happy that because of the prompt attention of our ship's master, the U.S. Army, and the good seamanship of our crew, a man's life was saved." * Tug Alison C On the tugboat Alison C. which makes the coastwise run from Louisiana to Florida and around the Caribbean, "a new high in the standard for tugboat cookery was reached" by steward John Miller according to a report written to the LOG by ordinary seaman Jim Stodder. A relief cook for Red Circle line, Brother Miller "cooked and decorated for 48 hours non-stop to provide eight crew members the best Christmas afloat." Not only were the men given a sumptuous meal, but Seafarer Miller transformed the "drab little galley... into a cheery banquet hall bedecked with boughs of holly and twinkling with a thousand lights". The men were also given individual Christmas packages filled with candy and nuts. As Seafarer Stodder reported, however, "best of all was the cooking. John had gone without sleep for two days to prepare a huge shrimp cocktail, fruit salads served in cleverly cut grapefruit baskets, a young tom turkey, a baked Virginia ham with fruit sauce, roast sirloin of beef au jus, brandied fruit cake, pumpkin and mince pies, and assorted nuts, candies and cheeses". He adds that "despite the foul weather and ten foot seas which kept the tug pitching, everyone almost forgot where they were". * 4> * SS Delta Uruguay The crew of the Delta Uruguay (Delta Steamship Lines) collected $172 for the family of Leon Kyser who died Nov. 29, 1972 on board ship. Ships Com­ mittee Chairman Reidus Lambert reports that a wire and funeral wreath was sent to the family in Mobile, Ala. He also reported that thd crew gave "a very special vote of thanks to Chief Officer Fred H. Galloway, Jr. and Purser Ray­ mond Mitchell for the hard work and care that both gave to help" Brother Kyser when he was stricken. * * * SS Penn Champion The system of sending mail via sea buoy seems to be working out fine, ac­ cording to Ships Committee Chairman Bob Birmingham aboard the Penn Champion. The official ships minutes of Dec. 24, 1972 were placed on a sea buoy near Honolulu, Hawaii and it was reported that the last time the ship had made the run, mail put on the buoy had the same date postmarked on it. Green is being hurriedly strapped into safety harness^ When Green did not respond to treat­ ment and his pains intensified. Captain Fulton contacted the U.S. Army Air Base at Da Nang, requesting an imme­ diate sea rescue. In less than an hour, an Army Medical helicopter arrived over the ship and a safety harness was lowered to the decks of the tanker. Third Engineer Green was assisted up on deck by Bosun Richberg and Third Engineer Green is lifted safely aboard hovering Army helicopter. CHESSMATE > OF THE SEA BY GEORGE J. VANA The objective of the game is two-fold. The first is for white to move and checkmate in three. The second objective is to record the letters that the given chessmen land on and determine the name of the ship hidden in the maze of the board. CLUE: One of 13 Navy Tankers. BLACK ASHORE Decatur^ Mich. Seafarer Raymond E. Sternberg who sails on the Great Lakes, has just com­ pleted a course in auctioneering in Decatur, Mich. He graduated with honors on Dec. 15, 1972 from the Reppert School of Auctioneering there and was presented the key to the city as an honorary citizen. Brother Sternberg is offer­ ing his services free of charge to the Red Cross, churches, schools or any other non-profit organization that wishes to raise money for a worthy cause. * * * Staten Island, N.Y. The following Brothers are on the beach because of illness or injury and are recovering at the USPHS Hospital in Staten Island, N.Y. All of them would like to hear from their fellow Seafarers. They are: C. Hirschfeld; E. F. Garrity; S. Burger; J. Collins; C. Anderson; S. Blix; W. May; C. Burley; G. Knape; L. Hernandez; W. Hardin; C. Venardis; P. McConnell; B. Guzman; P. Latorre; R. Bosco; F. Resto; E. W. Walton; W. Gorman; J. Kramer; C. Kelly, and P. Salowsky. Page 4 WHITE Puzzle Solution on Pane 23 Seafarers Log �Fiscal 1974 Budget it President Calls for Funds To Maintain Shipbuilding President Nixon's budget proposals for fiscal 1974, submitted to the Con­ gress on January 29, call for funds that will allow continued "implementation of the Administration's Maritime Pro­ gram." The President has asked for $543.5 million for the Maritime Administra­ tion, the agency responsible for promot­ ing the merchant marine for the fiscal year 1974 which begins on July 1. I* f The budget includes $275 million for construction differential subsidies which will enable the Maritime Administra­ tion to provide contracts for the build­ ing of 17 new ships. In the budget submitted to the Congress last year, $250 million was requested for con­ struction subsidies. Later in the year, the Maritime Administration asked for and received an additional $175 million construction subsidy appropriation. At a budget briefing for newsmen, Howard Casey, deputy assistant Secre­ tary of Commerce for Maritime Affairs, pointed out that $50 million of the money appropriated for fiscal 1973 was being frozen but would be added to the fiscal 1974 funds. Thus, a total of $325 million will be available for shipbuilding in the 12 months beginning July 1. Between the present time and the start of the new fiscal year the Maritime Administration would spend some $140 million to aid in the building of six liqui­ fied natural gas carriers (LNGs) and two large tankers. The 17 ships to be built in fiscal 1974 include six LNGs, three supertankers of around 380,000 tons, three dry bulk carriers of 50,000 to 60,000 tons, three 80,000-ton tankers, and two combina­ tion bulk carriers (OBOs). The new budget calls for $213.5 mil­ lion in operating subsidies, a drop from the $239.8 million in the fiscal year 1973 budget. The reduction results, in part, from the phasing out of passenger ship operations, with $11.1 million be­ ing eliminated as a result. The new budget reduced funds for research and development from last years $29 million to $20 million. It is expected the cut will be made in programs which are not necessary to technological advances or the competi­ tiveness or market penetration of the U. S.-fiag merchant fleet. Funds for the support of federal and state maritime training academies will be increased by almost a million dollars, while cost of the Maritime Administra­ tion's salaries and administrative ex­ penses will remain essentially unchanged for fiscal year 1974. Since the Nixon Maritime Program went into effect, 78 vessels will have been built or contracted for by the end of the 1974 fiscal year. Based on the capacity of these ships, the Administra­ tion's Maritime Program for shipbuild­ ing is being maintained in accordance with scheduled objectives. Seafarers Attempt Rescue W, T. Steele Officers Felled by Fumes Despite the valiant efforts made by Bosun Tommie Sanford and Seafarer Leroy Swinger to save the lives of their ship's officers aboard the jumbolized tanker, William T. Steele, both the ves­ sel's captain and her first and second mates died of asphyxiation when the ship's hold filled with poisonous ben­ zene fumes on November 18. The dead included Captain John H. Loughlin, 50, first Mate Wallace Crenshaw, 47, and Second Mate Ar­ thur Guendelsberger, 45. The tragic incident occurred in the Port of Ponce, Puerto Rico as the SIUcontracted vessel was awaiting a full load of cargo for a voyage to New Or­ leans. At 5:30 a.m. Second Mate Guendels­ berger descended 40 feet into the ship's hold to make a routine check prior to the loading operations. Some time passed, and SIU Bosun Tommie Sanford, concerned by the prolonged absence of Second Mate Guendelsberger, notified Wallace Cren­ shaw, the ship's first mate. First Mate Crenshaw, along with the ship's master, Captain Loughlin, went below to locate Guendelsberger, but after several minutes they too did not return. Brother Sanford then attempted to communicate with the three missing officers and became extremely con­ cerned when there was no response to his shouts. Assisted by Seafarer Swinger, Bo- February 1973 sun Sanford attempted to enter the hold himself, only to be startled and thrown back by the pungent odor of benzene gas. The two Seafarers, unable to locate the missing ship's officers, were them­ selves on the verge of being overcome by the caustic fumes which seemed to be everywhere in the ship's hold. Weakened by their rescue attempt in the face of heavy fumes, the two Seafarers were barely able to report topside to seek the assistance of others. Seafarers Sanford and Swinger were rushed to Ponce's Hospital de Damns, where they were treated for gas poison­ ing. An emergency rescue team from the Port of Ponce boarded the ship and attempted to reach the missing ship's officers—but they too were unable to cope with the deadly fumes. Seafarers aboard the W. T. Steele sadly passed the next 48 hours until a U.S. Coast Guard team equipped with special gas masks entered the ship's hold and located the bodies of the asphyxiated ship's officers. ifiilP' By B. ROCKER The Budget for Fiscal Year 1974 submitted by the President to the 93rd Congress on January 29, W73, requests^sufficient construction and operating differential subsidy (CDS) funds to continue on schedule the ten-year pro­ gram set up by the Merchant Marine Act of 1970. The Budget requests $275 million in new ship construction and an esti­ mated 17 to 20 ships will be built. Two-hundred thirteen million dollars is provided for operating subsidies to offset the higher costs of operating U.S.flag vessels. The request for CDS funds is the largest since the passage of the Merchant Marine Act of 1970. At the present time, MARAD has approximately $140 million to allocate during the remainder of FY 1973 to build five liquefied natural gas (LNG) ships and one very large crude carrier (VLCC). For FY 1974, plans are to buUd LNG's, VLCC's, oU-bulk-ore (OBO) tankers and dry bulk carriers. The 1974 Budget reduces research and development requests to $20 mil­ lion from the 1973 Budget figure of $29 million. Federal and state merchant marine schools' funds were increased by $883 thousand. Both parties caucused before the opening of the First Session of the 93rd Congress to choose their leaders and prepare policy. In the House, Carl Albert was re-elected Speaker. Thomas P. O'Neill (D-Mass.) the new majority leader, replaces Hale Boggs, who was lost when his plane went down over Alaska in October. John J. McFall (D-Calif.) was appointed to the whip position. Gerald Ford (R-Mich.) and Leslie Arends (R-Ill.) were re-elected to the minority leader and whip positions without opposition. On the Senate side, leadership for both parties was returned: Mike Mans­ field (D-Mont.), majority leader; Robert Byrd (D-W. Va.), majority whip; Hugh Scott (R-Pa.), minority leader; and Robert Griffin (R-Mich.), minority whip. Senator James Eastland (D-Miss.) is the new President pro tempore of the Senate, replacing the late Senator Allen Ellender (D-La.). Although this position is filled by vote of the members of the Senate, it traditionally goes to the majority member with the greatest seniority. Congressional Committees There have been some changes in membership of the two committees which handle most of the merchant marine bills. In the Senate Commerce Committee, Senator John V. Tunney (D-Calif.) replaced Senator William B. Spong (D-Va.) who was defeated. Senator Adlai E. Stevenson, III (D-Ill.) was added because of increase of Democratic seats in the November election. The new chairman of the House Merchant Marine and Fisheries Com­ mittee, Mrs. Leonor K. Sullivan (D-Mo.) was selected in the Democratic caucus to succeed Rep. Edw. A. Garmatz (D-Md.) who recently retired after 25 years of service in Congress. Mrs. Sullivan came to Congress in 1953, the first woman to be elected to Congress from Missouri. She has shown insight and keen interest in the problems of the maritime industry. The new chairman has indicated that she will set up hearings to study the problems of the industry, inviting testimony from labor, management and government. "We must recognize that intelligent planning is . . . essential", said Mrs. Sullivan. She will also take a look at the policies of government agencies and the way their programs can affect U.S.-flag shipping. New Democratic appointments to the Committee are Reps. Fred B. Rooney, Permsylvania, John Breaux, Louisiana, Paul S. Sarbanes, Maryland, Bo Ginn, Georgia, Gerry E. Studds, Massachusetts, and David R. Bowen, Mississippi. Odd Election In Jetmorc, Kansas, Galen Rassmussen, only 19, went into the booth for the first time. Glancing down the list of candidates he noticed that no one was running for Justice of the Peace. He wrote in his own name, and was elected. Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. Page 5 �Great Lakes Seafarers Sail Longest Shipping Season in Their History A unique experiment has extended the shipping season on the usually icelocked Great Lakes far into this winter —^providing Lakes Seafarers with their longest winter employment period in history. The Lakes are the U.S.'s only major waterway whose ports are usudly frozen shut for three-and-a-half months yearly beginning in mid-December; about two weeks after the St. Lawrence Seaway closes for the winter. Already, the economic impact on Seafarers on the Lakes has been great. The possibility of future economic gains in the SIU-Great Lakes District is even greater. With shipping time extended, more voyages could be available per shipping season. Early this month, over the first weekend, with the aid of a dozen Coast Guard cutter icebreakers, a short warm period and a combination of laser beams, air bubblers and downright courage, eight giant iron-ore carrier ships smashed through the ice-choked waters of Lakes Superior, Michigan, Huron, St. Clair and Erie. In 1972, the first year of a federal experiment to stretch the shipping sea­ son, the last huge carrier from Duluth clezu'ed the Soo Locks at Sault Sainte Marie, Mich., on Feb. 1. Load Last Ships This year, in the first few days of February, Lakes, officials measured the increasing ice conditions on a daily ba­ sis. The next week they said they ex­ pected to load the last two ships at Two Harbors, Minn., on February 6 and pass through the Soo Locks for the final time this winter on February 7 or 8 de­ pending on the speed of the ships steam­ ing across Lake Superior. The U.S. experiment to extend the shipping season began two years ago when Congress approved a $6.5 million study by 10 feder^ agencies. The study also includes the St. Lawrence Seaway with the Lakes getting first preference. As a result of the study, the following measures and new equipment were used to fight the Lakes' long winter season: • Special navigational aids such as improved buoys which don't sink under the weight of ice. • An underwater wire guidance sys­ tem which permits ships trapped in blinding blizzards to follow a signal from a river-bottom cable and a laser beam at night in narrow channels. • An air bubbler system through which warm compressed air bubbles are pumped to the surface to halt ice form­ ing. The U.S. reported a bubbler in the St. Mary's River near the Soo Locks restricted ice, which used to freeze a foot thick, to a thickness of only one or two inches. One ore carrier is testing a system which uses bubbles as a lubri­ cant between her hull and the ice. • Installing of new ice booms that open a path to let ships pass. • Tests of improved winter survival equipment for seamen and installation of sensitive gauges to measure ice pres­ sure on many types of ship hulls. • Next winter, heated water from a power plant will be pumped into the harbor at Bay City, Mich., to see how well it controls the ice. • Detailed studies of ice formations and the effects of weather, water tem­ perature and frequent ice breaking. Between December 15 and February 1 of the 1971-2 shipping season, 1.97 million tons of cargo moved through the Soo Locks. This year, almost 3 million tons moved through the locks between December 15 and January 20. A spokesman for the Lakes carriers has declared that it has been proven that the shipping season has been pushed forward as far as possible and that it is economical and practical. He added that we will be seeing more and more ships out as late as the weather allows in future years. In past years, thousands of Seafarers sailing on Lakes Michigan, Huron, St. Clair and the Erie just before winter were on the beach as their ships lay idle at moorings at such ports as Chicago, Toledo and Cleveland awaiting early April as the steel industry used railroads or stockpiled iron ore at their mills, ports and northern mines. So, in the late 1960s the steel com­ panies began studying an extension of the shipping season. During World War II, the Coast Guard and others pro­ posed the idea to insure an adequate supply of ore in national emergencies. Finally, another bright sign on the job horizon for Seafarers, reveals that ship insurance firms, who were con­ cerned formerly with the damage and possible disaster to thin-skinned ore carriers crossing the thickening shipcracking lake ice canceled their policies or increased their rates four times, now do not raise their rates until early Janu­ ary. And more rate drops are under study because experience has shown that the late-sailing ore ships have suf­ fered relatively little ice damage. SlU Ship's Committees Jane's Prints 75th Edition Jane's Fighting Ships—^the Bible of the navies of the world—^is now available in its 75th edition. It had been updated and pub­ lished every year since the first edi­ tion appeared in 1897 and costs about $30. It never makes any best-seller lists, but its appeal is worldwide. It can be found on the bridge of practically every ship in all the navies of the world—providing a comprehensive reference source for watchstanders. The publication contains a de­ tailed description of the ships of all the world's navies, including their tonnages, speeds, hull character­ istics and, of vital importance, sil­ houettes of the different class ves­ sels. Pentagon intelligence experts and the U.S. Navy rate Jane's as "highly accurate" for specifics, numbers and types of ships owned by various countries. Page 6 STONEWALL JACKSON (Waterman)—^Awaiting payoff in Port Newark after agood voyage are, from left, seated: C. Lambert, deck delegate; O. Fiqueroa, engine' delegate, and E. Johnson, steward delegate. Standing from left are: J. Adams, sec­ retary-reporter; W. Jones, educational director, and T. Hilburn, ship's chairman. SlU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS 675 4th Ave., Bklyn. 11232 (212) HY 9-6600 ALPENA, Mich..800 N. Second Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 842-4716 BUFFALO, N.Y... .290 Franklin St. 14202 SIU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, ILL... .9383 Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio. 1420 W. 25th St. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn 2014 W. 3d St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287, 415 Main St. 49635 (616) EL 7-2441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE,Fla. . 2608 Pearl St. 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. . 1 South Lavrrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3d St. 23510 (703) 622-1892 PHILADELPHIA, Pa. . 2604 S. 4th St. 19148 (215) DE 6-3818 PORT ARTHUR, Tex. 534 Ninth Ave. 77640 (713)983-1679 SAN FRANCISCO, Calif. 1321 Mission St. 94103 (415) 626-6793 SANTURCE, P.R..1313 Fernandez, Jnncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash. .. .2505 First Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla 312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. .. .450 Seaside Ave. Terminal Island, Calif. 90731 (213) 832-7285 YOKOHAMA, Japan Iseya BIdg., Room 810 1-2 Kaigan-Dori-Nakaku 2014971 Ext. 281 s ecurity In OVERSEAS VIVIAN (Maritime Overseas) — Bound for Boston from Corpus Christi, Texas, the Overseas Vivian paid a short visit to the port of New York last month. From left are: C. Veazie, steward delegate; R. Breeden, educational director; J. Yates, ship's chairman; W. Oliver, secretary-reporter, and R. Chapman, deck delegate. u, nity Seafarers Log �ft I, u I If; Iji Vp Itemized Medical Bills Speed MedicarePayment By A. A. Bernstein SIU Welfare Director Submitting medical bills that are not itemized can delay payment of claims under the medical insurance part of Medicare. "If the patient uses the 'payment-toyou' method of medical insurance pay­ ment," a social security spokesman said, "his claim cannot be paid unless he submits an itemized bill of services from his doctor—or other medical pro­ vider." The medical insurance part of Medi­ care helps pay for doctor bills and many other medical expenses of people covered by the program. Claims are handled two ways—by the "payment- Burke-Harfke Bill Attracts New Support to-you" method or the "assignment" method. The patient is required to send in an itemized bill of services only if he uses the "payment-to-you" method. "If the patient and his doctor agree to use the assignment method, the doc­ tor sends in the claim, and Medicare payment is made directly to the doctor." Itemized bills from doctors must show the date, place, and description of each medical service involved—as well as the charge for each service. In the payment-to-you method, the patient sends in the claim with the itemized bill of services. Medicare pay­ ment is made to the patient—either be­ fore or after his bill is settled with the doctor. Claims are sent to the health insur­ ance organization that handles the med­ ical insurance claims. "Help in preparing Medicare claims is available at any social security of­ fice," the spokesman said. Almost everyone 65 and over has the medical insurance part of Medicare. Starting in July 1973, Medicare will be extended to people under 65 who have been getting social security or railroad retirement disability payments for 2 years or more. Medicare is administered by the So­ cial Security Administration of the U.S. Department of Health, Education, and Welfare. A slightly modified version of the Burke-Hartice Foreign Trade and Investment Act has been introduced in the 93rd Congress, and its sponsors report that support for the measure continues to grow. Rep. James A. Burke (D-Mass.) and Sen. Vance Hartke (D-Ind.), said that a number of their colleagues have asked to become co-sponsors of the measure that would re-evaluate American trade policy and end tax favoritism for multi­ national firms. "We responded affirmatively," said a joint press release. "We think this Seafarer Elmer Carter, who recently bill will sail. And we do not care retired after sailing with the SIU since it whose name is on it. We are convinced started, was not nicknamed "Bouncy" it will pass this session as our package, for a frivolous reason. During World or piece-by-piece over the names of War II he three times escaped without many of our most illustrious col­ serious injury from ships that were tor­ leagues." pedoed. Two of the ships sunk and 45 The newly introduced bill contains of his fellow seamen lost their lives eight segments, any of which can be while Carter spent nearly 18 days on acted on separately. They are: the open sea before rescue came. • Taxation of foreign investment and profits of U.S. companies exactly Brother Carter began sailing in 1936 as they would be taxed at home; at the age of 17. He shipped aboard the • Establishment of a Foreign Trade Chilore out of the Port of Baltimore, but Investment Commission to administer his initial voyage was abruptly ended by the act, eliminating the present U.S. the strike of '36. Tariff Commission; He banded together with other strik­ • Using 1966-69 as a base to es­ ing seamen and faithfully walked the tablish "market shares" for imports; picket lines for 64 days until the strike • Greatly strengthening anti-dump­ was settled. Brother Carter continued to ing and counter-vailing duty laws; • Establishing authority to allow be a fighter for better working condi­ quotas plus "adjustment assistance" to tions for Seafarers just as, during the workers and companies adversely af­ war, he fought for his own life and the lives of the men around him. fected by imports; When the United States was plunged • Authorization to the President to into war in 1941, Seafarer Carter was regulate foreign investment wherever employment in the U.S. is adversely serving aboard the Robin Hood on a voyage to South Africa where she dis­ affected; • Requiring regular reports from charged her cargo and took on a full agencies affected on the employment load before heading home. As the un­ situation and clear labeling of the armed freightship steered a zigzag course through the dangerous waters off origin of imports; • Requiring invoices at time of sale Cape Sable, Nova Scotia, she was sud­ to show statistical compilation of im­ denly attacked and sunk by a German ports as already is done by U.S. U-Boat. The lives of 14 crewmembers Customs. were lost. Seafarer Carter and his surviving In announcing re-introduction of shipmates floated helplessly in a liferaft their bill Hartke and Burke declared for 8 days and 14 hours before being that "more than 1,000,000 American rescued from the choppy Atlantic jobs had been lost in 1972 alone as a direct result of the import explosion." waters by the destroyer, USS Greer. In general, their bill would require "During this time," said Brother Carter, imports to halt on any commodity "we never once gave up hope for rescue —if we had, we were lost. We kept our where they reached beyond a per­ minds off our predicament by talking of centage of American goods manufac­ more pleasant things, and praying. tured in the United States. SlU Ship's Committees TRANSHAWAII (Seatrain)—Getting ready for another run to Puerto Rico are (1. to r.) F. Solis, steward delegate; C. Allen, deck delegate; R. Mackert, ship's chairman, and F. Lee, engine delegate. LA SA1.LE (Waterman)—Enjoying a few moments of well earned relexation are (1. to r.) C. Miller, Steward delegate; M. Garber, deck delegate; A. Eckert, ship's chairman; D. Knight, educational director, and B. Jenkins, engine delegate. ITie La Salle's next run is the Far East. Seafarer ""Bouncy" Carter Retires; Survived Three WWII Torpedo Hits February 1973 Brother Carter aboard the Long Lines before his retirement. Thank God, our prayers were an­ swered." Despite this ordeal. Brother Carter continued on course and returned to sea after a short time in the hospital. As fate would have it though. Sea­ farer Carter's next ship, the West Chetac was pounded by'German torpedoes and sunk as she steamed toward the Persian Gulf. The severe blasts killed 31 crewmembers instantly and forced the re­ maining 19 to quickly abandon ship. Although wounded by shrapnel in the leg. Seafarer Carter helped his sur­ viving shipmates to tie together four liferafts in an effort to keep them from drifting apart. "The healthy men," said Brother Carter, "comforted the badly injured as much as possible and those of us who had been dumped before tried to keep everyone's spirits high." .After" nine days of hope and disap­ pointment the tired, battered Seafarers were rescued by the destroyer, USS Roe. Brother Carter was again hospi­ talized but recovered quickly from his wounds and returned immediately to sea. In 1944, while serving aboard the William L. Marcy, Seafarer Carter took part in "D Day" operations transporting British and Canadian troops to the Nor­ mandy beachheads. Two months later as the Marcy shuttled much needed sup­ plies across the English Channel to the Allied Armies in Europe she was hit by a single torpedo. Orders were given to abandon ship and Seafarer Carter thought he had lost his third ship of the war. However, after 26 hours the Marcy was stiU afloat and Seafarer Carter, along with several other volunteers ac­ companied the ship's officers to check the vessel's condition. The ship was determined seaworthy and with the aid of a British tug the weary Seafarers brought her safely into Southhampton, England. After the war Brother Carter was awarded the Mariner's Medal by the U.S. Coast Guard and War Shipping Administration for his service during the conflict. "It was quite an honor to receive this award," said Carter, "but when I think of all my lost buddies, I feel deep down that it really belongs to them because they gave their lives for the cause." Throughout the remainder of his years with the SIU, Seafarer Carter stayed an active union member, nearly always representing the deck depart­ ment on the ship's commitee. He sailed as A.B. deck maintenance, quarter­ master and bosun. Brother Carter JS now enjoying the "good years" in the Port of Baltimore, where he has lived all his life. Page 7 �Accurate Forms Mean Quicker SIU Benefits EARLY NORMAL PENSION: (A 8. G OlSTRtCt ONLV) I Hl.lOIBlI,ITY - Ba«<; soatimc rcqiiirpmcnt (sec page 1); 20 years of seatiriie (7,300 days), age 55 ycar.s or I Over with proof U> siihslaiiliatc age such as Birth or Biqitiainal Cprtifieale (»r l'«S. GqasKjuard I.D. Card. Sub- . mit all Coast (.iinrd Discharges lovonngscdlimc. " t —~ rtan bt Union fiepratantatlve. A'NORMAL »»ENSl(SNr -^ A-. t , H EIJGIBIIJTY - BasiV seatimc rcipiircment, («f>e paR^ 1)i 15 yeaw of watimc (5,475 days), age 65 ytart or i over with proof to substantialc age such as Birth or Baptismal Certificate or U.S. Coast Guard I.D. CaiB.Bub' niit all Coast Guard Discharges COverittg Aiatime along witii medical abstracla showing Not Fit For Diil^ llniitr I and receipts"f M dr C Cfom.empfoycrS. To assist Seafarers, the following is a check list of documentation that is required by the SIU Welfare Department in order to process various types of claims. Seafarers can also speed claim processing by forwarding completed claim forms directly to their nearest union hall or port agent. Iv^arifiiKlByU :, Hanqr U«ionB*Pr*W>MtivB > " I i k f ' DISAeiHTY I'eNSION: ' ' ' KUGIBIHTY - Biiac a>atimr rfquinmCnt {sec page 1): 12 years of BPafime {4,380 days), must |>e pcrniiitt'i : eijilv arid rmr^t submit a Clinical Rctord stating, "INot Fit For Duly Permanently," with ainiilar eertifieatwh by the Social SP< iirity Administratbm. Submit all Coast Guard Discharges covering .seatimc iilong with JDcdical abstraeta showing Wot Fit For Duty time and recnipt.s of M «t <. from employers. ft your doctor,-V', i. ' (1) (2) (3) (4) ' , ' Doctor's addiw . ^ ^ , i' ,Zto tarda-—i„f t Normal Pension Claims (1) Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of claim. (2) Discharges or Certificates of Seaman's Service verifying employment periods. ( 3) Proof to substantiate attainment of age 65. Early Normal Pension Claims (1) Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of claim. (2) Discharges or Certificates of Seaman's Service verifying employment periods. (3) Proof to substantiate attainment of age 55. Disability Pension Claims Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of claim. Discharges or Certificates of Seaman's Service verifying employment periods. Permanently Not Fit For Duty medical report listing complete diagnosis preferably from USPHS, since disability pensioners are required to maintain eligibility to USPHS after going on pension. Certificate of Social Insurance Award verifying that member was granted disability benefits under Social Security Administration. dfOSPITAL iTo be completed by ^ysician and/or Surgeon) ' EIJGIBILITV"- Basic sealime requifemrnt. (see page 1). Claim musf lie fUed with the Welfare Haif not later ' than 180 days after surgery or discharge from ho.<pital. Enrollment card, marriage eertifieale. and ehildten'a idrth certificates with nanies Of UoDi parents must-be on file in I'b . Date of Birth Patient's Namely ^ KUCIBUJTY - Basic scatime rcqiiircmenl. (see pagi- 1). For jn-paticttt of out-paticnl benefits claim muslbc C filed within 60 days after discharge from ho.sjjitat or from first day of disability as an oul-patienl. For outpatient iK-iiefits, Seafarers must file l!.S.P,H.S. medical alistract. Seafarers whohaic not been hosj)jtaliv.ed, must: \ be out patient and nol fit for duly for ei^it (B) days hi'fore they can receive In'nefits which are retroaclir'e to r the fifth day. If the eligible Si'afarer is entitled to receive M & C from the employer. State Disability Benefits, or unemfdoy men! benefits, then he cannot receive S& A Benefits. fteiationjhip to Employae .. • Arirfrass -K.' _rZip Code. . injuredi didaixidentibcw :#Ju)spitalited,-^me of hospital Emertenoy Traatt)««m Yes t 1 d- zip Code. Address of hospital. •Date I..OetesVouvititiid ' Dates yOU vhiti petierit in bospiiel;. ^ D"*" Oiichargpd.,...., i ... n' .-.ii,...!?— State your comptme diagriosisic-™-. ^ X- ' V, Charge pef.vitit.L Chargi_ -.sC——X.;; 1-——.A; (Please attach your bill to this form and indicate'tf paW i ^ , ™.X——. —- . ' x - \?.r:' ........J — ttaft or Union 8«pt«emBth» ! '" J (2) (3) (4) ( 5) (2 ) (3) (4) (5) (6) (7) (8) OEATH; (1) (2) (3) (4) '^ . 1., . / ' — -- —n. ' • Hospital Claims Application indicating employment time for eligibility purposes by Company showing employment periods of 90 days in the previous calendar year and one day in the past six months. Itemized hospital bill including ID Number of hospital. Surgical Bill including ID Number or Social Security Number of Sur­ geon. Doctors Bill including ID Number or Social Security Number of Doctor. Medicare Statement, where applicable to correspond with bill(s) sub­ mitted. Marriage Certificate, if one had not previously been forwarded. Bi rth Certificate of dependent if one had not been previously forwarded. Income Tax return if dependent is adopted, or is a foster or step child. Member's Required Documentation filed within une year fr<im date of death. I Api!lfEant™„„' . I.,'"., i„.., .-J. Sickness and Accident Benefits Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of claim. Medical Abstract indicating that all return appointments were kept. S&A Assignment, if applicable. Letter from attorney recognizing our Assignment. Denial of Maintenance and Cure on company letterhead, if applicable. f nwreasBrt 1, '' fir,., r .VY. ,,, ^- SignatufBOt Aoallcani ,, (1) (1) , ^ K If nnt , ..i ' « not nHrUumed perfomfed lr> inhomital hospUal.ttfhawt whamnerformed performed,,, :! ^ (Pleew ettach your bill to this formana indipato if paid), , , " - Sltinatur« Of Attending Surgeon , ^ Signature of Attending PhysietBn_J— IfIf siirjvrv surgeiv riaffnrmfid. performed, olve ghr date and oartieutflrs Hy < t v Applicant's ralfltioiwhip to Decease . ' IL - '' ' ?I '' ' ~ • Death Application indicating employment time for eligibility purposes show­ ing employment periods of 90 days in the previous calendar year and one day in the past six months, prior to date of death. Certified Death Certificate or certified copy of Ship's Log in cases where employees are lost at sea. Proof of relationship of beneficiary to the deceased. Itemized funeral bill indicating whether paid or not and name and ad­ dress of payee, if applicable. \ The documentation listed below must be submitted by new members in order to insure that when a claim is received from a new member for himself and or a dependent that the claim can be processed without delay. a. Marriage Certificate b. Birth Certificate of dependents or in the absence of a Baptismal Certificate a Census Report c. Beneficiary Card d. Income Tax Return, if dependent is adopted or is a foster or step child Seafarers Log Page 8 m vj �45 Years on the River IBU Retiree Spears Recalls His Towboat Days on Ohio How many Seafarers remember the colorful sternwheeler pre-war days of riverboats towing wooden barges as they plyed up and down the waterways of America? Well, Carl Spears, 63, of Point Pleas­ ant, W. Va., does after finishing 45 years of riverboating on the Ohio. Brother Spears, who is a member of the SIUNA-affiliated Inland Boatmen's Union, got his first retirement check at home just in time for the Christmas season. With freshwater in his veins, the river- Group Seeks to Save World's 2d Steamboat L'-l!' An upstate New York group plans to salvage and restore the stripped hull of the world's second successful steam­ boat, the Vermont. The hull, which lies in a field in Essex, N.Y., will receive a permanent home ^ in the Preservation Resource Center there, says its director, George F. McNulty. The Vermont—the first successful steamboat designed for use on a lake —was launched in Burlington, Vt. in 1808 by John and James Winans, who helped Robert Fulton build the hull for his Hudson River steamboat, the Cler­ mont. The paddlewheeler began service early in 1809 to run the length of Lake Champlain's 120 miles from Whitehall, N.Y., to St. Johns, Quebec in a day. Sailinig for six years, the Vermont sank in the Richelieu River in Quebec when her connecting rod came loose and punched a hole in her hull. The craft remained on the bottom for 138 years. IBU's Interstate 70 A new oil barge, the Interstate 70, has been delivered to IBU-contracted Interstate Qil Transport Co. of Phila­ delphia. The barge has a double skin hull measuring 350 by 70 by 25V2 feet and has a total cubic capacity of 70,000 barrels. boatman was only 18 when he signed onto his first Ohio riverboat as a deck­ hand in 1927. The pay then was only a little more than $2 a day and the living conditions aboard were bad—not to mention how rugged the work was. But like many other riverboat men, Spears stayed on, and as the years rolled by, he moved up to a mate's berth and conditions on the boats continually im­ proved, especially when the SIUNA came on the river scene, he pointed out. "I saw a big change during my days on the river," he said "and I have no regrets for the many years 1 spent there." In a telephone interview with the LOG, Spears said the improvements in river life that impressed him most in his long career were "air conditioning of the sleeping quarters," the upgrading of the food served and the implementation of safety rules, notably the requirement that life jackets be worn while aboard. Spears, recalling fond memories of his life's work on the Ohio, said his first berth was on the towboat Robert P. Gillam for seven years. She towed wooden barges on the coal trade run from Charleston, W. Va., the state cap­ ital, up the Kanawha River past Point Pleasant to the Qhio River where she then moved them down to Cincinnati, Qhio, and finally unloaded at Louisville, Ky., he said. The riverman recollected that his closest shave with disaster came in 1938 when he was working on the towboat Inland. "We were moving toward the shore to pick up ice with the water up. We couldn't see well so we ran into a submerged hulk which punched a hole into the boat's wooden hull and sank her." Spears recalls that a passing boat came to the rescue, and all were saved with no one injured. The next year he was on the diesel vessel Patriot, towing barges loaded with steel from Pittsburgh down the Ohio to New Orleans, when the craft ran aground losing the barges when her towline snapped. Spears, who now spends his time hunting, fishing, farming tobacco and The SlU-affiliated IBU-contracted tug, Intrepid rests placidly at dockside. She is equipped with a unique elevator whiph carries crew members to her bridge. February 1973 Seafarer and Mrs. Carl Spears of Point Pleasant, W. Va., accept first IBU retire­ ment check from St. Louis port agent Leroy Jones in their home late last year. The riverboat retiree smilingly said his pension "is the kind of gift that will keep on giving." raising cattle on his 187-acre spread on Today, living in retirement near the Redmond Ridge, called the SIUNA-af­ banks of the Qhio, Brother Spears can filiated Boatmen's Union a "good see the riverboats and barges glide by and dream of his 45 years on the Ohio. union." He expressed his pleasure over And with his union pension, he can the union's Pension Plan and added that treasure these memories with a feeling the union had "bettered conditions" on of security. the river. SlU-lBU Philadelphia representative John Fay (center) stands topside with crew of the Intrepid, which lived up to her name by logging many a successful voyage through the stormy Atlantic this year. Pages �Bosun Recertification Program: Tallying Committee Report On December 29, 1972, the membership's sixman Tallying Committee issued its report on the election of a seven-man committee to study and make recommendations pertaining to the Bosun Recertification Program. In its March issue, the LOG will print the full text of the recommendations on curriculum made by the membership-elected Bosun Recertification Program Committee. The following is the full text of the Tallying Committee report. This Committee in its discretion found that you were qualified, as called for in the provision out­ lined for the Program contained in the August 1972 and October 1972 issue of the Seafarers Log. This Credentials Committee Report was pre­ sented to the membership on December 4, 1972 in Headquarters-Port of New York and concurred in. In view of the foregoing, your name and book number will appear on an "OFFICIAL BALLOT" which is being distributed to all Qualified Bosuns at their last known home address. This Ballot is also being distributed to all active vessels. In order to give our active Bosuns the fullest op­ portunity to exercise their vote, voting material is also being forwarded to all A&G Ports prior to December 20, 1972. Fraternally, 1972 BOSUN RECERTIFICATION PROGRAM TALLYING COMMITTEE REPORT December 29, 1972 We, the undersigned Union Tallying Committee, were duly elected at a special meeting held at Headquarters in the Fort of New York on December 27,1972. We met with our Vice President and his staff, and space was provided within the Union's facilities where we would do our work while in session. We elected from among ourselves Enrico Tirelli, Book No. T-188, to act as Chairman of this Committee. Cur -function was to tally the ballots received in Head­ quarters with regard to the election of a seven (7) man Com­ mittee to study and make recommendations pertaining to the , Bosun Recertification Program. Our report includes the tally of all ballots received in Headquarters. Your Committee was furnished the files showing a record of all correspondence to and from nominees prior to and after the voting day of December 20, 1972, as follows: Letter sent to all nominees who were found to be dis­ qualified by the Credentials Committee: December 5, 1972 Dear Sir and Brother: Your nomination was received to serve on the Bosun Recertification Program Committee. A six (6) man Credentials Committee was duly elected on December 1, 1972 in Headquarters-Port of New York. This Committee in its discretion found that you were not qualified, as called for in the provisions outlined for the Program contained in the August 1972 and October 1972 issue of the Seafarers Log. This Credentials Committee Report was pre­ sented to the membership on December 4, 1972 in Headquarters-Port of New York and concurred in. Fraternally, SEAFARERS INTERNATIONAL UNION OF N.A.-AGLIWD, AFL-CIO (Signed) Frank Drozak Vice President Letter sent to all nominees who were found to be qualified by the Credentials Committee: December 5, 1972 Dear Sir and Brother: Your nomination was received to serve on the Bosun Recertification Program Committee. A six (6) man Credentials Committee was duly elected on December 1, 1972 in Headquarters-Port of New York. SEAFARERS INTERNATIONAL UNION OF N.A.-AGLIWD, AFL-CIO (Signed) Frank Drozak Vice President Also in the files was a "SUGGESTED GUIDE FOR PORT AGENTS", as follows: SUGGESTED GUIDE FOR PORT AGENTS "In an attempt to help the Port Agents during the election of a seven (7) man Committee in Headquarters to serve on the Bosun Recertification Program, the following guide em­ phasizes some of the steps to be taken prior to, including and after the voting on Wednesday, December 20, 1972. You should take careful note of the August 1972 and the October 1972 editions of the Seafarers Log, which outlines the Pro­ gram, and includes the schedule for the election of the seven (7) man Committee for the study and recommendations for the Program. In any event, while this election is not of a Constitutional nature, you should be guided by the provisions of the Constitution with regard to elections. "Make sure that the sign "VOTING BALLOT SECURED HERE" has been posted in the area where the ballots are to be issued. "NO BALLOTS ARE TO BE ISSUED BEFORE 9:00 A.M. OR AFTER 5:00 P.M. on WEDNESbAY, DECEM­ BER 20, 1972. "THE PORT AGENT OR HIS DESIGNATED REPRE­ SENTATIVE SHALL CHECK ALL THE ELECTION MA­ TERIAL WHICH ACCOMPANIES THIS SUGGESTED VOTING GUIDE. "Before allowing any Bosun to vote, the Port Agent or his representative shall make sure that the Bosun is qualified to vote, as spelled out in the August and October 1972 issues of the Seafarers Log. After the Port Agent or his representative has confirmed that the Bosun is eligible to vote, and before the Ballot is issued, the rubber stamp, 'BOSUN RECERTI­ FICATION PROGRAM 1972 VOTED', shall be placed on the 1972 page of the member's book. "Dues should be paid through and including the 4th Quar­ ter of 1972, but there may be some exceptions—based on the member producing evidence that he was not in a position to pay the 4th Quarter dues, by reason that he was either at sea, or any other valid reason. If for any other reason the Port Agent or his representative, based on the available facts, de­ cides that the Bosun shall cast a 'CHALLENGED BALLOT', then the Union Tallying Committee at Headquarters will decide the validity of the challenge. In this case, at the time of voting, the following steps should be taken: "(a) All procedures should be carried out, with regard to the issuance of the ballot, the Bosun marking his ballot, per­ sonally sealing it in the white envelope, and personally placing it in the brown envelope. "(b) The reason for the challenge should be clearly marked on the brown envelope, and signed by both the Bosun, the Port Agent, or his representative. "(c) This envelope should then be placed in another en­ velope and mailed to Frank Drozak, Vice-President, Atten­ tion: Union Tallying Committee. "(d) The Roster should be clearly marked that the vote cast was Challenged. IMPORTANT "Included in the voting material, there is a supply of Rosters. This Roster should be made out in duplicate—the duplicate being maintained by you for your Port file. "Immediately upon the conclusion at 5:00 P.M., Wednes­ day, December 20, 1972, the original Roster should be for­ warded to Frank Drozak, Vice-President, Attention: Union Tallying Committee. "To insure secrecy of the ballot and good order and decorum, there shall be no congregation of people other than those who are qualified to participate in the voting. It is advised that you provide a suitable' booth, where all of our Bosuns may mark their ballot in secrecy. "Obviously, none of the foregoing is deemed to deprive any Qualified Bosun candidate of his Constitutional right to ob­ serve the conduct of the election, provided he maintains proper decorum. "It is suggested that at all times during the voting on Wednesday, December 20, 1972, that the spirit of the Con­ stitution is maintained. "Any Port Agent or his duly designated representative may contact Headquarters on any question relative to the conduct of the election. "VOTING SHALL BE FROM 9:00 A.M. TO 5:00 P.M. ON WEDNESDAY, DECEMBER 20, 1972." From these files, your Committee found that all steps had been taken to ensure that every active, qualified Bosun had been given the opportunity to vote and/or participate in the Program. The records show that the Program was outlined in the August and October 1972 issues of the SEAFARERS LOG. In addition, provision was made for a mail ballot, and a mailing was sent to all active Bosuns at their last known home address on two occasions. Also, a mailing was made to all active vessels on two occasions. These mailings consisted of 1,352 individual ballots. It is felt by your Committee that every opportunity was accorded active, qualified Bosuns to participate in the Pro­ gram. All requests for mail ballots were replied to, enclosing the necessary ballot and envelopes required for the casting of the ballot. Your Committee found that immediately upon submission of the Report of the Credentials Committee dated December 1, 1972—which Report was submitted and concurred in at Headquarters-Port of New York general membership meet­ ing December 4, 1972—all Bosuns for whom nominations had been received by mail, were notified as to the findings of the Committee. Seventy-eight (78) nominations were re­ ceived by the Credentials Committee and, of these, sixty (60) nominees were found to be qualified, therefore their names were placed on the ballot. From the files made available to us, we found that ballots and sample ballots had been distributed as follows: PORT Baltimore Boston Detroit Houston Jacksonville Mobile New Orleans New York Norfolk Philadelphia Piney Point Port Arthur Puerto Rico San Francisco Seattle Tampa Wilmington Yokohama NUMBER OF BALLOTS NUMBER OF SAMPLE BALLOTS 100 20 30 100 50 100 100 200 150 150 200 100 150 250 200 50 100 100 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 ' Also on file were signed receipts from each of the Ports concerned. We found that 283 ballots—either issued in the various Ports or returned by the individual Bosun—were received in Headquarters. Your Committee found that from the rosters returned from the Ports, the following number of ballots had been issued: PORT The Seafarers International Union's six-man Bosuns Recertification Tallying Committee conducts business at its New York City headquarters December 27 by counting votes in the recent recertification election. Committee members are: left to right, J. Mucia, Chairman E. Tirelli, J. Gonzalez, J. Winn, W. Stevens and C. Misak. Page 10 BALLOTS ISSUED Baltimore Boston Detroit Houston Jacksonville .... Mobile New Orleans ... New York Norfolk 1 0 0 14 13 8 14 38 0 BALLOTS ISSUED PORT Philadelphia .... Piney Point Port Arthur Puerto Rico San Francisco .. Seattle Tampa Wilmington Yokohama 7 0 0 2 12 4 1 1 0 Continued on Next Page Seafarers Log • ' ' II �Enjoying the Good Life Seafarer Harris SlU's 2,000fh Active Pensioner When he ended a sailing career last month that had begun more than 34 years ago, Brother Theodore T, Harris of Mobile, Ala. became the 2,000th active SIU pensioner. Since the inception of the Pension Plan, 2,768 Seafarers have retired on an SIU pension. Sailing with the International Seamen's Union (ISU), Brother Harris began working aboard ship in July of 1938. He had been employed in Mobile for 14 years as a porter when he decided to go to sea because "I thought I would like it." That he did! When he re­ turned after a couple of trips he found that the ISU had been dissolved. Told that a new union, the SIU, had been organized. Brother Harris immediately joined becoming one of its first members. His first ship was the City of Alma on which he stayed until 1941, sailing in the steward department. During the early years of World War II when America was not yet involved. Seafarer Harris was sailing to the British Isles. When Pearl Harbor was bombed he was on a ship in Brazil and for awhile con­ tinued sailing in the Caribbean. Late in the war he sailed in the Far East. Through all that time, however. Brother Harris says he was "very lucky" and none of the ships on which he sailed was ever torpedoed. Like many SIU men. Brother Harris traveled all over the world. Some of the places he liked best were Sydney, Australia; Rio de Janeiro, Brazil; London, En^and and Le Havre, France. 'T^ever a one trip man". Seafarer Harris sometimes stayed on the same ship as long as 18 months, sailing as Chief Cook and Baker. In May of 1971, Brother Harris attended one of the SIU's Educational Conferences in Piney Point, Md. Impressed with what he saw there. Harris feels that the Harry Lundeberg School of Seamanship and the other facilities at the Point arc "very beneficial". At the time he attended the Conference, Brother Harris wrote that he had not only learned more about the School but "I now know more about the Pension and Welfare program and the benefits our dependents can enjoy. . . ." He added that "it has all been made pos­ sible because of our leadership." Comparing the early days of his sailing career with today. Brother Harris says that "conditions have im­ proved more than 100 percent due largely to the union." He points out that the young seaman starting out today can not only get training before he goes on board ship but can also get the many benefits not available to Brother Harris when he begain sailing. For instance, now there are Sickness and Accident Benefits and Vacation pay. And, of course, Harris is the 2,000th active example of a monthly pension bene­ fit which enable members to enjoy their senior years. At the age of 63, Seafarer Harris now intends to relax a little with his wife, Annie, who is a school teacher. They live in the Port of Mobile where Brother Harris was born and from where he first shipped in 1938. However, Harris also intends to see a little of the Seafarer Theodore T. Harris (left) recently became the SIU's 2,000th active pensioner and here he is shown proudly receiving his first monthly pension check from Mobile Dispatcher Harold J. Fischer. 1972 BOSUN RECERTIFICATION PROGRAM Continued from Preceding Page In addition to the foregoing, your Committee received sixteen (16) envelopes of the original mailing, which had been returned by the Post Office by reason of incorrect address. Attached is Appendix "A" which is the result of our tally. The seven (7) Bosuns receiving the highest number of votes have been indicated and they will be notified to report to Headquarters by January 8, 1973 to begin their study. All members elected to the Committee shall report to New York no later than February 1, 1973. Four (4) Bosuns shall con­ stitute a quorum. If, in the event, less than the number re­ quired for a quorum is present, a notice of Special Meeting shall be posted 24 hours in advance and this Special Meeting shall be called among those certified-qualified Bosuns in the New York area to elect a substitute in order to form a quorum. This Committee shall submit its report and recom­ mendations to the qualified Bosuns no later than February 15, 1973. DISCREPANCIES Your Committee found that in the case of five (5) ballots, other marks were on these ballots; therefore those ballots were voided. Your Committee found that three (3) envelopes had been mailed to the Union Tallying Committee but, upon opening these envelopes, your Committee found that the ballots had not been enclosed in the "BALLOT" envelope provided; therefore, your Committee, in its discretion, counted these ballote "Void." Your Committee found that by reason of the two occa­ sions of distribution of mail and membership mailings, that five (5) ballots had been cast in duplicate. Your Committee, in its discretion, counted the earliest dated envelope, leaving the duplicate envelope unopened. During the time your Committee was in session, there was no question that at all times a quorum of the Committee was present. While the proceedings of this election were not called for Constitutionally, nevertheless, your Committee was guided by the intent of our Constitution regarding elections and acted accordingly. As a part of this Report, your Committee wishes to ac­ knowledge the assistance of the Vice-President's and the Secretary-Treasurer's office in furnishing all the material necessary for our work. SEE APPENDIX «A" February 1973, U.S.A. and to do a little part time work "to keep mov­ ing around." In discussing his seafaring life. Brother Harris was quite proud of the fact that the "whole time I sailed I was never logged, and never brought up before the union" for doing anything wrong. Since the SIU Pension Plan began on October 1, 1961, $30,855,028.80 has been paid out to eligible Seafarers. The original pension benefit was $150 per month. Over the years it has been increased to its present level of $250 a month. APPENDIX "A" December 29, 1972 As referred to in our Report the following are our findings of valid votes cast: NAME 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. Chester L. Anderson George H. Atcherson Nicholas Bechlivanis David Berger Jan Beye Mack D. Brendle George Burke William Burke Joseph Busalacki .*... Daniel Butts ... •Hurmon Burnell Butts "^Richard A. Christenberry ... Charles D'Amico Robert Dillon *James B. Dixon Fred Domey Thomas D, Foster •Carl Francun William Funk Vincent Grima Walter Gustavson Burt T. Hanback Lee J. Harvey Thomas Heggarty Orlando Hernandez Donald Hicks Charles Hill 29. Chester lannoli 30. •Sven E. Jansson NAME 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. Frederick Johnson Woodrow Johnson . Leyal E. Joseph . .. Jack D. Kennedy ,,. Vincent S. Kuhl , ,, Ame Larsen Waller LeClair , .. •Jacob Levin Constantinos Magoulas ; .. ... ,, Melville McKinney, Jr BOOK NO. VOTES 1-7 J-70 22 9 19 33 11 21 21 27 25 41 94 49 23 19 95 8 35 42 41 4 41 10 29 14 26 27 22 23 34 78 BOOK NO. VOTES J-44 J-168 J-316 K-228 K-273 L-121 L-636 L-462 M-1355 M-428 37 18 21 38 15 25 37 60 16 14 A-465 A-551 B-39 B-22 B-93 B-869 B-168 B-586 B-639 B-628 B-385 C-105;s; D-676 D-88 D-16 D-691 F-11 F-194 F-289 G-825 G-36 H-766 H-400 H-78 H-838 H-694 H-573 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. Stephen Mosakowski Ervin Moyd William Morris William M. O'Connor Anthony Palino Leo Paradise Uuno Paulson •Ewin Rihn Anthony Sakellis Anthony Skillman Jim L. Spencer John B. Swiderski Thomas Trainor Juan Vega John Walken Malcolm B. Woods John Worley Luke Wymbs Thomas Yablonsky Roberto Zaragoza . , .,. .. , , ,, . .. .,. .,. . .. ... .. . ,,. .., .. , ... M-543 M-150 M-722 0-126 P-90 P-270 P-35 R-99 S-1054 S-54 S-474 S-258 T-230 V-46 W-529 W-49 W-254 W-560 Y-61 Z-8 26 22 40 29 24 26 31 55 23 16 23 20 22 40 16 27 29 9 19 39 (•) DENOTES THOSE BOSUNS BY OUR FINDINGS AND TALLY SHOULD SERVE ON THE SEVEN (7) MAN COMMITTEE TO STUDY AND MAKE RECOMMENDATIONS PERTAINING TO THE PRO­ GRAM. This Report consisting of Pages 1 through 6 and Appendix "A" is Fraternally submitted: ENRICO TIRELLI T-188 E. Tirelli, Book No. T-188 (Chairman) CHARLES MISAK C. Misak, Book No. M-127 J. R. MUCIA J. R. Mucia, Book No. M-58 J. GONZALEZ G-812 J. Gonzalez, Book No. G-812 W. W. STEVENS W. W. Stevens, Book No. S-1278 J. WINN J. Winn, Book No. W-151 Page 11 �Seafarers J. Conino, L. Burnett, H. Bartholomew, and J. Bankston proudly display handmade wooden ships which they purchased in Jakarta. How much? Believe it or not, only $2.50! Twenty-five year SIU veteran Lloyd CalloWay hoists one of the Missouri's guy-lines. The Seafarer from Mobile plans to retire next year. Seafarer Isaias Cambronero, who sails as oiler, logs in the ship's fuel oil pressure and temperatures aboard the Missouri. Brother Cambronero has been sailing with the SIU for 13 years. Steward delegate Lesly Burnett (left) squares away his union dues with SIU Patrolman Ed Smith at the Missouri's payoff. Tlje ship's committee relaxes after their 73-day voyage. They are (1. to r.) Lesly Burnett, steward delegate; Hulon Ware, engine delegate; Dewy Penton, deck delegate; W. J. Miles, secretary-reporter; Victor Bumell, educational director, and Sylvester Monardo, ship's chairman. Seafarer Robert Kennedy checks over paymaster's sheet during the ship's payoff in the Port of Baltimore. Brother Kennedy sails as able seaman. Seafarers Log Page 12 HP*" �• . • * Missouri Returns to Baltimore -iv Around the World and Back in 73 Days The SlU-contracted Missouri rides high at anchor in the Port of Baltimore after completing a 73-day voyage around the world. 1^ The now quiet decks of the freightship Missouri stare out over the Fells Point section of the Port of Baltimore. » ^.• '' in the Po^t of BaJtintore on January 5. The 73-day journey, which included 68 days sailing time, began in the Port of Houston on October 24. The 526-foot Fireman Hulon Ware sets to the task of changing the ship's fuel oil strainer. Seafarer Ware is a 12-year veteran of the union. by way of the Cape of Good Hoper During their free time ashore in Jakarta, the SIU crew toured the city of three million picking up many pieces of Indo­ nesian handiwork for souvenirs and Christmas presents at some very low prices. The entire voyage was marked by sunny weather accom­ panied by balmy temperatures—-with complete cooperation in all ship's departments. Next stop for the Missouri is Bangladesh after taking on another full load of grain. Baltimore Patrolman Paul Gonsorchik (left) straightens out some overtime beefs with Seafarers Hulon Ware, B. D. Bums, Victor Burnell and Sylvester Monardo. February 1973 Page 13 �vj ::pS|gP::|g5^ SIU^ dgc^VWHameffe: T^ In December of 1972, the SlU-manned Ogden Willamette became not only the first Ameri­ can ship to visit Russia since 1966, but also the first U.S. flag vessel to carry grain to Russia under the terms of the newly concluded wheat agreement with that country. SIU Bosun Manuel Sanchez "It feels good to know we're doing something special." With these words SIU Bosun Manuel E. "Blaclde" Sanchez, 55, of the SlU-contracted Ogden Willamette, first U.S. grain ship to make the 50-day New York to Russia roundtrip, expressed his feelings about delivering wheat to the shortage plagued Soviet Union. Brother Sanchez, with the SIU since 1938, said the voyage to the Black Sea port and summer re­ sort of Odessa in the Ukraine "was quite an ex­ perience, especially when we docked at the historic city on December 19." The 400 square kilometer city of 745,000 with­ stood a 73-day siege of 18 Nazi divisions—250,000 strong in 1943. All told, the inhabitants of this city fought 907 days in World War II against Hitler's hordes. The Florida bosun, a September 1942 Mur­ mansk to Archangel convoy veteran on the Robin Line freightship William Moultrie explained that it is much better in Russia now than it was when he first dropped anchor there years ago. During the war, he said, there was no place for seamen to go in the Soviet Union. He added that now at least a Seafarer could go Christmas shopping and walk around the town. He especially recommends Rus­ sia to anyone who likes the Old World. Sanchez said when they docked in Odessa, Capt. Alexander Voloskin of Moscow's maritime agency literally gave the ship the red carpet welcome. Ten Seafarers in the ship's deck crew, five from the engine department and six Seafarers in the stewward department were heartily welcomed by the Soviets. That first night, after visiting the International Seamen's Club, which the Russians call the House of International Seamen's Friendship, the city's mayor staged a combination caviar-tea-cocktail dance bash for the SIU men at the Odessa Hotel, recalls Sanchez. At the party, hostesses from a foreign language school in the city practiced their English in con­ versations with the Americans. The seamen's club, founded in 1926, is housed in the Philharmonic Society's building, formerly the pre-revolutionary Stock Exchange. Soviet sea­ men have their own Seamen's Palace, he pointed out. A Russian woman student from Moscow Uni­ versity who attended the soiree was asked by San­ chez what she was going to do after her graduation. She replied that she didn't know yet, which puzzled him. She liked his chewing gum, he noted. Other students were surprised to learn that the SIU bosun had a home and two cars and had achieved his shipboard rating with relatively less formal education than they had. "I had the impression that my kind of job is Page 14 in Russia set aside for special people," emphasized Brother Sanchez. A well-dressed Russian man in his early 30s at the reception who spoke some English asked the bosun about our Christmas customs and U.S. politics. The man had been to Cuba and seemed to be anxious to learn about the U.S. The next evening, the town fathers invited the crew on a conducted tour of the Odessa Opera House and offered them a chance to see a perform­ ance of the world farnous opera. Brother Sanchez had a hectic time at some of the town's restaurants. He and his shipmates were once turned away at the door of a certain restaurant when they arrived too late to be served with the rest of the diners. And, he recalled, if you didn't check your hat and coat at the eateries—you didn't eat. Those places in Odessa that catered to international visitors always had someone who could speak some English, he explained. ^ The SIU veteran remembered an earlier trip to Alexandria, Egypt when he encountered a Russian chief mate who was amazed to see the bosun with his chief mate on the Red vessel. "It seems the shipboard ranks don't mix, or it is at least frowned upon, in the Soviet merchant fleet," said Brother Sanchez. Finally, Sanchez explained that on the ship's way home she anchored at another Black Sea beach resort 160 miles southwest of Odessa. For two days and a night they took on oil at Constanta, Rumania. There they saw Christmas decorations at night. "Everything is much looser in Rumania," he This panoramic view of Odessa's Harbor (background) also inc concluded. scene of one of the Russian Revolution's first battles. /I Seafarer Dave Dukehart puts things shipshape below. OGDEN MARINE, INC. SUBSIDIARY OF OGDEN CORPORATION 2 PENNSYLVANIA PLAZA • NEW YORK, N.Y. 10001 • (212) 545-5800 December 27,1972 t Seafarers International Union 675 Fourth Avenue Brooklyn, N.Y. 11232 Att; Mr. Frank Drozak Dear Frank: As you know, the OGDEN WILLAMETTE caUed in Odessa and I had the privilege of visiting the port dtiring the vessel's stay there. 1 met mo^t of the dignitaries of the city and the port, and the one question that they asked was whether the crew of the OGDEN WILLA­ METTE was a hand picked crew. Naturally, I in­ formed them that this was not so and that these men were sent to the vessel at random by the seamen's union. •M The people of Odessa, as well as the officials, paid many compliments to the crew and their behavior was very good. The officials of Odessa treated the crew very well. They arranged some nice parties for them at the Seamen's House as well as made special ar­ rangements for them to attend the Opera. 1 advise you of this as I am quite certain that you would be pleased. With best regards. Very truly yours, OGDEN MARINE, INC. as Agents Stanley S. Unger Vice President SIU Representative Bill Hall (far right) hit'; stateside shipboard meeting after her historic ' Seafarers Log �:\ •. Mudes a glimpse of the famous Potemkin steps, The Ogden Willamette arrived from Houston with a cargo of 36,000 tons of wheat aboard which soon found its way into Russian homes. Seafarer Glen Welles assists topside as the Ogden Willamette dis­ charges her cargo of Romanian oil. I the deck during the Ogden Willamette's first Voyage. February 1973 Chief Cook Francisco Monsibais did pick up a Russian recipe or two in Odessa but this iunchtime meal is centered around an old fashioned American stew. In an interview with the LOG aboard the Ogden Willamette as she pumped Rumanian oil, brought back on the return leg of a grain trip to Russia, into South Bronx dockside tanks on January 16, Brother John Williamson said they had a midnight curfew when he went, to the Odessa Opera House to see and hear the Khachuturian opera-ballet "Spartacus." He said he was also impressed with the Opera House's gilt wood carvings, bronzes, marble stair­ cases, floors and columns, huge cut glass chandelier and very large and roomy red velvet seats. Beside a-night at the opera. Brother Williamson took a walking tour of Odessa. He visited a big maritime museum of half a dozen rooms opposite the opera, which he said, was "really something." He added that the museum had replicas of old ships and some modem ships on view. The Seafarer said the city's small cars had on their parking lights at night and only flashed on their headlights at intersections. The young seaman said he observed well-to-do Odessans at the Krasny Hotel across the street from the Seamen's Club. Williamson said the cuisine at the restaurants wasn't too bad, especially a ground beef pie-like "tortiUa." He bought souvenirs in Odessa, including sev­ eral dolls. Rumania was "picturesque," he said. At least it offered more activity than Odessa. There were three days of 5 degree temperatures and a little snow. Brother Williamson noted. Page 15 �;-x''Va' cr ,t-::<-.l ••». <.i. .•;..., J '• i' ."'• . '^ •• ' • \' '''"'y ' '" ' "• fc^U:''"' '"J CLOSED A AHY FORLKCK Heroic Rescue tOYfM U,s.^ OF FUEL ^v., - .>•;>;v':ii-.'\-^v...-. l 11 " • *u^ <;TTT who were so I wooM lite f^J;=f4"£and was lost at sea ttytag l,.....::;\:P^S. [• .»• . >• )•.! r-u"e rrtoa. a si„« .K ••. •.'•:.r-;f^Allv.-i vt Vi •: f:,i', \ • 1:^ ^ i . JrU."sK ^hoVlped. 1 do rea.ea.ber Jo a Fay who was , who was SO very kind. ^^ Again, I just want to thank that difficult time. ^ ^ who helped me at ]Virs. Louise Arthur Hamden, Connecticut A "I Enerqy Crisis--A Time to c ^ ^ .a.., of naval operations, tested ^ .Hedaiiynew^te^^^^^^^ about for a long, longrts. !!;Ser°badt dose 18 of its schools ^td^rCS appear^^ bdo. Ss?rra» and reiterated that '"^WcWrKafsardosid 30 schools. the Navy — St'-fa No fuel. Polo faced a full fuel. The New York Times tuportedJtht J Me Mississippi, Louisi thousands of workers! ^^^^^^ta and Cnoifr:ut»becausefuelsup^•'tl^teTUalsowar.d.hatdm^^^^^^ .... faces a new energy cns.s as a n a,ave headed i" associations --^®"?f„AfoSof Emergency PreeomplmnedtotheO ere ,„re«"p=='^* ;^o, Admiral Elmo Zumwalt, Zumwau, ""A ;:a?1go. that the entire nation ^ Vietnam. It was a joy prisoners of war from families and thanksgivmg shared wim across the land. moving event of all Perhaps the mwt ^ penton occurred when Ca^ ^ ^jst plane ^??5et^oredmte«.toto^S Page 16 _ I read with great interest Mias any«.»""e g-Ssecu^ .aklng Uaiii HaU's article « SS own vl - _ i •ffpi_-«Att:-Itlfl.: ML'^:: ."•• '-a";'; I. n-;«W Xmas Made Dnyn'^. . ^'•We wish to thank you, fM to ^^aJ^ce ffto | h3k which you always send to m m y,et unioiB. S^yt4^^*-tc^o^'°a member of to Bremorewereahsewe aaers.:p.u3-S-'Md balance of maritime-in :Smijtwhh1,uipmen. manufacturers, aboard ships. before the energy „£siorsrteP-t'--°'"'^ I was very surprised and S' , late Christmas shoppy Thenks a utdhon. is further threatened. ^ Words to Remember It was with joy ate Aante^Ning U.S.-FI«g Ships Ignored major threat to t "seaborne plies," he d^rlured, adomg^^^^y^ oil imports repr J " point that could te m In other words, tte nano bring oil and 8=? (ssue by simply flie U.S. over v.rtMUy a refusing delivery cannot common sense tdls us tna long continue this gum 8 our own nteonaU^unJ national f „orid that from now diey '<«"®'\,^J'i'en®holding heafmgs, inCongress has b ean tell vestigaung *0 =0=8* investigation wtll the Congress what ^t .eveal: Th'ts "atton „eed of imean produce an liquefied gasported fuels such presents , ., „„.„.,v had need need of f< Recently tI had of two two pints of bl»d blood needed Uofl wcnt through. WjAou^f^f^ Bank on its way through thanksl __ and I nm now on the^ ^ ,e(iKd SealaK' "ogte „„ the oil 'trrCurVof ourottsup- Sfg:iC?0»40 percent .ess fuel than ^ (^eip to our Commander-In-^ief Commander-in-Chief a^ at J? ond Bless Am^nca. Ai rn for ... this day. God A short time later pQ^.s^nd spoke with one of the returned POWs an for all America when he said. "Nothing would express to meet with If and the Amerfe^^i'^pU^omaa^riacc ate for what you have done. c»ntiSeafarers everywhere echo these senU ments. h ' Pebruory W73 Executive Board Paul Hall, president U c.».t. v.c.w.u« lS.™«o"aTun.oe, B^afvn, N Y. bj m:SbU.g.,AS^CK.,^ Secote c,.W| - Seafarers Log �20-Foot Lake Superior Waves Copter Rescues Six Off Barge Adrift in Storm ! I: /' A severe storm, which raged over the C^eat Lakes region on Thursday eve­ ning November 2, perilously stranded five Seafarers and their barge's captain aboard the powerless barge A. E. Nettleton when the Nettleton's towline snapped setting her adrift in extremely heavy seas 12 miles off the coast of Houghton, Michigan on Lake Superior. Seafarers Jack Folz, Daniel Quinn, Mike Cull, Leroy Murphy, Dale Rich­ ardson and barge master William Bou­ chard hung on desperately throughout the night until they were lifted to safety by a U.S. Coast Guard helicopter early the next morning. The Nettleton, a decommissioned freighter built in 1908, was converted for use as a barge in 1970 by the Escanaba Towing Company. Carrying a cargo of 475,000 bushels of wheat, she was being towed from the Port of Duluth, Minn, to Buffalo, N.Y. when the accident occurred at approximately 6:00 p.m. The extreme weather which caused the towline to break severely hampered Seafarer Leroy Murphy, as he vainly at­ tempted to reach another line to the struggling tugboat, as 35 mile per hour winds pushed the severed crafts relent­ lessly apart. Huge waves, reaching a height of over 20 feet, finally forced the tug to abandon the now helpless Nettleton. In an effort to keep the barge from drifting and possibly colliding with other shipping on the lake, the Nettleton's anchor was immediately dropped but the waters were much too deep at this point for the anchor to hold. The crewmembers rushed to the pilot house in an effort to establish radio con­ tact with the quickly vanishing tug, but were unable to do so since the tug's radio had been knocked out. "We were very worried about the men on the tug" said Brother Jack Folz, "because as it moved out of sight it was listing at least 50 degrees. We thought it might capsize and sink." After several minutes the anxious Seafarers made contact with the U.S. Coast Guard and relayed their position —but were told they could expect no immediate help due to the severity of the weather. They were further advised by the Coast Guard to hold fast near the lifeboats so they could quickly aban­ don ship as it seemed this would be necessary. This was the last communi­ cation received as the radio equipment went dead. The crew left the pilot house and carefully made their way aft to the life­ boat section—fighting the cutting winds and powerful waves which nearly en­ gulfed the entire ship. The usually sim­ ple route took a half hour to complete as many times one of the crew was nearly hurled overboard only to be res­ cued from almost certain death by the combined efforts of his shipmates. The men, exhausted by the danger­ ous journey, gathered closely behind a lifeboat attempting to protect them­ selves from the icy winds, heavy snow, and below zero temperatures. "After four hours of waiting and no sign of help" said Brother Folz, "we had to make a quick decision; several of us were beginning to be overcome by the cold, so we agreed to take our chances below. At that moment we all felt this was our last trip but we had to get out of that cold." The desperate Seafarers retreated to Brother Folz' quarters and hurriedly set up a portable heater. "We gathered around and just tried to warm our hands" continued Brother Folz, "we passed a few jokes and told stories try­ ing to forget what was going on above." At 3:00 a.m., after hours of being tossed about, the men received their first hopeful sign as the ship's anchor took hold on the lake's bottom, abruptly end­ ing the Nettleton's dangerous drifting. "This immediately brought our spirits up," said Folz. "Now we felt it was only a matter of time before we would be rescued." For the next six hours the hopeful crew waited anxiously as the winds and snow tapered off and the skies cleared. At 9:00 a.m., 15 hours after the near tragedy began, the Nettleton, listing at 15 degrees, was sighted by a Coast Guard helicopter. The helicopter hovered over the Net­ tleton and the crew members were lifted aboard one by one. They were taken to the Coast Guard Station in Houghton, exhausted by their ordeal but still in excellent condition. They enjoyed a hot meal and some rest before returning home to Duluth. The Nettleton was taken in tow to Portage, Michigan, where she will now undergo repairs. Brother Folz summed up the fearful experience with, "I have been in many storms on both the Atlantic and Pacific while in the Navy, but none were nearly as rough as that one on Lake Superior." The A .E. Nettleton lays at anchor awaiting repairs in Portage, Michigan. USS Thorn Shipmates Are Sought for Reunion in April c Exhaustion is evident in the faces of the A.E. Nettleton's CTGW at the Coast Guard Station in Houghton, Mich. They are (1. to r. standing) William Bouchard, Dale Richardson and Jack Folz; sitting are Daniel Ouinn, Mike Cull and Leroy Murphy. February 1973 A ship's reunion will soon be held aboard the old mothballed World War 11 Navy destroyer, USS Thorn, for her 485 ex-officers and crewmembers, some of whom are SIU members, and their families to celebrate the Thorn's 30th and last birthday. The 348-foot long destroyer was unfortunately strick­ en from the Naval Vessel Register on July 1, 1971 and will be sunk as a tar­ get later on this year. Kaj "Swede" Swenson, Chairman of the Thorn Reunion Committee, has al­ ready located 240 members of the ship's old crew—and he feels that many of those still unaccounted for may be SIU pensioners, or old-timers still sail­ ing with the union, and hopes to locate them through the LOG. The nostalgic event will take place at the Philadelphia Navy Yard, where the Thorn has been resting since 1961, on or around April 1,1973—but the exact date has not yet been determined. The Thorn rendered distinguished service to her country during World VVar 11 after being launched from the Federal Navy Yard in Kearny, New Jersey on April 1, 1943. She took part in all three theaters of war and accumu­ lated 7 Battle Stars from such Naval operations as Iwo Jima and Okinawa. The ship's most impressive statistic is that she never lost a crewmember while in action. Swenson, who sailed as Seaman First Class on the Thorn, recently visited his old ship with members of his family. "1 found my old lifejacket intact" he said, "as well as much other interesting memorabilia still stored below. If you served on the Thorn, or know an SIU member who did, you may con­ tact "Swede" Swenson for further infor­ mation at 2190 Allwood Drive, Bethle­ hem. Pa. 18108, or call 215-867-1245. Page 17 �I Upgrading Class Schedule February 22 Mareh 22 April 5 April 19 May 3 LIFEBOAT X X X X X ABLE SEAMAN . X X X QUARTERMASTER X X X Sii FWT X X X OILER X X X X X REEFER X ELECTRICIAN X JR. ENGINEER X X PUMPMAN X X DECK ENGINEER X X MACHINIST X X X ' X X X BOILERMAKER X X X X X X TANKERMAN X X X X X X DECK MECH. X X X X X X OMED X X X X X X ASSISTANT COOK X X X X X X COOK & BAKER X X X X X X CHIEF COOK X X X X X X X X X X STEWARD X X Here's How to Apply Training at the Lundeberg Upgrading Center, Piney Point, Md., is a continuing process. Classes begin every two weeks. Under a new U.S. Coast Guard ruling, graduates of the Harry Lundeberg School will be able to qualify for upgrading with reduced seatime. Those wishing to upgrade to AB need only 8 months seatime as ordinary seaman. Those wishing to upgrade to FWT, and Oiler need only 3 months seatime as a wiper. Ratings HLS Graduate All others AB 8 mos. O.S. 12 mos. O.S. FWT, Oiler 3 mos. wiper 6 mos. wiper All other OMED 6 mos. wiper 6 mos. wiper In order to process all applicants as quickly as possible it is necessary that each applicant enclose with his application: • 4 passport photographs (full face). • Merchant Marine personnel physical examinations using USCG form CG-719K given by either USPHS or SIU Clinic. Those applicants already holding a rating other than wiper in the engine department or AB do not require a physical. • Sub-chapter B of the United States Coast Guard regulations state that the officer wishing certification as a Tankerman "shall furnish satis­ factory documentary evidence to the Coast Guard that he is trained in, and capable of performing efficiently, the necessary operation on tank vessels which relate to the handling of cargo." This written certification must be on company stationery and signed by a responsible company official. • Rooms and meals will be provided by Harry Lundeberg School. Each upgrader is responsible for his own transportation to and from Piney Point. No reimbursement will be made for this transportation. Steward Training And Upgrading The Harry Lundeberg Upgrading Center in Piney Point is accepting ap­ plications from all qualified Steward Department Seafarers for training lead­ ing to upgrading in all classifications— from Third Cook to Chief Steward. Applications should be sent to: The Harry Lundeberg School, Piney Point, Maryland 20674. Name- The Harry Lundeberg High School Equivalency Program at the Upgrading Center in Piney Point oilers all Sea­ farers—regardless of age—the oppor­ tunity to achieve a full high school diploma. Since the program was devel­ oped several months ago, nine Seafarers -Book No., Address(Street) (City or Town) -Last year attended Complete this form, and mail to: Miss Margaret Stevenson Director of Academic Education Harry Lundeberg School Piney Point, Maryland 20674 Page 18 Wbaf They're Saying become sailors when they get on a ship. They have a very nice hotel for the members that want to take advantage of it and in the summer there is a swimming pool and a lot of boats you can take out. They have a very nice lounge and every­ one tries to make you feel at home and help you enjoy yourself in every way they can. That means a lot when you want to study and they also have a library you can go to, to help you. If you want to get your high school diploma and you are willing to study real hard you have a very good chance of passing the test. Everyone should come to Piney Point so they can know what a hard time the SIU has had in getting where we are today. Walter W. Chancey I have been staying here at Piney Point as an ungrader. They are will­ ing to teach you how to upgrade yourself, what you should know about your union, and they are also teach^ the young men how to When you are trying to learn about something and you cannot understand from a book, they have teachers that can take you to some of the ships and show you the real thing and tell you how it works step by step. Lundeberg High School Program Available to All Seafarers I am interested in furthering my education, and I would like more informa­ tion on th^Lundeberg High School Program. Last grade completed X (Zip) have taken the Maryland State GED examinations after studying at the Lun­ deberg School—and all nine Seafarers passed with high scores, and now have a high school diploma. Any Seafarer who is interested in taking advantage of this opportunity to continue his education can apply in two ways: • Go to the SIU Union office in any port where you will be given a GED Pre-Test. This test will cover five gen­ eral areas: English Grammar and Lit­ erature, Social Studies, Science and Mathematics. The test will be sent to the Lundeberg School for grading and evaluation. • Or, write directly to the Harry Lundeberg School. A test booklet and an answer sheet will be mailed to your home or to your ship. Complete the tests and mail both the test booklet and the answer sheet to the Lundeberg School. The course of study at the school lasts approximately six weeks, depend­ ing upon the evaluation of the results of your test scores. All Seafarers in the study program will receive individual attention from highly-qualified teach­ ers. During your stay at the school, you will receive room and board, study materials, laundry, and $8.00 per day. Seafarers will provide their own trans­ portation to and from the school. Following are the requirements for eligibility for the Lundeberg High School Program: 1. One year's seatime. 2. Initiation fees must be paid in full. 3. All outstanding monetary obliga­ tions, such as dues and loans, must be paid in full. Seafarers Log �Honor Roll of SlU Upgraders If '• The Harry Lundeberg Upgrading Center at Piney Point, Md. recently cele­ brated its seventh month of operation. Following is the Honor Roll of many of those who, at press time, had successfully completed training at the school. Russell Rowley, 22, Seattle: Fireman, Watertender, Oiler Pedro Gago, 28, Baltimore: Oiler Mario Nolasco, 51, New York: Oiler Charles Pruitt, 34, Piney Point: Tankerman James Fitzgerald: 17, Fireman, Watertender, Oiler Richard Bellmore, 19, Norfolk: Fireman, Watertender, Oiler Russel Fisher, 18, New York: Fireman, Watertender, Oiler Larry White, 22, Piney Point: Fireman, Watertender, Oiler Michael Piteris, 51, New York: Deck Engineer William Heater, 46, New York: Pumpman, Deck Engineer Eugene Gore, 46, New York: Deck Engineer, Reefer, Junior Engineer, Electri­ cian, Machinist Allen Batchelor, 60, New York: Deck Engineer, Reefer Bryden Dahlke, 57, New York: Deck Engineer, Machinist John Copado, 25, Piney Point: Fireman, Watertender, Oiler Paul Kemey, 18, New York: Fireman, Watertender, Oiler Kevin Conkin, 21, New York: Deck Engineer, Pumpman, Junior Engineer, Reefer, Electrician, Machinist, Boilermaker James Hart, 55, San Francisco: Deck Engineer, Reefer Stan Gondzar, 51, Baltimore: Pumpman, Junior Engineer, Machinist, Boilermaker Charles McCue, 43, New York: Deck Engineer Ronald Shaw, 22, New York: Deck Engineer, Junior Engineer, Reefer, Electrician, Pumpman, Machinist, Boilermaker Herb Spencer, 24, San Francisco: Reefer, Deck Engineer William Burgess, 33, Piney Point: Fireman, Watertender, Oiler, Deck Engineer, Pumpman S. Simpson, 25, New York: Reefer, Electrician, Pumpman, Deck Engineer, Junior Engineer, Machinist Patrick Rogers, 43, New York: Reefer Clarence Hemby, New York: Reefer, Pumpman Robert Prater, 22, New York: Reefer Perry Ellis, 25, Texas: Electrician Guy Campanella, 19, New York: Fireman, Watertender, Oiler Gerald Nixon, 22, Piney Point: Fireman, Watertender, Oiler Joseph McGauley, 35, San Francisco; Reefer, Electrician Robert Ohler, 22, Florida: Reefer, Fireman, Watertender, Oiler, Pumpman, Deck Engineer R. McDonald, 24, New York: Reefer, Junior Engineer, Deck Engineer, Ma­ chinist, Pumpman, Boilermaker Svend Hommen, 50, New York: Reefer, Electrician, Pumpman, Deck Engineer Larry Hayes, 27, New York: Reefer, Electrician, Deck Engineer, Junior Engi­ neer, Boilermaker, Machinist James Smitko, 32, New York: Pumpman, Fireman, Watertender, Oiler, Deck Engineer, Junior Engineer, Boilermaker, Machinist Lee J. Rogers, 40, Baltimore: Tankerman, Machinist Cosimo Melpignano, 44, New York: Electrician Anthony Novak, 49, New Orleans: Pumpman, Deck Engineer, Reefer, Junior Engineer Earl Rogers, 41, Baltimore: Deck Engineer, Junior Engineer Robert Trainor, 24, New York: Able Seaman Julio Bermudez, 39, Florida: Lifeboat, Able Seaman Charles Pruitt, 34, Piney Point: Lifeboat, Able Seaman Jess Etheridge, 27, Piney Point: Lifeboat, Able Seaman Dan Hamilton, 27, Philadelphia: Lifeboat Kamin Lambertson, 20, Piney Point: Able Seaman Patrick Knox, 19, Mobile: Able Seaman James Wilkerson, 19, Mobile: Lifeboat, Able Seaman Steward Marshall, 44, Philadelphia: Lifeboat Carl Johnson, 33, Norfolk: Lifeboat, Able Seaman Dyrell Davis, 19, Texas: Lifeboat, Able Seaman John Parker, 29, Florida: Lifeboat, Able Seaman Monte Grimes, 20, San Francisco: Able Seaman Elex Cary, 39, New York: Lifeboat, Able Seaman Scott Myhre, 20, San Francisco: Able Seaman , Tom Kilbride, 24, New York: Able Seaman John Alden, 49, Florida: Quartermaster Mosel Myers, 20, New York: Able Seaman Oscar Wiley, 33, San Francisco: Lifeboat, Able Seaman Frank Bermudez, 23, New York: Able Seaman Christos Psanis, 38, New York: Quartermaster Jan Kolodziej, 62, New York: Quartermaster William Bellinger, 48, Texas: Lifeboat Arthur Mallory, 35, Florida: Lifeboat, Able Seaman Jean Morris, 29, California: Lifeboat, Pumpman, Deck Engineer Trawn Gooch, 20, Baltimore: Able Seaman Thomas Minton, 20, Florida: Lifeboat, Able Seaman Billie Mason, 41, Florida: Lifeboat, Able Seaman John Trout, 26, Baltimore: Able Seaman Tim Thomas, 20, New York: Able Seaman Pier-Angelo Poletti. 31, New York: Quartermaster Hans Jacobsen, 63, Florida: Quartermaster George Tamlin, 36, New York: Quartermaster R. Tomaszewski, 38, New York: Machinist, Deck Engineer, Reefer, Electrician, Boilermaker, Jr. Engineer, Deck Engine Mechanic February 1973 Imro Salomons, 47, New York: Electrician. Reefer, Deck Engineer, Jr. Engineer, Boilermaker, Machinist, Deck Engine Mechanic Ursel Barber, 21, New York: Electrician, Reefer, Deck Engineer, Boilermaker, Jr. Engineer, Pumpman Exequiel Liwag, 44, Norfolk: Fireman, Watertender, Oiler, Pumpman, Jr. Engi­ neer, Deck Engineer Jose Vazquez, 19, New York: Fireman, Watertender, Oiler, Reefer, Electrician, Pumpman, Deck Engineer Williard Verzone, 21, Alabama: Fireman, Watertender, Oiler, Reefer, Pumpman, Deck Engineer, Electrician, Junior Engineer Rocco Tomeo, 44, New York: Fireman, Watertender, Oiler, Reefer, Pumpman, Deck Engineer, Electrician, Jr. Engineer George Elot, 46, New York: Deck Engineer, Jr. Engineer, Pumpman, Machinist Buren Elliott, 69, Norfolk: Fireman, Watertender, Oiler John Lyons, 51, New York: Deck Engineer, Electrician, Reefer, Tankerman, Machinist, Boilermaker, Deck Engine Mechanic John Kirk, 41, California: Reefer, Electrician, Deck Engineer, Jr. Engineer, Machinist, Boilermaker, Deck Engine Mechanic W. Chancey, 31, Florida: Pumpman, Deck Engineer, Jr. Engineer, Deck Engine Mechanic Everett Richman, 42, Florida: Boilermaker, t^eck Engine Mechanic John Hoppe, 47, Baltimore: Fireman, Watertender, Deck Engineer, Jr. Engineer, Reefer, Pumpman, Machinist, Boilermaker John Hastings, 20, California: Oiler Joseph DiSanto, 46, Boston: Reefer, Deck Engineer, Jr. Engineer, Boilermaker, Machinist, Tankerman John Wells, 21, New York: Able Seaman Billie Marrell, 33, Florida: Lifeboat, Able Seaman Porfirio Sambula, 41, New York: Lifeboat, Able Seaman Robert Prentice, 54, Tampa: Pumpman, Deck Engineer, Machinist, Reefer, Deck Engine Mechanic Clayton Everett, 21, Norfolk: Fireman, Watertender, Oiler Raymond Colon, 24, New York: Fireman, Watertender, Oiler Galen Underwood, 33, Piney Point: Pumpman John Persley, 28, New York: Reefer William Pollard, 38, Baltimore: Reefer, Boilermaker Stuart Carter, 19, New York: Cook & Baker Blanton Jackson, 34, Baltimore: Electrician, Reefer, Boilermaker, Pumpman, Deck Engineer Caldwell Sabb, 24, New York: Electrician, Reefer, Pumpman James Combs, 29, Baltimore: Reefer, Pumpman Sonto Mondone, 51, Norfolk: Electrician, Reefer, Boilermaker, Pumpman, Deck Engineer Thomas Maga, 54, New York: Electrician, Reefer, Pumpman Steve Browning, 21, Norfolk: Oiler, Electrician, Reefer, Deck Engineer, Pumpman Bert Reamey, 48, California: Machinist, Boilermaker Ashton Woodhouse, 20, California: Fireman, Watertender, Oiler, Pumpman Robert Fowler, 31, Norfolk: Boilermaker John Wolfe, 20, New York: Able Seaman William Ripley, 23, Norfolk: Able Seaman Patrick Hawker, 19, Houston: Able Seaman Lexie Shaw, 24, New Orleans: Lifeboat Robert McCauley, 39, Baltimore: Quartermaster James Thomas, 36, Baltimore: Quartermaster James McLaugJilin, 53, New York: Quartermaster Apply Now For Upgrading Seafarers may use the foUowing application form for upgrading in the Deck Department, Engine Department or Steward Department. Name Age Home Address S.S. # Mailing Address Book # Phone Ratings Now Held What Rating Interested In Dates Available to Start HLS Graduate: Yes.... No.... Record of Seatimc: Ship Rating Held Lifeboat Endorsement: Yes.... No. .. . Dale of Shipment Date of Discharge Return completed application to the attention of: Mr. Robert Kalmus Director of Vocational Education Harry Lundeberg School Piney Pt., Md. 20674 J Page 19 �Digest of SlU Meetings v_ McLEAN (Sea-Land), January 10— Chairman John Hunter; Secretary Guy Waiter. Some disputed OT in engine de­ partment. Vote of thanks to the steward department. Discussion on ratings in en­ gine department and school in Piney Point for upgrading men to QMED. AZALEA CITY (Sea-Land), January 5—Chairman D. Hicks; Secretary W. McNeely; Deck Delegate James Davis; Engine Delegate Jose Pineiro. Some dis­ puted OT in deck and engine depart­ ments. Everything running smoothly. ERNA ELIZABETH (Albatross Tank­ ers), January 7—Chairman W. N. Gergory; Secretary S. J. Davis; Engine Delegate Van Whitney. $9.50 in ship's fund. Vote of thanks to the steward de­ partment for a fine Christmas Dinner. Everything running smoothly. MONTPELIER VICTORY (Victory Carriers), December 10—Chairman Bob L. Searborough; Secretary J. Davis; Deck Delegate Edward M. Ellis. Everything running smoothly. OVERSEAS TRAVELER (Maritime Overseas), December 17—Chairman C. Quinnt; Secretary Ezekiel Hagger; Stew­ ard Delegate E. S. Walker. No disputed OT. Everything running smoothly. STEEL KING (Isthmian), January 1 — Chairman G. Glennon; Secretary D. Collins; Deck Delegate H. Willingham. Everything ruiming smoothly. Next port Durban, S. A. C.S. NORFOLK (Cities Service), Jan­ uary 11 — Chairman William James Beatty; Deck Delegate John J. McDermott. Some disputed OT in engine and steward departments. Everything run­ ning smoothly. Next port New York. MARYMAR (Calmar), December 28 —Chairman Joseph Michael; Secretary Claude Garnelt, Jr.; Ship's Chairman Joseph Michael; Engine Delegate Robert S. Davis; Steward Delegate Stanley A. Ulycik. Everything running smoothly. CITRUS PACKER (Waterman), De­ cember 3 — Chairman E. DeAngelo; Secretary J. Prestwood; Educational Di­ rector J. Gouldman; Deck Delegate Jerry McLean. $12.50 in ship's fund. Every­ thing running smoothly. Observed one minute of silence in memory of departed brothers. TRENTON (Sea-Land), January 7— Chairman James Shortell; Secretary J. P. Mar; Engine Delegate Joe Kordick; Steward Delegate Frank Van Dusen. $34.00 in ship's fund. A vote of thanks to the steward department for such an excellent job in preparing Christmas Dinner. TRANSONEIDA (Seatrain), January 15—Chairman L. Fitton; Secretary S. Rothschild; Deck Delegate C. Loveland; Engine Delegate Edward Eyra; Steward Delegate Hendrick Yakoski. Everything is running smoothly. TRANSIDAHO (Hudson Waterways), January 7 — Chairman W. Woturski; Secretary A. Shrimpton. $97.00 in ship's fund: Everything is running smoothly. LOS ANGELES (Sea-Land), January 14—Chairman B. Granberg; Secretary H. Huston. Everything running smooth­ ly. Next port Oakland. COUNCIL GROVE (Cities Service), January 7—Chairman H. J. Steen; Sec­ retary C. Mullen; Deck Delegate Milton Poole; Steward Delegate Charles J. Hickox. Some disputed OT in deck department. Everything is running smoothly. Next port Japan. WILLIAM T. STEELE (Texas City Tankers), January 11—Chairman T. R. Sanford; Secretary W. R. Stone; Deck Delegate Carl E. Thompson; Steward Delegate Edward E. Davidson. $27.00 in ship's fund. No disputed overtime. One minute of silence in memory of departed brothers. PORTLAND (Sea-Land), January 7 —Chairman N. Bechlivania; Secretary J. Kundrat; Deck Delegate Sven E. Jansson. Everything running smoothly. CITRUS PACKER (Waterman), De­ cember 17—Chairman E. DeAngelo; Secretary J. Prestwood; Educational Di­ rector J. Gouldman; Deck Delegate Jerry McLean. $8.50 in ship's fund. Little disputed OT in deck department. Every­ thing running smoothly. One minute of silence observed for departed brothers. CITRUS PACKER (Waterman), De­ cember 24—Chairman E. DeAngelo; Secretary J. Prestwood; Educational Di­ rector J. Gouldman; Deck Delegate Jerry McLean. $8.50 in ship's fund. Some disputed OT in deck department. Every­ thing running smoothly. One minute of silence observed in memory of departed brothers. NEW YORKER (Sea-Land), De­ cember 26—Chairman G. Shaveyfelt; Secretary V. Sanchez; Educa­ tional Director H. W. Bennett; Engine Delegate T. A. Stubbs Jr. Vote of thanks to steward department for a job well done. MOBILIAN (Waterman), December 24—Chairman J. Koen; Secretary Henry W. Roberts; Deck Delegate B. C. Jor­ dan; Engine Delegate Harry N. Foster; Steward Delegate Ralph H. Taylor, Jr. Some disputed OT in engine and stew­ ard departments. Everything running smoothly. ERNA ELIZABETH (Albatross Tank­ ers), December 17—Chairman W. N. Gergory; Secretary S. J. Davis. $9.50 in ship's fund. Everything is running smoothly. ERNA ELIZABETH (Albatross Tank­ ers), January 7—Chairman W. N. Gergory; Secretary S. J. Davis. $9.50 in ship's fund. Vote of thanks to the steward department for a fine Christmas dinner. Everything is running smoothly. COUNCIL GROVE (Cities Service), December 2—Chairman H. J. Steen; Secretary C. Mullen; Deck Delegate Mil­ ton Poole; Steward Delegate Charles J. Hickox. Some disputed OT in deck department. Everything is running smoothly. SEATRAIN LOUISIANA (Seatrain), January 7—Chairman A. Vilanova; Sec­ retary G. M. Wright; Engine Delegate Jose Guzman. $19.13 in ship's fund. Some stamps. Some disputed OT in deck and engine departments. STEEL EXECUTIVE (Isthmian), De­ cember 31—Chairman R. Lipsey; Secre­ tary J. Reed. A vote of thanks to the steward department for a wonderful Christmas dinner. GATEWAY CITY (Sea-Land), Janu­ ary 14—Chairman L. Rodeigits; Secre­ tary F. Fraone; Steward Delegate E. Sims. $7.00 in ship's fund. Everything running smoothly. CITIES SERVICE MIAMI (Cities Service), January 7—Chairman Frank J. Schandl; Secretary A. Gardner; Educa­ tional Director J. Tipton; Deck Delegate Lonnie Cole; Steward Delegate Herbert Archer. Vote of thanks to the steward department. Next port Lake Charles. THOMAS JEFFERSON (Waterman), January 1—Chairman Peter A. Ucci; Secretary R. L. Alford; Educational Di­ rector John Smith; Steward Delegate John W. Murphy. Everything running smoothly. Vote of thanks to the steward department. Stood for one minute of silence for our departed brothers. SL 180 (Sea-Land), December 24Chairman C. F. Boyle; Secretary E. Carmichael; Educational Director H. Jones. Everything running smoothly. Vote of thanks to the steward department. SL 180 (Sea-Land), December 24Chairman C. F. Boyle; Secretary F. Carmichael; Educational Director H. Jones. Everything running smoothly. LOS ANGELES (Sea-Land), Jan­ uary 7—Chairman B. Granberg; Sec­ retary H. Huston; Educational Direc­ tor Martin; Deck Delegate Stanley Krieg; Steward Delegate Franklin C. Snow. Vote of thanks for an excep­ tionally good Christmas and New Year's dinner. SEATRAIN LOUISIANA (Seatrain), December 31—Chairman A. Vilanova; Secretary G. M. Wright; Engine Dele­ gate Jose Guzman. $19.13 in ship's fund. Some stamps. Some disputed OT in deck and engine departments. Everything run­ ning smoothly. Next port Long Beach. OVERSEAS JOYCE (Maritime Over­ seas), December 10—Chairman Bobbie G. Williams; Secretary Francis E. Burley; Steward Delegate James C. Dies. Everything running smoothly. CITRUS PACKER (Waterman), De­ cember 10—Chairman E. DeAngelo; Secretary J. Prestwood; Educational Di­ rector J. Gouldman; Deck Delegate Jerry McLean; Steward Delegate Eddie Jack­ son. $8.50 in ship's fund. Everything running smoothly. Observed .one min­ ute of silence in memory of departed brothers. Page 20 SEATRAIN GEORGIA (Seatrain), December 31—Chairman S. Brunetti; Secretary R. Taylor; Deck Delegate John Gallagher. Everything running smoothly. Vote of thanks to the steward depart­ ment for a fine Christmas dinner. Vote of thanks to crew messman Brother Gordner for keeping messroom clean. SL 180 (Sea-Land), December 31— Chairman C. F. Boyle; Secretary F. Carmichael; Educational Director H. Jones. Everything running smoothly. TRANSONTARIO (Seatrain), De­ cember 31—Chairman F. A. Pehler; Secretary B. E. Gletcher; Educational Director B. Stearm; Deck Delegate A. Lisnansky; Engine Delegate H. L. David; Steward Delegate L. Thompson. Vote of thanks to the steward depart­ ment for a job well done. TRANSONEIDA (Seatrain), January 7—Chairman L. Fitton; Secretary S. Rothschild; Engine Delegate Edward Eyra; Steward Delegate Hendrick Yakoski. Everything is running smoothly. J JEFFERSON CITY VICTORY (Vic­ tory Carriers), January 7—Chairman K. Gahagan; Secretary H. K. Pierce; Edu­ cational Director G. Mike. Some dis­ puted OT in engine department. Every­ thing running smoothly. When the SlU-contracted Jacksonville was converted for use as a containership in 1968 the fact that her ship's bell still retained her original name was over­ looked. She was formerly known as the Mission-Salerno, built in 1944. TRANSINDIANA (Hudson Water­ ways), January 7—Chairman A. Hanstvedt; Secretary D. Nqnn; Educational Director J. Darby. $10.00 in ship's fund. Some disputed OT in deck department. Everything running smoothly. Next port Oakland. Seafarers Log �Tragedy Hits Vantage Endeavor P VacJc of All Trades^ Steward Saves Shipmate Tragedy struck topside aboard the homeward bound SlU-contractcd freightship Vantage Endeavor in mid-Pacific the day after a Merry Christmas. If it were not for the quick thinking and effective first aid skills of the "jack-of-all-trades" chief steward of the 7,850-ton ship, the life of a seriously injured shipmate could have been lost. The injury, however, did cost Seafarer William B. Kight, 42, of Chesapeake, Va., a limb 36 hours later. "It was just after 10:30 a.m. coffee time," recalled Chief Steward John Durrant Penned, 46, and deck delegate Lloyd Allen Taylor, 39, as the MSC-chartered ship neared Midway Island, after crossing the International Date Line, when things began to hap­ pen. Brother Penned of Hoffman, Tex., an SIU member since wartime 1944, said he was in the messroom when he got a cad for help from the foredeck. Brother Taylor of Vanceboro, N.C., explained to the LOG that he, Kight, an OS in the SIU over two years. Bosun Albert James Doty, 61, a Louisianan with 31 years in the SIU and AB dayman Bertis Shank were slushing grease on a cargo loading boom's cable runners moments before the tragic incident. The chief steward was told that the heavy cargo hook was moving up to the gim block when a splice got caught and having no tail on it, stuck there. The runner had come off the spool on the winch below which took up the slack. The boom lowered, but came down ad of a sudden; the hook shook loose and the runner came down. Penned explained. The steward described how Kight, standing on deck in a loop of wire, got snagged by the runaway splice which jerked him 4 to 6 feet upward into the air. Then, Taylor related, "we yelled to the bridge for assistance when Brother Kight got his right leg cut almost off by the wire." The steward came runing to the assistance of the injured seaman with a stretcher and Chief Mate Richard Cantwed Jr. Penned said he found Kight bleeding profusely ERNA ELIZABETH (Hudson Water­ ways), December 26—Chairman C. Hill; Secretary P. Shauger; Educational Di­ rector C. D. Simmons. Some disputed OT in engine department. Vote of thanks to steward department for a fine Christ­ mas dinner. Next port St. Croix. THOMAS JEFFERSON (Waterman), January 7—Chairman Peter Ucci; Sec­ retary R. L- Alford; Educational Direc­ tor William Schneider. Everything run­ ning smoothly. Stood for one minute of silence for our departed brothers. CITIES SERVICE MIAMI (Cities Service), January 14—Chairman Frank J. Schandl; Secretary A. Gardner; Edu­ cational Director J. Tipton; Deck Dele­ gate L'onnie Cole; Engine Delegate Rodney Boriase. Everything running smoothly. Vote of thanks to the steward department. Next port Boston. DEL ORO (Delta), January 14— Chairman Roy Guans; Secretary A. Rudnicki; Educational Director Q. P. Bailey. Movie fund has $109.00, no money in ship's fund. Some disputed OT in engine and steward departments. Vote of thanks to the steward department for a job well done. DEL ORO (Delta), December 27— Chairman Roy Evans; Secretary A. Rudnicki; Educational Director Q. P. Bailey. $69.00 in movie fund. Some disputed OT in engine and steward departments. Received Log for November and SIU fact sheet No. 3. JEFFERSON DAVIS (Waterman), January 7—Chairman Elmer Rushing; Secretary C. Breaux; Steward Delegate W. H. Harris. Everything running smoothly. SL180 (Sea-Land), January 7—Chair­ man C. F. Boyle; Secretary H. Jones. Everything running smoothly. February 1973 from a main artery opening in the right leg. Deckhand Taylor pointed out that the steward "quickly used his great working knowledge of first aid in getting the blood stopped and making Kight as comfortable as possible." Right's shipmates put a cloth on the wound, and Penned took off his belt and used it and the buckle to form a tourniquet around the limb. They then carried the injured man on the stretcher to the ship's hospital where the steward used hot water and a disinfectant to clean the injured leg. Outside on deck, Capt. David Richards made a quick diversion to Midway Island and stayed on the radio telephone for help until he made contact with Midway Island rescue. Carrying injured Seafarer William Kight on stretcher to helicopter liftoff to a nearby hospital. JEFFERSON DAVIS (Waterman), December 3—Chairman E. Rushing; Secretary H. L. Durham; Steward Dele­ gate W. H. Harris. $32.00 in ship's fund. Everything running smoothly. ARIZPA (Sea-Land), January 15— Chairman R. Hodges; Secretary J. Prats; Steward Delegate G. Williams. $17.00 in ship's fund. Everything running smoothly. SEATRAIN CAROLINA (Hudson Waterways), December 31—Chairman J. B. Dixon; Secretary O. Payne; Edu­ cational Director Harry Dusadaway. $96.01 in ship's fund $1.00 in postage stamps. Some disputed OT in deck and engine departments. One minute of si­ lence observed for our departed brothers. NOONDAY (Waterman), December 10—Chairman Joseph D. Blanchard; Secretary Walter Lescovich; Engine Delegate Charles Smith. $46.00 in ship's fund. Everything running smoothly. One minute of silence in memory of our de­ parted brothers. NOONDAY (Waterman), December 17—Chairman Joseph D. Blanchard; Secretary Waiter Lescovich; Engine Delegate Charle,s Smith. $46.00 in ship's fund. Everything running smoothly. One minute of silence in memory of our de­ parted brothers. LA SALLE (Waterman), December 24—Chairman E. Craddock; Secretary R. Donnelly; Educational Director B. Hubbard. Everything running smoothly. Vote of thanks to stewiurd department for a fine Christmas dinner. PENN CHALLENGER (Penn Ship­ ping), January 14—Chairman J. W. Fultz; Secretary B. E. Fletcher; Educa­ tional Director R. R. Waters; Engine Delegate F. Gonzales. $20.00 in ship's fund. Some disputed OT in engine de­ partment. Everything running smoothly. There was no possibility tor neip until next morning when "we were to arrive at Midway." So the captain had the engineer give him all possible speed. Meanwhile, the steward replaced his belt on the leg with a gauze tourniquet. Having no morphine, he asked the captain for two half grains of codeine to ease Right's pain. At 3 a.m. the bleeding was stopped by a sheet tourniquet. "Early the next morning at 8 a.m.," according to Taylor, "the Navy sent out a helicopter and we carried the injured man and took him up on the awning. When the chopper sent down the hook we hooked him up and they winched him up and aboard." That night an Air Force plane flew Kight to the U.S. Army's Trippler General Hospital in Honolulu. Hawaii, where his right leg had to be amputated. He is there now recuperating. Back on the Vantage Endeavor, the day after the helicopter liftoff. 17 crewmembers signed a com­ mendation that read in part: "We. the crewmembers of the Vantage Endeavor. are proud to have with us a man who is a 'jack-of-alltrades' and is our chief steward too. Brother Penneli spent all day and night caring for the man and stopping the blood when it was necessary and trying to make Kight as comfortable as possible. So, we the crew, would like for our other SIT.' brothers to knowhow proud we are to have such a good steward who besides being a promoter of good food deserves the highest praise for his exceptional performance in helping to save the injured man's life." The commendation also praised "the great per­ formance of all three departments, the Master and Chief Mate for their teamwork applied to the emergency." The chief .steward had stressed that the crew had previously practiced helicopter liftoffs of injured personnel. The Vantage Endeavor left Yokohama Dec. 18, went through the Panama Canal Jan. 16 to reach a New Orleans payoff Jan. 23. NOONDAY (Waterman), December 31—Chairman Joe Blanchard; Secretary Walter Lescovich; Educational Director R. Marr; Engine Delegate Charles Smith. $46.00 in ship's fund. Everything run­ ning smoothly. One minute of silence in memory of our departed brothers. ERNA ELIZABETH (Albatross Tank­ er), January 14—Chairman W. N. Gergory; Secretary S. J. Davis. $8.50 in ship's fund. Some disputed OT in deck and engine departments. Everything run­ ning smoothly. PORTMAR (Calmar), January 14— Chairman Jack F. Gerusis; Secretary V. Douglas; Deck Engineer A. S. Palmes; Engine Delegate John O'Toole. Every­ thing running smoothly. SEATRAIN LOUISIANA (Seatrain), December 3—Chairman A. Vilanova; Secretary G. M. Wright; Educational Di­ rector S. Beattie; Engine Delegate Jose Guzman. $19.13 in ship's fund. Some disputed OT in deck department. Every­ thing running smoothly. Next port Oak­ land. TRANSCOLUMBIA (Hudson Water­ ways), January 7—Chairman A. Otremba; Secretary H. Fielder; Educational Director W. Holland; Deck Delegate E. C. Andersen; Engine Delegate Fred­ erick J. Neel. $ 1.00 in ship's fund. Some disputed OT in deck and steward de­ partments. Next port Norfolk. SEATRAIN LOUISIANA (Seatrain), December 11—Chairman A. Vilanova; Secretary G. M. Wright; Educational Director E. C. Walker; Engine Dele­ gate Jose Guzman. $19.13 in ship's fund. Some stamps. Everything running smoothly. Next port Kwajelian. TRANSOREGON (Hudson Water­ ways), January 7—Chairman Walter W. Leclair; Secretary A. Aragones; Deck Delegate E. J. Olive; Engine Delegate John L. Hubbard. $20.00 in ship's fund. Vote of thanks to the steward depart­ ment for a job well done. Next port Weehawken, New Jersey. PORTLAND (Sea-Land), December 31—Chairman N. Bechlivanis; Secretary J. Kundrat; Educational Director M. E. Kimble; Deck Delegate Sven E. Jansson. Some disputed OT in deck department. Everything running smoothly. Next port Elizabeth, New Jersey. WALTER RICE (Reynolds Metals), December 31—Chairman D. G. Calogeros; Secretary J. P. Lamb; Deck Dele­ gate David Boone; Engine Delegate Paul C. Johaanson; Steward Delegate Richard Sierman. $19.03 in ship's fund. Every­ thing running smoothly. Vote of thanks to steward department for a job well done, especially to the chief cook and both messmen. SEATRAIN LOUISIANA (Seatrain). December 17—Chairman A. Vilanova; Secretary G. M. Wright; Educational Director E. C. Walker; Engine Dele­ gate Jose Guzman. $19.13 in ship'.s fund. Some stamps. Everything running smoothly. Next port Kwajelian. ACHILLES (Newport Tanks), Janu­ ary 4—Chairman Mitchell; Secretary Golf; Educational Director Miller. $31.00 in ship's fund. Some disputed OT and wages in engine department. Vote of thanks to steward department for a job well done. SEATRAIN GEORGIA (Seatrain), December 24—Chairman S. Brunett; Secretary R. Taylor; Educational Direc­ tor K. Blackwell; John Gallagher Deck Delegate, Everything running smoothly. SEATRAIN LOUISIANA (Seatrain), December 2.5—Chairman A. Vilanova; Secretary G. M. Wright; Electrician E. C. Walker; Engine Delegate Jose Guzman. $19.13 in ship's fund, some stamps. Everything running smoothly. Next port Guam. Page 21 �The Russians of Novorossiysk The following letter was submitted to the LOG by Brother Charles A. Bortz, who sails as Able Seaman aboard the Transpanama. In his letter. Brother Bortz provides Seafarers who may be shortly shipping out on voyages to Russia with a good idea of what such trips are like. By Charles A. Bortz Since many SIU ships may be calling at Russian ports during the next few months, I think the mem­ bership might be interested in the experiences of the crew of the Transpanama behind the now shredded Iron Curtain. We left Galveston on December 8th with 27,000 tons of grain. So far as we know it was very ordinary grain, although the Moscow News reported that all grain shipments were being very carefully checked for "sterilizing agents." Seventeen days later—Christ­ mas Day—we managed to make Gibraltar. January 2nd we anchored off Novorossiysk, a busy little port up in the northeast corner of the Black Sea. One thing about Russian ports: you don't have to cruise around out there blowing the whistle and wait­ ing for someone to take notice of you. Crisscrossing searchlights light up every inch of the harbor area and converge on any ship making an approach. Our first night at anchor, a patrol boat took up station on our quarter and stayed there until dawn's early light. Seeing that we didn't drop any frogmen, it left us alone the next night except for the token halfhour visits it made to every ship in the anchorage. Novorossiysk has been destroyed four times since its founding a little more than a hundred years ago— once by the Turks, twice by the Germans, and once by, of all people, the British. When the Red Army was fighting the White Army, the British Navy came in and lobbed shells around the cement mills and harbor installations. That perhaps explains why the Novorossiyskis are a bit more nervous about incoming ships than the good people of Mobile or Lung Beach. We stayed three days at anchor. We got launch serv­ ice as soon as the ship was cleared and pretty good launch service at that. The boats were practically brand new, spanking clean, and completely closed in against the weather. Almost everything around the harbor was brand new—ships, cranes, tugboats. If couldn't get any Americans for his ping pong tourna­ ments and showings of Russian movie classics. He did persuade four crewmembers to go on a tour one Saturday and the next Saturday he might have gotten a full bus load for a planned visit to the local cham­ pagne factory. Unfortunately, the ship sailed. Truth to tell, the Seamen's Club had competition uptown. Novorossiysk is a fairly small place, 150,000 or so, but there were three restaurant-cafes to which you could go. There were also—to our amazement— girls. The first night it seemed there were girls every­ where—by the post office, in the park, clustered in the three restaurants—but after we had been there awhile, it developed that they were always the same girls. Lenin and Marx never wrote very much on maritime affairs, so perhaps there is a function after all for such girls in a socialist society. Anyway we had to be back on the ship at midnight. It took us two weeks to unload our grain and the morning we were ready to sail, we were hit by what the locals call a "borer." This is a north wind that comes whistling through a hole in Novorossiysk's shel­ tering hills and sweeps around the harbor at anywhere up to a 100 miles an hour. At the same time, the temperature drops to zero, and everything is frozen to the dock. We had to take on 20,000 tons of ballast, by which time the wind had blown itself out and we could ease through the breakwater. Happily, we made it out with all hands. Nobody was jailed or sent to the salt mines. Indeed the Rus­ sians were very kind; even in those cases where they could have made trouble—like boys out after curfew —they chose to be lenient. We sweated out the money check—we had heard that some Norwegians had been socked with heavy fines—but even that was smoothed over. If I were going to Novorossiysk again though, I would be mighty careful to see that the money I de­ clared was accounted for at sailing time. You never know when the party line will change. Otherwise, I wouldn't have any fears. The Russians are curious about Americans and eager to make friends. So long as you stay off politics, you can be the most popular man in town. And the girls are pretty. A Russian port brightly lit up at night, there is any doubt in your mind about the effort Russia is making to become a major maritime power, you have only to look around Novorossiysk. What we talked about mostly on the long voyage over was what we could do when we did get to Russia. As it turned out, there were few restrictions. You had to give your seamen's papers to a soldier at the foot of the gangway in return for a shore pass. After that you were on your own, until midnight, that is. At the witching hour everyone had to be back on the ship. You are supposed to declare all your money and get your rubles from an authorized money changer. At the Seamen's Club, a half-litre bottle of vodka costs from 4V2 to 6 rubles—well over $5. On the other hand, champagne was only 5 rubles. This ac­ counted for the unusual sight of men in dungarees sitting around drinking champagne. Perhaps that's where the myth of the Worker's Paradise got started. The Seamen's Club was the first port of call in Novorossiysk. It was a five minute walk in a straight line from where the Transpanama was docked. Even if you didn't plan to stay there, it was a place to get warm. The Seamen's Club people went all out for us. They had dances, movies, social evenings and all kinds of entertainments set up. Anatoli, the English speak­ ing interpreter who more or less took charge of the American contingent, was very hurt because he Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid January 1-31,1973 Number SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits In Hospital Surgical Maternity Blood Transfusions Optical Special Equipment " PENSIONERS i& DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Exp Surgical Optical Blood Transfusions Special Equipment Meal Books Dental Supplemental Medicare Premiums Scholarship Program Total Seafarers Welfare Plan Total Seafarers Pension Plan \y/ Page 22 Amount YEAR YEAR MONTH TO DATE MONTH TO DATE 11 459 505 30 6 9,912 1 171 2 27 871 1,012 50 9 17,119 2 402 3 $ 25,565.43 459.00 1,515.00 3,416.47 146.50 79,296.00 291.75 4,193.20 293.80 $ 70,157.53 871.00 3,036.00 5,706.27 552.50 136,952.00 416.75 8,884.51 316.80 376 63 121 32 6 108 789 155 260 51 10 294 73,567.31 1,870.31 16,175.00 8,084.85 361.00 3,211.41 149,213.19 4,212.76 32,650.50 11,984.85 714.00 6,740.35 8 123 133 11 80 14 247 277 29 146 1 7 2,094 1 2,787 19 26,676 4,034 3,162 33,872 24,000.00 23,418.03 5,150.96 2,060.00 1,397.27 — 792.44 13,400.00 — 906.10 3,029.80 292,601.63 11,511.50 947,732.44 1,251,845.57 42,000.00 41,963.01 9,345.30 4,537.50 2,693.84 82.50 947.44 20,940.00 350.00 17,166.50 7,719.29 580,154.39 955,760.00 1,581,388.55 3,117,302.94 5 1,340 — 19 8 13,530 19 1,658 15,207 Seafarers Log s fit-- •• �>• New SlU Pensioners P'J' Gilbert A. Delgado, 60, is a na­ tive of Mexico and now makes his home in Houston, Texas. He joined the SIU in 1951 in the Port of Gal­ veston and sailed in the deck de­ partment. Brother Delgado served in the Army during World War II. Carlie White, 62, joined the SIU in 1951 in the Port of Baltimore and sailed in the engine depart­ ment. He is a native of North Caro­ lina and now resides in New Or­ leans. Brother White is an Army veteran of World War II, John M. JujTue, 67, was born in Biloxi, Mississippi. He joined the SIU in the Port of New Orleans in 1951 and sailed in the deck depart­ ment. Brother Tujague now makes his home in New Orleans. Howard D. Fowler, 62, joined the union in 1939 in the Port of Baltimore. He is a native of South Carolina and now makes his home in Reno, Nevada. The 33-year SIU veteran sailed in the engine depart­ ment. Raul M. Maitin, 63, was born in the town of Cabo Rojo, Puerto Rico. He joined the union in 1945 in the Port of New York and sailed in the steward department. Seafarer Maiten now makes his home in Mayagues. P.R. William E. Lanier, 65, joined the SIU in 1941 in the Port of Gal­ veston. A native of Oklahoma, Sea­ farer Lanier now makes his home in Texas City, Texas. The 31-year veteran sailed in the deck depart­ ment. Enrique Gonzalez, 65, was born in Key West, Florida and now makes his home in Miami. He joined the SIU in 1949 in the Port of Tampa. Brother Gonzalez sailed in the deck department. Benjamin Franklin Mezger, 63, is a life-long resident of Magnolia. New Jersey. He joined the SlUaffiliated Railway Marine Region in 1960 in the Port of Philadelphia. Brother Mezger sailed as a deck­ hand for the Reading Railroad. James Lynch Jr., 46, was bora in Jersey City and now resides in Parlin, N.J. Brother Lynch joined the union in 1960 in the Port of New York and sailed in the deck department. He is a Navy veteran of World War II. - Raymond E. Waterfield, 51, is a native of Norfolk, Va. He joined the union in that port in 1951 and sailed in the engine department. Brother Waterfield now lives in Virginia Beach, Va. John C. Mitchell, 63, is a native of Atlanta, Ga. and now makes his home in New Orleans. He joined the SIU in 1951 in the Port of New York and sailed in the deck depart­ ment. Brother Mitchell served in the Marines for 13 years from 1926 to 1939. Harry F. Goodwin, 65, is a na­ tive of the state of Maine. He joined the SIU in 1947 in the Port of Mo­ bile and sailed as able seaman. Brother Goodwin now makes his home in Waterville, Maine. Perry M. Klauber, 64, joined the union in 1940 in the Port of Baltimore. Born in St. George, South Carolina, he now resides in New Orleans. Brother Klauber sailed in the engine department. Magdaleno Peralta, 67, is a na­ tive of the Philippine Islands and now makes his home in Jersey City. N.J. Brother Peralta joined the SIU in 1947 in the Port of New York. The 25-year veteran sailed in the steward department. Jose Vega, 62. is a native of Yauco, Puerto Rico. He joined the SIU in the Port of New York in 1944 and sailed in the steward de­ partment. Seafarer Vega now makes his home in Santurce, P.R. Harry Herion, 65, joined the SIU in 1956 in the Port of Elberta and sailed in the deck department. He is a native of Michigan and now resides in Manitowoc, Wise. Brother Herion had been sailing for 25 years on the Great Lakes when he retired. Alfred W. Plautz, 59, was bom in Marinette, Wise, and now makes his home in Menominee, Michigan. He joined the SIU in 1960 in the Port of Buffalo and sailed in the deck department. Seafarer Plautz had been sailing on the Great Lakes for 34 vears when he retired. Henry Johnson, 72, is a native of South Carolina and now makes his home in Trenton, New Jersey. Brother Johnson joined the union in 1957 in the Port of Baltimore and sailed in the steward depart­ ment. He had been sailing for over 40 years when he retired. n11 iv ,1 Security In Unity SOLUTION TO CHESSMATE Among the first to join the SlU-pension rolls in 1973 are Brothers Manuel Santana and Walter Grosvenor —and they couldn't be happier—as they receive their first monthly pension checks from area Vice-President Earl Shepard during the February membership meeting at headquarters. February 1973 1. B-R6 Check K-Nl 2. N-B6 Check K-Rl 3. R.K8 Mate One of 13 Navy Tankers PECOS Page 23 �Jfinal Beparturesi Harold V. King, 57, passed away on January 1. Bom in Newfound­ land, he was a resident of Elmhurst, N.Y. at the time of his death. Sea­ farer King joined the SIU in 1952 in the Port of New York and sailed in the engine department. He was a Navy veteran of World War II. He was buried at Mount Pleasant Ceme­ tery in St. John's, Newfoundland. Among his survivors is his sister, Violet. SIU Pensioner Joseph Parcolla, 68, died December 16 at Long Island College Hospital after an accidental fall at his home in Brooklyn. He was a native of the Philippine Islands. Brother Parcolla joined the SIU in 1947 in the Port of New York and sailed in the steward department. He was buried at Rosehill Cemetery in Linden, N.J. Among his survivors are his uncles, Anthony and Done Gabayo of Seattle, Washington. SIU Pensioner Edward Ryan, 69, died November 7 after a long illness at Rogers City Hospital in Rogers City, Mich. Se^arer Ryan was a life­ long resident of Alpena, Mich. The Great Lakes veteran joined the union in 1948 in the Port of Detroit and sailed in the deck department. He was buried at Holy Cross Cemetery in Alpena. Among his survivors is his brother, Thomas. SIU Pensioner Nels Larson, 66, died of heart disease on December 13. A native of Sweden, he was a resident of Houston, Texas at the time of his death. Brother Larson joined the SIU in the Port of Gal­ veston in 1938 and sailed in the deck department. The 34-year veteran of the union was buried at Forest Park Cemetery in Houston. George A. Williams, 61, died of heart failure on December 29 at the USPHS hospital in San Francisco. He was a resident of that city when he died. The Brooklyn born Seafarer joined the union in the Port of New York in 1951 and sailed in the en­ gine department. Cremation took place at Fairmont Memorial Park in Fairfield, Cal. Lester J. Richard, 41, passed away on November 29 at his home in West Lake, La. He joined the SIU in 1956 in the Port of Lake Charles and sailed in the engine department. He was an Army veteran of the Korean War. Brother Richard was buried at Magnolia Cemetery in Westlake. Among his survivors is his wife, Velma. Victor T. Bonura, 49, passed away on January 16 after a long illness. He was a life-long resident of New Orleans, La. He joined the union there in 1941 and sailed in the stew­ ard department. Brother Bonura was buried at Greenwood Cemetery in New Orleans. He is survived by his wife, Maria, his son, Henry, and his daughter, Martha. SIU Pensioner Albert O. Wahlgren, 74, accidently lost his life on October 16. Bom in Brooklyn, N.Y., he was a resident of Stroudsburg, Pa. when he died. Brother Wahlgren joined the SlU-affiliate.d . Railway Marine Region in 1960 in the Port of New York. He sailed as a bridgeman. Among his survivors is his wife, Adelaide. SIU Pensioner Dolph Sihler, 66, passed away on May 10 after a long illness. A native of Oregon, he was a resident of New Orleans at the time of his death. Seafarer Sihler joined the SIU in the Port of New York in 1943 and sailed in the engine depart­ ment. He was buried at St. Bernard Memorial Gardens in Chalmette, La. SIU Pensioner Donald Moore, 54, died of pneumonia on September 2. Brother Moore was a life-long resi­ dent of Collingwood, N.J. He joined the union in 1946 in the Port of Bal­ timore and sailed in the steward de­ partment. He was buried at Calvary Cemetery in Queens, N.Y. Among his survivors is his mother, Vera. MEMBERSHIP MEETINGS' ^ SCHEDULE Port New York Philadelphia Baltimore Detroit tHouston NewOrleans Mobile San Francisco Date Mar. 5 Mar. 6 Mar. 7 Mar. 9 Mar. 12 Mar. 13 Mar. 14 Mar. 15 Deep Sea 2:30 p.m 2:30 p.m 2:30 p.m '..2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m Great Lakes Tug and Dredge Section tSault Ste. Marie Mar. 15- -7:30 Chicago .Mar. 13- -7:30 Buffalo Mar. 14- -7:30 Duluth Mar. 16—7:30 Cleveland Mar. 16—7:30 Toledo Mar. 16—7:30 Detroit Mar. 12—7:30 Milwaukee Mar. 12—7:30 Page 24 p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. IBU — 5:00 p.m ..5:00 p.m 7:30 p.m 5:00 p.m .5:00 p.m 5:00 p.m — UIW 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. Railway Marine Region Philadelphia Mar. 13—10 a.m. & 8 p.rn. Baltimore Mar. 14—10 a.m. & 8 p.m. ^Norfolk Mar. 15—10 a.m. & 8 p.m. Jersey City Mar. 12—10 a.m. & 8 p.m. t Meeting held at Galveston wharves, t Meeting held in Labor Temple, Sault Ste. Marie, Mich. * Meeting held in Labor Temple, Newport News. SIU Pensioner Yrjo Tailberg, 62, passed away on May 11 at the USPHS hospital in Seattle. A native of Finland, he was a resident of Seattle at the time of his death: Brother Tailberg joined the SIU in 1947 in the Port of New York and sailed in the deck department. Cre­ mation took place at the Booth Ashmore Crematory in Seattle. Among his survivors is his brother, Holger. SIU Pensioner Ralph C. Stansell, 67, died of heart disease on Decem­ ber 28. A native of Georgia, he was a resident of Jacksonville, Fla. at the time of his death. Brother Stansell joined the union in the Port of Balti­ more in 1946 and sailed in the engine department. He was buried at River­ side Memorial Park in Jacksonville. Among his survivors is his mother, Edith, and his brother, William. SIU Pensioner Joseph Wagner, 66, died of natural causes on Decem­ ber 13 at Mount Sinai Hospital in New York City. Bom in St. Louis, he was a resident of Elmhurst, N.Y. at the time of his death. Brother Wagner joined the SIU in 1939 in the Port of New Orleans and sailed in the deck department. Cremation took place at the Fresh Pond Crema­ tory in Middle Village, N.Y. Among his survivors is his wife, Josephine. Robert Ferguson, 53, passed away on May 6 after a short illness at the Veterans Administration Hospital in Little Rock, Arkansas. He was a life-long resident of Clarendon, Ark. Brother Ferguson joined the SIU in the Port of New Orleans in 1951 and sailed in the engine department. He was a World War II veteran of the Army Air Corps. He was buried at Shady Grove Cemetery in Claren­ don. Among his survivors is his mother, Jessie. SIU Pensioner John Zee, 65, died of heart disease on November 15. A native of Yugoslavia, he was a resi­ dent of Chicago at the time of his death. Brother Zee joined the SIU in that port in 1961 and sailed in the deck department. The Great Lakes veteran was buried at St. Mary's CeuKtery in Evergreen Park, 111. He is survived by his wife, Maria, his sons, John Jr., Daniel, and Romano, and his daughter, Theresa. John Chorbi, 63, died on Decem­ ber 9 at the USPHS hospital on Staten Island after an accidental fall at his home in Waldwick, N.J. He was a native of Czechoslovakia. Brother Chorbi joined the SIU-aflBliated Railway Marine Region in 1963 in the Port of New York. He sailed as a deck mate for the Erie-Lacka­ wanna Railroad. He was buried at George Washington Memorial Park in Waldwick. Among his survivors is his wife, Elvira, and his son, Andrew. Seafarers Log �Duluth Pensioner ||:g;i.;:raiii||^^^ fOTAt REGfSTEilEiO ? An Groups A <:aa»B TOTAti^EiS AHCi^ups A • Cla^-B All Groups ClassA C3assB ^ h Seafarer Edmund Buesing proudly displays his first monthly SIU pension check at the union hall in Duluth. Brother Buesing last sailed as a fireman aboard the Kinsman Voyager. Lingo J. RInaldl Please contact Mr. Paul Beckman at 1845 Maryland National Branch Build­ ing, 10 Light Street, Baltimore, Mary­ land 21202. Agustine Diaz Please contact your old shipmate, Manuel Church at P.O. Box 332 Waterproff, Louisiana 11375. Conrad Tylenda Please contact Mrs. B. Tylenda as soon as possible at 426 North Chest­ nut Street, Mount Carmel, Pennsylvania 17851. Chester F. Just Please contact Buckman & Associates at 1533 Franklin Street, San Francisco, California 94109. h: ^ Phil Godwin Please contact Martin Irwin at 333 N. Quinsigamond Avenue, Shrewsbury, Mass. 01545. Leon P. Dnimmond Please contact Rev. Edward H. Duerksenu, as soon as possible, at The Westside Baptist Church, P.O. Box 534, Alameda, California 94501. Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accord­ ance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Earl Shepard, Chairman, Seafarers Appeals Board 275-20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. February 1973 CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should imme­ diately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no Seafarer may be discriminated against be­ cause of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic inter­ ests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment op­ portunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All con­ tributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial re­ prisal, or threat of such conduct, or as a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Sea­ farers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests. American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitu­ tional right of access to Union records or information, be should immediately notify SIU President Paul Hall at beadquarters by certified mail, return receipt requested. Page 25 �Superstitions and the Sea custom and a far cry from its forerunner. This is the christening of a ship. According to Brasch, christen­ ing goes back to pagan days when mariners tried to get the gods' good will by buying them a drink. He also points out that some researchers believe that the superstition may date back to the days of the Vikings and certain South Sea races. When a new ship was ready to hit the water, Brasch writes, "vic­ tims were bound to rollers over which the ship was launched, and blood from the broken bodies of the sacrificed sprinkled the ship. In civilized times, bloodred wine preceded champagne as the christening beverage." Over the thousands of years and the many changes in the lives of sailors—better knowledge of the sea, safer ships—superstitions far from disappeared. In fact, they probably increased in variety. For instance. Captain Ernie Hall writes in his 1965 book "Flotsam, Jetsam and Lagan" that if a sailor met a minister on his way to a ship, it was good luck. But if the seaman "passed a minister going in the same direction, it was bad luck." Meeting a woman with an empty bucket is not con­ sidered lucky while it is good luck to meet her if her bucket is full. Death aboard ship also has its superstitions and Hall tells us that a man who was to be buried at sea had a penny or other coin put in his mouth "by his shipmates before being sewn up in his burial shroud This coin was for Old Man Charon, skipper of the unless the vessel is in strong need of a good wind. The superstition that whistling brings on the wind dates back to the days of the Norsemen who believed that if they whistled, their thunder god, Thor, would bless them with a strong wind to move their longships. In the old days of sailing it was also believed, ac­ cording to Brasch, that whistling could bring a sailor the girl of his dreams. Somehow, he says, "A man's whistle magically brought the girl to him." Not bad if you can do it. There is a legend that winds can also be bought according to a story about superstitions written to the Seafarers Log by Harold Lockhart of Saint John, New Brunswick, Canada. "The fishermen of both Ireland and Scotland still believe in the power of witches to sell winds," he tells us. The seaman is given a string with three knots and when he undoes the first knot "he is supposed to get a fine breeze" while "the second when untied provides a gale" and "the third is good for a hurricane." A superstition that holds true on land as well as on the sea is the ill luck of the number 13. There are sailors who will not start a voyage on the 13 th of the month. Brasch says the superstition is found in Norse myth­ ology in which there is a legend of 12 gods who are holding a banquet when Loki, "the spirit of strife and evil," crashes in uninvited thus raising the number to 13. "... as a result Balder, the favourite of the gods, was killed." Another source of the superstition may possibly be "And thus spake on that ancient man. The bright-eyed Mariner." When Samuel Taylor Coleridge wrote "The Rime of the Ancient Mariner", he not only knew that sea­ faring men like to spin yarns, he also realized that the sea can be a mysterious, half real, half heavenly world when you've been out on a long voyage. Often, the natural takes on an unnatural quality. But more than the tediousness and sameness that can sometimes play tricks on a man's mind, there is the overriding fact that on that seemingly endless sea and under that vast sky, a man comes closer to knowing the reality of nature than he ever does in land's con­ crete cities. Perhaps then, what the sailor calls super­ natural is only nature showing her true self to the man of the sea. Coleridge's ancient mariner was cursed for killing an albatross, that huge long-winged ocean bird who mariners believe bring good luck and a safe voyage. Some seamen feel that these birds carry the souls of drowned sailors. In his book on superstitions entitled "How Did It Begin?" and published in 1965, R. Brasch tells us: "Imagination runs high on the lonely watches at sea. We do not know who the sailor was who first began to fancy that there was something mysterious about the way the albatross clung to the company of a ship and showed such stupen­ dous power, flying long distances against the wind, apparently without ever using its wings as a means of propulsion. From his musing there sprang tiie haunting legend that the bird erabodied the soul of a drowned sailor, clinging close to his own kind. Once fliat was accepted, it was only a logical step to believe that tiie killing of an albatross was unlucky.'' Though all his fellow seamen eventually die after he kills the albatross, the ancient mariner is allowed to live. He must however suffer many hardships be­ fore he can set foot on soUd earth again. He also witnesses the awesome sight of spirits taking over the sailing jobs of his dead companions. Finally, for the rest of his life he must go about the earth telling his tale. "And till my ^lastly tale is told, This heart wifliin me bums." The superstition of the albatross is only one of many sea superstitions that sailors have believed in since the first sailor put a few logs together and ven­ tured off on the mysterious waters of the world. Uncertain of what lay ahead of them, seamen of the ancient world would try to insure that they were in the gods' good graces when they set off on a sea jour­ ney. In those times figureheads on the bows of ships were put there for a definite purpose and not just as decorative trinuning. Brasch notes that ". . . it was customary in early days to dedicate a new ship to a goddess, under whose protection she sailed. The ship carried the deity's carved image ... as an aid to find­ ing the way." Another ancient superstition is today a very staid Page 26 ferry that would safely carry the deceased across the River Styx—if paid in advance." Coins also play a part in bringing good luck to the ship and its crew. A coin is placed "on the keelson under the mast-step" to insure a safe voyage. Hall writes. "In case of shipwreck," he says, "we may assume that it didn't work." "Whistling up a storm" is a familiar saying among seafarers, and any young man getting his sea legs soon learns that he better not whistle on board ship Coleridge's "Ancient Mariner" suffers under curse after killing the albatross. the Last Supper of Christ where there were also 13 present. Some superstitions are considered lucky by the sea­ men of one country and unlucky by those of another. Harold Lockhart writes that Englishmen consider Friday an unlucky day to sail while Americans feel just the opposite since "Columbus sailed on Friday, sighted America on Friday, the pilgrim fathers landed on Friday, and Friday was the day George Washington was bom." Mr. Lockhart also gives some pointers for sea pas­ sengers "who are inclined to be superstitious." On boarding a ship, he says, it is unlucky to sneeze on the port side. Also, the passenger "should never count the crew nor knock a pail or mop overboard." He also tells us that "to point with the finger to another ship, or to have the hair cut except in a storm are all portents of misfortune." There are many other sea superstitions but it has never been concretely proved—and probably never will be—^that any of them hold water. Of course, some sailing men feel they would rather stick by the super­ stition than test its virtues. They are wary of en^ng up too quickly in Davy Jones' Locker. And well they should be, for in the beginning lines of a poem written by Mr. Lockhart, he descriptively informs us: "In Davy Jones' Locker, down beneatii the heaving wave, There are hones and skulls in plenty For ifs the sailors grave." No matter how up-to-date and safe ships and sail­ ing become, the mighty ocean will always be more powerful, and modern sailors like their ancient Greek, Phoenician and Viking predecessors, v/ill probably always be careful not to do anything that might offend the gods of the sea. Seafarers Log �• - ^• • •- " ",'*• •' ' ' '"•.•/I SEAFARERS ABOARD SHIP Hospitalization Card Seafarer's Name SlU Book No Ship — Reason for Hospitalization Hospital and Location. .Date. .Social Security No. SEAFARERS: In the event you are hospitalized, anywhere at any time, for any reason, fill In and mall this card to receive assistance and benefits through the SlU Welfare and Pension Plan. Keep this card. You may need It some day. A. A. Bernstein, Director Social Security and Welfare Services (Member Keeps This Card) ^:.r: .'V •sr' .'J iix. .--v. A' i'r. - • AA ^-'4:AV::AA •'vW^v.^A • The SIU wants Seafarers and their dependents to get serviced as quickly as possible when they have any benefit claims. In order to insure fast handling of claims, the union's Social Security and Welfare Services department is now distributing two pink cards to members aboard ship. One card, entitled "Information for SIU Dependents", is to be mailed home by all Seafarers so that dependents will have all the necessary data to-get a claim processed as quickly as possible if any problem arises while the member is away. On the card, the Seafarer is asked to put his name; the date; his book number; his current ship, and the ships he sailed aboard during the last year. The card also asks the dependent to keep this information "to insure prompt, eflicient service." Because of the nature of a seaman's work, he cannot always be home to see after the needs of his dependents. The SIU Welfare and Pension Plan helps to lighten this worry a little and the new "Information" card is just an additional aid in caring for the Seafarer's family while he is away. The second card, entitled "Seafarers Aboard Ship", is for the member himself. It is a hospitalization card and is to be sent to headquarters "in the event you are hospitalized, anywhere at any time, for any reason. ..." A Seafarer must fill in his name; the date; his book number; social security number; his ship; reason for hospitalization, and the hospital's name and location. This card will help the Seafarer receive any benefits due him. It comes already addressed and the Seafarer need only mail it. Since these cards can be a big help to both the Seafarer and his dependents when they apply for a benefit, each SIU member is urged to fill out and send the first card to his dependents and to keep the second card handy in case he is hospitalized. .;A. •v: • ":A • • AA-.A vA -•'•A'' INFORMATION FOR SIU DEPENDENTS (Mail this card home to your dependents) Seafarer's Name SIU Book No. , . Current Ship Ships during last year (for 90 day eligibility) AA:srA-:A-.iili .Date.. A'-A-M," Vy Social Security No. DEPENDENTS: The above information Is necessary to facilitate processing of benefits under the SIU Welfare and Pension Plan. Please keep this card for reference when applying for benefits, it has Information we need to Insure prompt, efficient service. Please fill this card in completely. If you need help ask your delegate. A. A. Bernstein, Director Social Security and Wel^re Services .^0 (Member Sends This Card Home) I—— February 1973 . _ Page 27 �SEAFARERS ^rsi OF ur THE int. OFFICIAL ORGAN LOG •^PAFARFRS INTERNATIONAL UNION* ATLANTIC,GULF. LAKES AND INLAND WATERS DISTRICT .AFL-CIO .w SlU Blood Bonk-A Lifesaver The tradition of brotherhood of the sea went into aetion ashore reeently for a Seafarer who was in need of blood for major surgery. AU the forces of the SlU were quick­ ly put into gear to get the six pints of blood to Brother Benjamin Huggins in New Orleans, La. Brought to the USPHS Hospital there on Oct. 30, 1972, Seafarer Huggins was suffering from a stomach disorder. He remained in the hospital for two months during which time surgery was perforthed and Brother Huggins began to regain his health. When he entered the hospital, doc­ tors hoped they could avoid surgery. As it neared Thanksgiving, however, they aw that an operation would definitely necessary. In order to perform that fiperation. six pints of blood had to be .vailable during surgery. In the United States today we are experiencing a blood shortage and New Orleans is no exception. Doctors asked Huggins if there was any way he could possibly get the blood needed-.for the operation. Huggins, who joined the union in 1955, thought of the SlU Blood Bank. Hospital officials then called the Port of New York aqd con­ tacted A1 Bernstein, Director of Wel­ fare. Immediately, Brother Bernstein had the SlU clinic send the blood with­ out delay. F„«v-«aveA-vear-old Huasins is one Forty-seven-year-old^Huggins ts one of ntatiy Seafarers can take laKC auvaniagv. WA the —--can advantage of Bank which has had nearly 9,000 pints of blood donated to it since its inception in January of 1959. However, in light of the shortage of blood all across the country. Seafarers should continue to "' U be as generous as they have been in the past with their blood donations. For example, in the Port of Frank­ fort where there was a recent blood drive for Benzie County, Mich., Sea­ farer and Mrs. Orlin Reed gave their donations to the SlU Blood Bank. For two days the Benzie County Blood Drive Committee was also al­ Bl^d Drive Contn lowed to use the union hall in down­ town Frankfort as the place where donors could contribute their blood. However, the drive fell far short of its goal of 100 pints and only 54 were re­ ceived. In a letter to the SlU, the great need for blood donations was stressed by Dr. C. J. Urner, Medical Director at the USPHS Hospital in New Orleans. He explained some of the instances where blood is required. "When a patient has to undergo an operation, as was the case with Mr. Huggins," Dr. Urner wrote, "blood has to be available before the operation begins. Depending upon the operation, several units have to be spe­ cially processed for the patient in question." . In other instances covering just a hve day period from Dec. 12. 1972 to Jan. 1, 1973, ".. . blood had to be given to a'64-year-old man with a severe nose bleed, four units were given to a 52-year-old seaman with bleeding duo­ denal ulcers, six units were adminis­ tered to a 48-year-old Seafarer with esophageal varices." Reflecting on his own hospitalization, Huggins, who is a Marine veteran of World War II, asks his fellow Seafarers, "Brothers, someday you may be in my same situation, so please donate blood to the SIU Blood Bank as this might save your life.'" f \ \' � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1973 Description An account of the resource Headlines: MTD RENEWS FIGHT FOR OIL IMPORT BILL VIET CEASEFIRE REROUTES CREW MAIL PREFERENCE LAWS ABSOLUTELY NECESSARY DELAY PHS HOSPITALS TRANSFER SEAFARER IS KILLED AS SHIP HITS SPAN PETER J. BRENNAN SEC. OF LABOR REP. SULLIVAN CHAIRS HOUSE COMMITTEE CREWMEMBER AIRLIFTED OFF SIU SHIP AT SEA PRESIDENT CALLS FOR FUNDS TO MAINTAIN SHIPBUILDING W.T. STEELE OFFICERS FELLED BY FUMES ODD ELECTION GREAT LAKES SEAFARERS SAIL LONGEST SHIPPING SEASON IN THEIR HISTORY ITEMIZED MEDICAL BILLS SPEED MEDICARE PAYMENT BURKE-HARTKE BILL ATTRACTS NEW SUPPORT SEAFARER "BOUNCY" CARTER RETIRES; SURVIVED THREE WWII TORPEDO HITS IBU RETIREE SPEARS RECALLS HIS TOWBOAT DAYS ON OHIO TALLYING COMMITTEE REPORT SEAFARER HARRIS SIU'S 2,000TH ACTIVE PENSIONER AROUND THE WORLD AND BACK IN 73 DAYS SIU'S OGDEN WILLAMETTE: THE FIRST U.S. SHIP TO RUSSIA WITH WHEAT AND BACK SINCE '66 ENERGY CRISIS--A TIME TO ACT WORDS TO REMEMBER COPTER RESCUES SIX OFF BARGE ADRIFT IN STORM USS THORN SHIPMATES ARE SOUGHT FOR REUNION IN APRIL LUNDEBERG HIGH SCHOOLPROGRAM AVAILABLE TO ALL SEAFARERS JACK OF ALL TRADES STEWARD SAVES SHIPMATE THE RUSSIANS OF NOVOROSSIYSK SUPERSTITIONS AND THE SEA SIU BLOOD BANK - A LIFESAVER Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1973 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXV, No. 2 1973 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/abd2efe6fcda2c3d8b96211c5a1ad276.PDF 30cab5840c8eb32e9ffacef8ab8ea30d PDF Text Text Annual Report of UnJied Industrial Workers Welfare Fund (See Page 14) OfHcial organ of the SEAFARERS INTERNATIONAL UNION • Atlantic, Gulf, Lakes and Inland meters District AFL-CIO SEAFARERS LOG Vol. XXXV. No. 1 Jonuory 1973 SlU Crew Honored Seafarer Joe Kapherman, right, accepts congratulations from Finnish ConsulGeneral Toivo Kala on behalf of the crew of the SS Platte, which rescued 31 Finnish sailors from their stricken tanker, Ragny, in the stormy Atlantic. fSee Page 3) Seafarers Learn Firefighting SlU Official on Phase III Board i (See Page 3) 1! •' I \ SlU members man the hoses at the Maritime Administration's Fire Fighting School in Bayonne, N.J. as they undergo training to qualify them as Certified Fire Fighters. 4' • (See Pages 8-9) R^p. Ford Cites Maritime Task (See Page 5) 'J -C? �U.S. Now 7th Russian Fleet. Bypasses UM Ship Tonnage Soviet commercial seapower now ranlcs fifth in the world, finally over­ taking that Of the United States, which ranks seventh. According to the recently published 1972 statistical tables of Lloyd's Reg­ ister of Shipping, the Soviet fleet ag­ gregates 16,734,000 gross tons of ves­ sels of 100 gross tons and over. Ther Greek fleet, in sbcth place, now consists of 15,329,000 tons of shipping. Liberia, with 44,444,000 tons, ranks first, followed by Japan with 34,929,000 tons, Britain with 28,625,000 tons and Norway with 23,507,000 tons. A year ago, fifth rank in world stand­ ings was held by this.country, with a merchant fleet totaling 16,266,000 gross tons, or some 70,000 tons more than the tonnage registered under the Soviet flag. The existing United States-flag mer­ chant marine of 15,024,000 gro^s tons, as far as ocean transport is concerned, is actually smaller than the total indictates. It includes some six million gross tons of shipping, either active on the Great Lakes or laid up in Govern­ ment reserve fleet anchorages. The U.S. maritime industry is hoping that when the terms of the Merchant Marine Act of 1970 are fully implemented, this country will once again assyme its position of prominence on the world's oceans. As for the total world fleet, Lloyd's reported that it now consisted of 266.3 million tons, or almost double the size recorded 11 years ago. the PRESIDENT'S REPORT: Transport of Energy Sources by U.S.- Flag Ships Vital Paul Hall More and more attention is being paid these days to the coming energy crisis in America. It is the kind attention the prob­ lem needs, and the kind we have urged for years. The cold facts are these: this nation uses more energy fuels each year than it can produce; imported fuels such as oil and, now, liquefied natural gas are needed more desperately every day. To import the huge amounts of fuel necessary to run this nation, ships are needed. And that is where the U.S.-flag merchant marine must play an important role. At present American-flag participation in the oil import trade is running at a woe­ ful three percent of the total import volume. And there is a grave danger in that, both for the security of the nation and for the national well-being. The danger to national security is very real and it will continue to exist for as long as this nation is dependent on ships of other nations to bring our energy supply to our shores. Admiral Elmo Zumwalt, chief of naval operations, testified before Congress last year that the "potential for coercion is enormous" in such a situation. What he meant was that the nations whose ships bring oil and gas here can ef­ fectively blackmail the U.S. government with the threat of non-delivery. As the need for energy fuels grows, so does the po­ tential for coercion. It is hard to see ahead far enough to know what concessions this nation would be forced to make, but common sense tells us that all of them might not be beneficial to the national well-beip^. It is that well-being which we must protect. The well-being that provides heat for homes, fuel' for transportation, light to read by and all the other uses of energy, is at stake. We need not play global roulette with national security and national well-being as the table stakes. There is a way out. That way is to assure, by le^slation at the federal level, that a continuing supply of energy fuels wiU be brought to this country by American-flag ships. For these are ships loyal to this nation, ships that will come home with energy sources to keep the nation running. The time has arrived to require that at least a portion of all our energy imports sail in American-flag vessels. We must take this step now before the looming energy crisis is fully upon us. Such a step would improve the nation's balance of payments picture and would create jobs for all involved in maritime— whether in the shipyards, with equipment manufacturers, or aboard ship. The national security would be the better for it, national well-being would be defended by ifi and the American way of life would be preserved. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, [.akes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, New York 11232. Published monthly. Second Class postage paid at Washington, D.C. ^ Page 2 iiMFi iiiiiiaiiiiiiii IIIII • I iiiiMiiiiii iiiiiiiiwMMrTiiiilim Seafarers Log 'M:: 4 • / �Efforts to rescue the Finnish sailors aboard the stricken tanker Ragny in the stormy Atlantic lasted through the night of Dec. 27, 1970. When the Platte reached the scene the stern of the Ragny was riding well out of the water, but heavy winds and high seas hampered the rescue efforts. Only through .the valiant efforts and professional seamanship of the SlU crewmembers aboard the Platte and those from the Coast Guard cutter Escanaba were the 31 Finnish sailors aboard the sinking Ragny rescued. The inset photo shows Finnish Consul General Toivo I. Kala (left) extending his country's thanks to Seafarer Joe Kapherman, representing the entire crew of the Platte, at a ceremony late last year. Finland Honors SlU Members for Heroic Rescue . SIU members sailing aboard the Platte (Ogden Marine) in late Decem­ ber, 1970 have been honored by the government of Finland for their heroic actions in rescuing survivors of that country's tanker Ragny, which broke in two in a storm 600 miles east of Cape May, N.J. Finnish Counsel General Toivo I. Kala extended his government's ap­ preciation at a ceremony late last year. Seafarer Joe Kapherman, who was sailing aboard the Platte at the time of the incident, accepted an award from the Finnish government on behalf of all his shipmates. At the same ceremony, Kala presented a floral wreath to Mrs. John Arthur in memory of her late hus­ band, Seafarer John Arthur, who was lost at sea during the rescue operation when a lifeboat he was riding in cap­ sized in the stormy waters. The Platte, a few days out of Phila­ delphia, was proceeding to Holland when she received an SOS at 1:15 p.m., Dec. 27, 1970. According to an official account given by the U.S. Coast Guard, the Platte was the nearest vessel to the stricken Finnish ship and was dis­ patched immediately to aid the found­ ering tanker. The Coast Guard also sent the cutter Escanaba to the scene, as well as a number of rescue planes. Seafarer Joe Kapherman is shown at the ceremony with Mrs. John Arthur, wife of Brother John Arthur who was lost at sea during the rescue operation. Mrs. Arthur was presented with a wreath in memory of her late husband by the government of Finland. SlU's Hall Named Member Of Phase III Committee A 10-member labor-management committee, including Seafarers Presi­ dent Paul Hall, has been appointed to advise the Cost of Living Council on the Administration's Phase III eco­ nomic controls. The labor members are. Hall, AFLCIO President George Meany, Frank Fitzsimmons, president of the Team­ sters, Leonard Woodcock, president of the Auto Workers, and I. W. Abel, president of the Steelworkers. The management members of the committee are James P. Roche, for­ mer chairman of the board of General Motors; R. Heath Larry, vice presi­ dent of U.S. Steel; Walter Wriston, chairman of the First National City Bank of New York; Edward W. Carter, president of Broadway-Hale Stores and Stephen Bechtel, president of Bechtel Construction Corp. January 1973 The Platte was the first to arrive in the area, all the while fighting winds gusting to 25 mph and 10-foot seas. When the Platte arrived, the stem of the Ragny was riding well in the water. The captain of the American ship The AFL-CIO described Phase III program as a "step in the right direc­ tion toward eliminating inequities in the current control system." The federation statement in full was: "The AFL-CIO is deeply concerned about the control of inflation. The President's Executive Order is a step in the right direction toward eliminat­ ing inequities in the present controls system. "The AFL-CIO is prepared to coop­ erate and participate in the restabilization structure which has been estab­ lished by the President in the hopes that this move will result in an equi­ table and fair method of combating inflation. "We reserve our opinion on exten­ sion of the stabilization legislation." dispatched rescue boats to the stricken tanker to take off Finnish crewmem­ bers still aboard. One of the rescue boats capsized in the heavy seas. All those in the boat were plucked from the sea except for Brother Arthur. Search efforts by the Platte and the cutter Escanaba, which had now ar­ rived, for Arthur proved fruitless in the storm-tossed waters. The rescue boats did manage to take aboard the remaining crewmembers from the Ragny and transport them to safety. In all, 31 Finnish sailors were rescued from the sinking vessel; six of the crewmembers were reported missing and presumed drowned. The Platte and the Escanaba then proceeded to Bermuda where they put the Finnish sailors ashore for needed medical treatment and return to their homeland. In presenting the Finnish govern­ ment's thanks, Kala praised "the ex­ traordinary seamanship and courage" exhibited by the crewmembers of the Platte and the Escanaba which resulted in the rescue of the 31 sailors. American Ship Brings Back Needed Oil from Russia One of the first U.S. ships bringing total sale, but they indicated there American grain to the Soviet Union would be a number of such trips. will sail back with Russian oil—re­ Oil has long been the Soviet Union's portedly the first Soviet oil to be im­ greatest earner of hard currency, and ported by the United States since the Soviet offieials yesterday were speak­ end of World War II. ing enthusiastically of large volume The Overseas Aleutian, manned by sales—several million tons, one official members of the Seafarers Internation­ said—to the United States as a way al Union and now unloading grain at of reducing the cost of the 28.5 million the Black Sea port of Odessa, will pick metric tons of wheat the Kremlin up 35,000 tons of No. 2 heating oil bought last year at a cost approaching for its return voyage, Soviet maritime $2 billion. sources said yesterday. The Overseas Aleutian, a 39,000The oil was bought to ease an ex­ ton tanker operated by the Overseas pected shortage of heating oil this shipholding group, brought 38,000 winter in the American northeast. tons of grain to Odessa. It will load Soviet officials declined to identify the oil at two other Black Sea ports, the purchaser or the size or cost of the Batum and Tuapse. Page 3 �SIU Members Now Manning Eight MSC Ships Under Hudson Charter SIU crews are now aboard eight of 13 Military Sealift Command tank­ ers being operated under charter to Hudson Waterways Corp., an SIUcontracted company. Ships already manned by SIU crews are the American Explorer, Maumee, Pecos, Cossatot, Shenando­ ah, Saugatuck, Sauamico and Sho­ shone. The other five tankers and their tentative dates for crewing by the SIU are the Yukon and Santa Ynez, both in February; the Schuylkill in March; and the Millicoma and the Tallulah, both in April. When the Hudson Waterways take­ over is complete, the 13 tankers will provide 436 job opportunities for Sea^farers. The tankers will operate worldwide under MSC control, delivering petro­ leum products for the Department of Defense. Hudson Waterways was awarded the contract last year in competitive bidding. The 13 ships had formerly been operated by Mathieson Tanker Industries. The contract provides that Hudson will operate the tanker fieet for five years. Nine new tankers are expected to be delivered to MSC in 1974 and 1975. They will replace some of the older tankers now operating. The MSC-Hudson agreement is one of a number of developments by SIU:ontracted companies that will provide job opportunities for SIU members. Many of the new ships being con­ structed by SlU-contracted operators are being built with federal assistance under terms of the Merchant Marine Act of 1970. That landmark legisla­ tion was strongly supported by the SIU. Hudson Waterways is a wholly owned subsidiary of Seatrain Lines, Inc. and the transfer dates are based on the expected arrival of the ships in port. Saugatuck Pecos Shoshone Seafarers Log �House Minority leader Gerald R. Ford greets Seafarers International Union Piney Point Representative Gerry Brown, left, and Sigmund Arywitz, right, executive secretary-treasurer of the Los Angeles Central Labor Council, AFLCIO, before his address to a Maritime Trades Department luncheon in Wash­ ington, D.C. I. ii', House Leader Links Maritime With Energy Crisis Solution House Minority Leader Gerald R. Ford (R.-Mich.) has declared that "although the U.S. merchant marine has made significant strides forward in the past year, there is much more to be done for this nation faces a massive energy crisis and the maritime industry is inextricably linked to the solutions for that crisis." Ford told a luncheon gathering sponsored by the 8-million-member AFL-CIO Maritime Trades Depart­ ment and attended by representatives of business, government and labor, that some sections of the nation are already facing natural gas shortages and predicted that the problem will spread. "By the mid 1980's," he said, "foreign imports, including liquid natural gas, will account for at least two-thirds of our energy supplies. It is estimated that as many as 80 lique­ fied natural gas tankers (LNGs) will be needed to fulfill our transportation needs for natural gas. Contracts al­ ready have been awarded for six of these tankers to be constructed and to fly the American flag. The potential here is nowhere close to being real­ ized." Pipeline Essential Another area in which the Ameiican maritime industry can help allevi­ ate the impending energy crisis lies in the oil fields of Alaska, according to Ford. . He said "a favorable court decision 0.1 how to get that oil to the main­ land—namely, linking the North Slope fields with the port of Valdez— would have two immediate results: Help to solve our energy crisis and open new markets for the maritime industry and for our merchant fleet." The Michigan Congressman said that we have a long way to go and many obstacles to overcome before America can once again assume her position of superiority on the high seas, but he added he was encouraged by the advances in the industry of the past year. Among those he cited were: ^ The introduction of the princi­ ple of bilateralism in the recent trade agreement with Russia. He said this principle is a well-used, welldefined one in other nations and the U.S. has finally recognized the fact that it is a necessary one if this country's merchant fleet is to survive. This principle guarantees a specified percentage of cargo between nations be reserved for ships flying the flags of the participating countries. ^ In Fiscal 1972, construction differential subsidy contracts under the Merchant Marine Act of 1970 call for the building of 21 new ships. This amounts to more tonnage on the ways or on order in this coun­ try than at any time since World War II, he declared. ^ The National Maritime Coun­ cil—a coalition of labor, busi­ ness and government—celebrated its first anniversary. In its year of opera­ tion, Ford said, the NMC has ob­ served considerable success in promot­ ing cargo for U.S.-flag ships and alert­ ing the shipping community to the benefits of "Shipping American." ^ The increased attention paid to the nation's fourth seacoast, our inland waterways. He noted that a first-ever Domestic Shipping Con­ ference was held to create closer ties between the industry and government. Out of this meeting came requests to the Maritime Administration for studies of shipbuilding subsidies, in­ surance coverage, streamlining of overlapping regulations, and port and harbor facilities. ^ A new office of Undersecretary of State for Economic Affairs was established with the mission of examining the totality of our rela­ tions with other countries and to plan for anticipated trade expansion. By B. ROCKER The two major political parties have set up an elaborate system of leadership in the House and the Senate to help carry on the business of making laws. The House leadership positions are Speaker, Majority Leader, Majority Whip, and Minority Leader and Minority Whip. The Speaker and Majority Leader are elected in party caucus; the whip is appointed. There is no Speaker in the Senate. The Vice President is the presiding officer. In his absence, the President Pro Tempore presides. The latter is elected from the majority party by the Senators. Other Senate leadership positions are comparable to those in the House. Speaker Most Influential The Speaker's influence comes primarily from his position as leader of the majority party, and he does have great influence. During the "reign" of Speaker Joe Cannon (1903-1911) he used—or misused—his power to such extent that Republicans and Democrats joined together to strip him of a lot of that power. Today, the Speaker presides over the House, de­ cides points of order, refers bills to committees, appoints members to select committees and conference committees. He may participate in debate, but usually votes only to break a tie. Carl Albert (D-Okla) moved up from Majority Leader to Speaker in 1971 when John McCormack (D-Mass) retired. The usual line of succes­ sion is Whip to Leader to Speaker. Rep. Albert was just reelected Speaker for the current session, the 93rd Congress. Hale Boggs (D-La.), Majority Leader since 1971, apparently died in a plane crash somewhere over Alaska on October 16, 1972. Thomas P. "Tip" O'Neill (D-Mass), who was named Majority Whip by Boggs last year, has been elected to the Majority Leader position. Duties of Majority Leader The Majority Leader manages the day-to-day business on the floor of the House. With the help of the whip and the whip's assistants, the leader informs members of the schedule of bills to come up, rounds up members for a vote, "counts noses" of those who are in favor or opposed to a bill. He ."takes the temper" of the House. The system gives feedback of information to the members from the leadership and vice versa. Decisions and negotiations of the party leader­ ship are based on the information they get through the system. Party affiliation is the best indicator of a member's stand on issues, but certainly is not the only one. The leaders must continue to build and maintain majorities; they must form coalitions to promote the programs of the party and to defeat those of the opposition. The Republican or Minority Leader in the House is Gerald Ford (RMich.). He is assisted by Whip Leslie Arends. Varying Degrees of Influence In the House there are 435 members; there are 100 in the Senate. All 535 members are not equal in their influence cm decision making. Two sets of formal leadership positions are maintained: committee leadership is maintained by the entire membership (of the House or Senate), and the positions above are maintained by the parties. The two are interrelated. But not every man in a leadership position is a real leader. Some are strong and forceful; others are not. On the other hand, few members become accepted leaders without first occupying a formal leadership position in the House or party. Labor Official Named Producfivity Commission Member by Nixon SIU President Pall Hall is among five union leaders named to serve on the National Commission on Productivity by President Richard M. Nixon. The commission, a joint labor management-government group is charged with studying ways to im­ prove economic growth. Also appointed by the President were AFL-CIO President George Meany, AFL-CIO Secretary-Treasurer Lane Kirkland, John Lyons, president January 1973 of the Iron Workers and Les Dennis, president of the Brotherhood of Rail­ way and Airline Clerks. Meany, Kirkland and Lyons have previously served on the board. Hall and Dennis are new appointees. Continuing their service on the board are Leonard Woodcock, presi­ dent of the Auto Workers, I. W. Abel, president of the Steelworkers and Frank E. Fitzsimmons, president of the Teamsters. Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union eflfective in the fight for legislation to protect the security of every Seafarer and his family. Page 5 �; • der terms of an agreement reached late last year between the Soviet Union and the United States. The Joyce, home-ported in-New York, took on her cargo at the Continental Grain Elevators in Beau: mont, Tex. SlU crewmembers aboard the Overseas Joyce pause for a moment on the fan tail as the ship makes ready to depart Beaumont, Tex. for the Soviet Union From the left are J. B. Fruge, C. Olsen and union representative J. Perez. ^ «... , ^ . .. ,— Two other SJU-contractedships, :;„4 the National Defender and^West- ; ,^, ern Hunter, were the first ships , ^^ begin transporting the ^ needed grain to the Soviet Union last Noyeniber. Before departure some of the SlU crewmembers got together m the galley of the Overseas Joyce for this picture. From the left are F. R. Burley, J. Manuel, J. C. Dies and Charles Hurlburt. » Seafarers Log Page 6 /-A^iygKiimdiWiiiiiiiin II lau .yv' :?^isa?^nVr �The Forgotten Gem Seafarers are men of great appreciation of the arts. The Seafarers Log, to further their efforts in the poetty field, r^ularly makes space available for members' poems. To contribute to the Log poetry col­ umn members should send their poems to the Seafarers Log, 675 Fourth Ave., Brooklyn, N.Y. 11232. ;v, Sand Dunes Return -O' world, why be w Mean and cruel? Why contend with me, As in hateful duel? V,:- Man is only a transit. Wilting flower. Why cause our very Sweetness to sour? The land is spacious. There is rrxnn for alL Here we have winter, Summer, and falL '• -xf- ' . » ,vr-. V « ,if ^ r, \ - ' "'J-:' •• -f.: - • He sends his s(Higsters, As the playful child. He heard his chosen. Each time, when riled. 4 > V"- ^' God, loans unto his own His very songs. He winks, and watches Each creature's wrongs. ' ••• ' 'J • ' •i His song mates can (Hfly Sing his tunes. When kindness returns ^ ocean sand dunes. Roy Lee Hlnsmi , ' 'k ;i . •.- • '" I .V---- kJ;.-' - » '.. ' .. . rrayer • .• The Three The shipwrecked sailor On the open sea The bum in his Liquid misery The lifer that Knows Hell never be free All three strangers And yet ail three Know that hell Is eternity! Anton D. Ratkovich January 1973 Questions . When our brothers Find cause to Slay their brothers. And tiius be gods onto themselves, " -. " ., ' As I sit on the rocks, holding my rod. Hoping to land a goodly sized Cod, My iimer thoughts silently turn to God, . ' ' Who made everything, even, and odd, ' ;: ' I think of the millions, who like me. Cast their bait, in this turbulent sea. Now fishing, in eternity. Lived, and died, by Gods decree. They had the same worries, as you and I, Who once, as days passed, uttered a sigji. Growing old, as each year passed by, > ^ With sapping strength, bleary eye, • ^ • From whence do we come? Where do we go? I4 Will our spirit, find the Heavenly glow? Is Heaven above? Hell below? In this existence, we'll never know. All I can say, is hope and pray. That in Father's care you'll be some day. This must be good. He'll show the way, If you trust in him. You'll be O.K. H. Turviite •> • : : • , Eternity We travel miles iq search of the sun Ever hoping to find. Fresh environment, lots of fun. Springing from a tempore, contented mind. We could have this feeling, every day, If only we would speak. To God in prayer, humble and say, Thou are strong, I am weak. Remember him, who gave you breath Is ever awmting your call, Tis ouly he that brings forth life and death ' To' you, to me, to all... .y.V-yiV-• .• . • • \ I've only been a member for just a few short years; I am thankful to be a member. I really truly care. I've never met Mt. Lundeberg, never saw Paul H^l; I am familiar with Steve Troy, I surely know Leon Hall. I never went to Piney Point, but I hear it's swell. ] I am going on vacation there if my family will. I've sailed on a few freighters, even tankers too; A couple of old containers, chartered by SIU. As I am standing this lookout on the tow; I think of Union Brothers, and what we are having for chow. This ship is fine, just like its crew; Patriotic and loyal to the SIU. Now our Piney Pointers cry a lot, when it's time to pay their dues; But they should all be thankful, for they are members too. I've seen many a young man out in the street; Robbing and stealing for food to eat. We never worry of incidents such as those; For we make an honest living everywhere we go. So take it easy Brother and have faith in your union. When this trip is over, well have a reunion. The gangway is down and it's time for a party; So ril close this poem, so I won't be tardy. Robert Lee ''Rocky" Crochrdl ^ . Also, made. Jypsie-Tocoma, - • ^ And Ws Palestine. The Lord sent forth His yellow breast He watches his own, in Every lover's nest. "J /'.".yr. 1 The SlU Why cheat my obedient, . - -r A glass comer on Fifth Avenue '^ Lured me to a gilt palace Which imprisoned a quivering canary. " - ; ' Sweet darling bird— How it tremble when a hand Moved below its perch Scattering diamond and peturls No joy, no song— Dmmming wings Shedding golden feathers Over the ^ttering display. A hundred anchored eyes Devouring each gem, would ,^ 4They remember the frighten^ bird? Around the comer I stood amid Well dressed men— And saw a shaking veined hand r Plunge to a silvered garbage can. ; f ,'•<>! Si •••; • •-• \ - ; ^i To whom, then, shall we pray To stay their venom? To whom, indeed, shall we pray? „ -''4^ • ' •' /; Katzofl Page 7 �... Seafarers Log Page 8 S^»SlSgaS^»S3aaSE.s;Si3 �-As SlU Upgraders Learn at Bayonne School : ^ at Piney oint, Md. IS specifically designed to not only tram enrolled members for a hi^er . rating in their department, but to thoroughly prepare them to handle any possi­ ble shipboard emergency quickly and effi­ ciently without hesitation or panic. a class of upgraders traveled north to the Bayonne Army Base in New Jersey for comprehensive training, spon­ sored by the Maritime Administration, in shipboard firefighting as part of their over­ all upgrading coui^. ^ The group received classroom instruc­ tion on the proper use of the large fire hoses, C02 foam extinguishers, and the new Oxygen Breathing Apparatus (DBA), and then applied their knowledge in actual field I maneuvers held at Bayonne's exceUent fai cilities. Practical exercises, included the use of d^ chenucal extinguisher. ]^r this exervdise an oil spill is ignited on the ground, f?and students must put it out with only one jl^ss of the extinguisher. After completing this, a 15-ft. diameter tank is ignited. Flames from this tank leap upwards of 50 ft. into the air, and the in­ tense heat can be felt up to 200 feet away. Two hoses are manned, one with an allpurpose nozzle and the other with a low velocity fog applicator. The nozzles are charged and the group slowly moves up on the tank until they are on the very edge and proceed to extinguish the fire. With the proper use of this equipment the whole process takes less than two minutes. This procedure is repeated until every man has used both the all-purpose and low velocity fog applicator. Another tank, approximately the same size, is ignited and a hose equipped with a foam applicator is charged and the fire put out with the use of foam. The next step is the practical fire fighting of a simulated engine room fire. A large building with entrances on both sides and equipped with typical gratings, as will be found in the engine room, has a fire set beneath the gratings. In this operation hoses equipped with all-purpose nozzles are manned on each side of the building. Both hose crews approach the entrance on each side of the building, cooling ffie area so that they can actually enter the building and extinguish the remaining fire. This process is also repeated until all the men have used a nozzle. The last practical demonstration takes place in the lower deck of a beached ship. In this operation a hose is manned on deck . and slowly work^ down the ladder well and played on the tank that is afire in that area. This procedure is also repeated until every man has led the way below. On the successful completion of the course, Seafarers receive a Qualified Fire­ fighter Certificate f^om the Maritime Ad­ ministration. Instructor John Nagle helps Seafarer Jose Vasquez properly adjust his OBA before entering smoke filled room. ii Upgraders gather closely around oil tank to inspect the results of their firefighting actions at the Bayonne training school. The essential ingredient in fighting fires, whether aboard ship or on land, is teamwork as demonstrated by a group of Seafarers at the Maritime Administration-sponsored school at Bayonne, N.J. in the top photo on the opposite page. Other practical exer­ cises are conducted to prepare the Seafarer to cope with any fire emer­ gency. Reading clockwise from the top left on the opposite page: Sea­ farer Williard Verzone directs the nozzle toward an oil fire as Everett Richmond helps out during the train­ ing session: the principle of team­ work is again stressed as the finish­ ing touches are put to an oil fire; Maritime Administration Instructor Jack Nagle demonstrates the absorbitive power of chemicals used in the OBA to change noxious smoke into life-sustaining oxygen, and Verzone takes his turn manning a foam extinguisher to smother the flames of a small oil fire. January 1973 Seafarers listen attentively during their classroom instruction at the Bayonne Army Base. Upon successful completion of the course the Seafarers receive a Qualified Fire Fighter certificate from the Maritime Administration. A Seafarer often times must battle flames and heavy smoke in an enclosed area. Here, Brother William Pollard enters specially built "smoke room" at the Bayonne Army Base to gain some experience with the OBA. Page 9 �' I i«(cchtly^^^ Harry Uurideberg Upgrading ^ Ctenter at Piney Point, Md. and obtained endorsements in , I s various ratings, including jDeck and Junior Engineer. I witnessed first hand the exceptional cpjxjrtunities, facilities and personal instruction offered there for &afarers wishing to better themselves professionally^^ ^ . Lest anyone think that this program offered by the SIU f ^ no^ beheficial Or rewarding, letme relate some • portions frotn recent correspondence I entered into with a private School of Marine Engineerittg-—the William R. Law school in Oakland, CaliL SaSii^r! Congress and the Seafarer Seafarers will be watching the 93rd Con­ gress, now in session in Washington, for signs of continuing commitment to a better U.S.-flag merchant marine. There are many issues of great impor­ tance facing Congress, and unending vigil­ ance is the only way to assure that the interests of Seafarers and all working men and women will not be overlooked in the annual shuffle of bills. For the future of the merchant marine and for the future security of the nation. Seafarers will be particularly watchful over a measure to require that a heavy portion of all the nation's oil and gas imports sail on American-flag ships. It is a vitally needed part of the answer to the growing energy gap in America be­ cause it will insure delivery of needed fuel supplies, regardless of the state of interna­ tional affairs. Running along with that, Seafarers will be interested in seeing how the Congress moves to speed construction of the TransAlaska pipelines for oil and natural gas, another key to solving the energy problem. There have been many attacks on the Jones Act, and Seafarers have defended it against all comers in the past. In the 93rd Congress, however, it is time to take the offensive, particularly to strengthen the act by closing the loophole that exempts the Virgin Islands from the requirement that U.S.-flag ships be used in domestic trade. Another opportunity to be on the offen­ sive is given by the United States Public Health Service hospitals. Seafarers will be urging Congress, as part of the national health security program already proposed, to expand and improve the PHS hospitals so that they can become a strong link in the chain of health care delivery. As working men Seafarers will be watch­ ing to see how Congress deals with the great problem of imports that have stripped jobs from thousands of Americans. Our hopes will ride with the Burke-Hartke Bill which provides inducements for multina­ tional companies to relocate in the U.S. As citizens. Seafarers will urge Congress to enact new tax legislation, based on the ability to pay and will stubbornly resist attempts to impose a national sales tax or the value-added tax that will hurt citizens every time they shop. And Seafarers will again stubbornly oppose legislation to require compulsory arbitration of transportation labor disputes, because it would mean the end of the col­ lective bargaining process and the begin­ ning of large-scale government intervention in labor-management affairs. And the list goes on. But Seafarers as citizens have always taken their rightful place in public affairs and the needs of the nation demand that we do no less now. Indeed, we shall be on the watch. I had written the school inquiring about instruction they -r .might offer to help one prepare for endorsement examina­ tions. \ V ' I received a reply front^^^^M^^^ He stated that A: ja cOiirse of study for each individual-endorsement would ii: me $75. fjowever, he added, I could .take the whole Six-week package of courses for all endorsements and it would only cost me $235, He even offered to assist me in obtaining a room at a local boarding botise or hotel for the :/Six week period. Prices ranged from about $50 to $120 a nionth depending on where I stayed. Then, of course, there would be the expenses for my meals. i J asked any doubters within the SiU to compare this with what is offered the Seafarer at the Lundeberg Up- ^ ^ grading Center. There, in incomparable surroundings, we 1hbB afforded the opportunity to ipick up any endorsement If we are (judified. And, What's more^ our rooih and ^ free. Enoughisaidt y.j ' Imro/E. Salomonl^iili New York • Afm Thanks Warrior Crewi I was. very happy to receive copues of the- October issue, ''.I-''' the Seh/orery XOg. 1 and everybody aboard tlm drierita^^ much; l^ ffie Captain and crew of the Sea-Land Warrior. They ipOod by to rOscue us and then gave us the comfort an^^^ ihospitality of their ship and quarieis. They allwent abovh 'and beyond the call of duty.;; .1 hope that my personal thanks can,be conveyed to all the men of the Warrior through the Seafarers Log. Mrs. Robert A Doctor Speaks Out Few doctors have gone on record in favor of national health insurance. Most of them are strung out on the conservative propaganda put out by the American Medical Association which opposes such insurance just as it opposed Medicare and Social Security. In the Port of Baltimore, however, there is a courageous physician and teacher who believes that "eventually, we'll have to come to what approaches a national health service." He is Dr. Ernest L. Stebbins, dean emeritus of the Johns Hopkins School of Hygiene and Public Health. He recently Page 10 received the distinguished service award of the American College of Preventative Medicine and the centennial award of the American Public Health Association. In an interview published in the Balti­ more Sun, Dr. Stebbins declared: "We've made mistakes in the field of health. We have failed to fully organize the resources and knowledge we have. We haven't really recognized what you have to do to correct the present maldistribu­ tion of resources. In rural areas and some inner-city areas, there are no physicians. We've got to find some way to solve our problems. . . ." Seafarers Log �93rd Congress to Consider Legislation Affecting Seafarers, Maritime Industry i- y I 04 Le^slative matters affecting the Seafarer and the maritime industry will be coming up for considera­ tion by the 93rd Congress which convened in Janu-% ary. Much of this legislation could have a tre­ mendous impact on the industry as a whole and on the individu^ Seafarer in particular. Among the issues which the new Congress must face in the next two years are cargo preference for U.S.-flag vessels both in the field of oil and gas imports and in the field of government cargoes; preservation and strengthening of the Jones Act to include the currently-exempt American Virgin Is­ lands; the continued operation of U.S. Public Health Service Hospitals by the federal government and proposals for a national health security program; passage of the Burke-Hartke Bill to limit the flood of imports into the U.S.; tax reform; and efforts to impose a compulsory arbitration system on transportation industries. And, the Congress will be dealing with pension insurance; workmen's unemployment insurance; workmen's compensation; an expanded public works program; proposals to increase the minimum wage; welfare reform and no-fault car insurance^ Oil Import Carriage Vital Certainly the most important maritime legislation to come before the Congress since it passed the Merchant Marine Act of 1970 was the measure designed to assure the U.S.-flag fleet of at least 50 percent of the nation's oil import trade. That measure was narrowly defeated in the U.S. Senate last summer and is sure to be raised again. The issue will continue to arise because the na­ tion faces a continuing energy crisis spurred by dwindling supplys of domestically-produced oil and natural gas. That lack of new discoveries at home forces the U.S. to seek foreign fuel supplies to power Ameri­ can industry, light and heat homes and maintain the American standard of living. So, as more and more oil imports are required, the necessity of having at least part sail to the U.S. in U.S.-flag ships grows apace. Susceptible to Coercion Without that requirement, the nation, in the words of Admiral Elmo M. Zumwalt, chief of naval operations faces "enormous potential for coercion" by the nations that have oil and gas to sell. With that requirement, the nation would be as­ sured of adequate supplies of fuel brought here in ships whose first loyalty is to this country, no mat­ ter the political winds blowing elsewhere. And, to increase that assurance the nation needs an early start on construction of the Alaskan oil pipeline, and a parallel line for natural gas. The vast riches of the Alaskan North Slope are of no use to American people at present and with each passing day the need for the untapped energy sources there becomes more acute. Maritime labor enthusiastically supports the construction of the pipeline from Prudhoe Bay to the Port of Valdez. There is one more thing Congress can do now to forestall the energy crisis that is around the comer. They should pass legislation approving the merger of the El Paso Natural Gas Co. with Pacific North­ west Pipeline Co. so that El Paso can bring the importation of needed liquefied natural gas from Algeria. That gas would be brought on American ships and would be used to fill one of the major gaps now existent in the nation's fuel supply picture. Cargo Preference Laws Similarly, there will be a strong effort to toughen the laws regarding the shipment of governmentgenerated cargoes so that 100 percent sail in U.S.flag ships. The current cargo preference laws are often circumvented, frequently ignored and of little bene­ fit to the nation's merchant marine. Instead, the money spent to transport these gov­ ernment-generated cargoes is spent with shipowners abroad and never finds its way back to the Ameri­ can economy which has fallen behind both in the balance-of-trade and the balance-of-payments with foreign nations. Contrast that with the approximately 71 cents of every dollar spent on the U.S. merchant marine that does find its way back to the U.S. economy, and the case for general government-generated cargo preference is a strong one. Assault on Jones Act In domestic sea trade, maritime must be ready for another assault on the Jones Act, which acts as a buffer against foreign shipping getting a toehold in trade between U.S. ports. The Jones Act restricts that trade to Americanflag vessels, but intemational interests have at­ tempted to find loopholes by which they can cir­ cumvent the intention of the act and enter domestic trade under the flags of other nations. One of the major loopholes exempts the Ameri­ can Virgin Islands from the provisions of the Jones Act. That loophole was permitted when the act was passed because, at that time, the islands had little, if any trade. But today that situation has changed and several multinational firms are attempting to undercut the Jones Act by locating in the Virgin Islands and sending cargoes to the mainland in foreign-flag ships. There is a pressing need to close that loophole and to assure the U.S.-flag fleet the continued right to the cargo that sails between U.S. ports. Laws Affecting Seamen For the welfare of the seaman, there is a need to pass legislation that will insure the continued opera­ tion of the U.S. Public Health Service hospitals as an arm of the federal government. Efforts to transfer the eight remaining hospitals and the many clinics across the nation to local con­ trol can only result in higher cost of medical care and a lowering of the priority now given merchant seamen at these facilities. The need is even greater today, because these hos­ pitals can serve as bulwarks in the proposed na­ tional health security system endorsed by organized labor. National health security, as defined by the bill pending in Congress, would mean that every man, woman and child in the nation would be entitled to the best possible medical care regardless of financial condition. That system, funded in the same way that Social Security is at present, would, if passed, permit the expansion and development of the PHS hospitals to the point where they could better serve their clients and their community. In order to do that, PHS hospitals must be re­ tained under federal control. Imports Costing Jobs Maritime labor and organized labor will also con­ front the Congress with the need to act to bring an end to the flood of imports that have devasted in­ dustries from coast to coast. The Burke-Hartke Bill, which provides controls on imports, also contains inducements to many American industries that have fled to foreign countries to return home and restore some of the hundreds of thousands of jobs lost to unfair com­ petition with imported goods. Organized labor has listed "a rational foreign trade policy to stop the export of American jobs" as a top priority. Another item high on labor's list is the continuing need to restructure America's tax system so that tax justice will be done for the American worker. SlU Ships' Commi+tees JACKSONVILLE (Sea-Land) — The containership Jacksonville has logged another round-trip voyage to Puerto Rico. From left are: J. Sullivan, steward delegate; .M. Bacha, engine delegate; J. Bovay, deck delegate; I. Buckley, sec­ retary-reporter, and P. Konis, ship's chairman. NEWARK (Sea-Land)—^Another voyage over, the Newark's committee relaxes before turning around for the outbound trip from Port Elizabeth. From left are: E. Cuenca, engine delegate; K. Venizelos, deck delegate; J. Rioux, steward delegate, and E. Wallace, ship's chairman. Page 11 January 1973 • '.h'' - • �SlU's Lundeberg Upgrading Center No matter what profession a person is in, the underlying desire generally is to advance oneself to a more re­ sponsible position and its inherent ad­ vantages: Better pay and better bene­ fits. This, however, often proves to be a difficult, if not impossible, task. laxing after classroom and study pe­ riods are over. For those Seafarers attending the Upgrading Center there is an added opportunity. It is the General Educa­ tional Development program at the Harry Lundeberg School, which is open to any interested Seafarer who wants to achieve his high school diploma. The professional Seafarer has the same desires and goals. And the way he accomplishes his task is through upgrading. Some Seafarers attending the Upgrading Center at Piney Point have decided to stay on and receive instruction to prepare them for their GEO examina­ tions. From the latest group attending the Center, Thomas Minton, Tim Thomas and Wiiliard Verzone undertook the quest for their high school diplomas. Shown here is Minton with Lundeberg School Science teacher Claudia Gondolf preparing for his exams. The GEO program is open to all Sea­ farers regardless of age. All that is required is a desire to obtain a high school diploma. Any Seafarer who, for one reason or another, missed out on his high school diploma, can take advantage of the GED program to earn his certificates now. Many who have gone to Piney Point for the upgrading courses have taken advantage of the GED program while there and earned their diplomas. It is stressed, however, that it is not necessary to attend the Center to participate in the GED pro­ gram. The program is open to all SIU members as part of the union's over­ all education program. Being cognizant of this fact, the SlU has made an all-out effort to make this goal more easily reachable through the formation of the Lunde­ berg Upgrading Center at Piney Point, Md. The center was established with the primary purpMjse of providing the professional Seafarer with the finest available instruction to assist him in advancing up the ladder to a better job and a better future. The Upgrading center was opened on June 1, 1972 and since that time Seafarers have earned over 220 en­ dorsements in the deck and engine departments. Thirty-one Seafarers have advanced to QMED rating; 12 have qualified as Quartermaster, and more than 40 have received Lifeboat endorsements. Any SIU member interested in this program should write to the Harry Lundeberg School, Piney Point, Md. 20674. Likewise, instruction at the Up­ grading Center is available to virtu­ ally all Seafarers under the minimum rules spelled out on the following page. Directions on how to apply for upgrading are also included. Study courses are available for the following endorsements: The quality of instruction offered Seafarers in the Upgrading program is probably best attested to by the fact that nearly 90 percent of those who have taken the Coast Guard ex­ aminations after preparing at the Center have secured their endorse­ ments on the first try. Classes are small at the Lundeberg Upgrading Center in Piney Point, insuring personalized instruction and success in the Coast Guard examinations. In­ structors, like James Aelick (right), are experienced and highly qualified, which is one of the reasons Seafarers have achieved more than 220 endorse­ ments since the Upgrading Center opened in Piney Point in June. Here, four Seafarers who are preparing for exams leading to QMED—Any Rating en­ dorsements meet with instructor Aelick during a study session. From the left are Walter Chancey, John Lyons, John Kirk and (back to camera) Wiiliard Verzone. Deck Department Able Bodied Seaman (Blue) Able Bodied Seaman (Green) The instructors at the Upgrading Center all have had years of experi­ ence at sea. This experience, plus technical knowledge and teaching ability, qualified them for the posi­ tions of instructors at the Center. They have at their disposal the very latest in training manuals, visual aids and mock-ups for use in the various train­ ing programs. Engine Department Fireman-Watertender Oiler Electrician Reefer Engineer Deck Engineer Junior Engineer Pumpman Machinist Boilermaker Tankerman The setting of the Upgrading Center at Piney Point is ideal and conducive to study and learning. Living quarters are modern and comfortable; the food served there is especially palatable, and there are plenty of year-round recreational activities available for re­ ' - i''; Ail Departments Lifeboatman Upgrading Class Schedule Jan. 25 Feb. 22 Feb. 8 April 5 X X X X ABLE SEAMAN X X X QUARTERMASTER X X X X X FWT X X X OILER X,. ' X X X X ELECTRICIAN Page 12 March 22 LIFEBOAT 1 REEFER Seafarer Stuart Carter, a 1971 grad­ uate of the Lundeberg School, be­ came the first Steward Department member to attend the Upgrading Center at Piney Point. Seafarer Car­ ter, who graduated from the school's Third Cook Training Program last August, is now upgrading to Second Cook and Baker after sailing six and one-half months as Third Cook. Marcb 8 X X JR. ENGINEER X X PUMPMAN X X DECK ENGINEER X X MACHINIST X 1 BOILERMAKER TANKERMAN X . • ' x' DECK MECH. QMED . X • • . .'x ' , X • X .• X X X X > ' ,. , • , • X • _ • X X •" 7 X X X X X X X X X X X X X ^ • * . -X • J,. - • Seafarers Log �And Honor Roll of SlU Upgradors " .,„an.re Upgrading up.a.n. C^itg7s"tL''Sor'^R^^^ Cen.r.P.. P-. The Harry Lundeberg of many of Jed " sixth month o« training a. the school^ :ompletea training Seaman u ..0 ,,n M, 70 Pinoy Piney Point: those who. at press hme, had snceess Pota'^ Abie seaniau Kamin Mobile- Able Seaman Patrick Knox, 19, Lifeboat, Able Seaman Russell Rowley. 22, Seattle: Hmman. Watertendcr, Oiler James Wdkerson, 1 , ^ hia: Lifeboat Steward Marshall, 44, Fm Pedro Gago. 28. BaWntor^ 0>;" Carl Johnson, 33, Nori ^^le Seaman Dyrell Davis, 19, Texas. g^^^^n John Parker, 29, Flori ^ ^^le Seaman HS'^H^S^nder,Oder Monte Grimes, 20, San b . j ^ ^ble Seaman Richard Belimore. 19. H p:fe,nan Watertender. Oiler Russel Fisher, 18. New York P '™^'Watertender. Oder '20 si Able Seaman T wviitp 22 Pinev Point: rireman, Y»ai Scott Myhre, 20, San rr Seaman E- J no"wa: Qutotmaster John Alden, 49, ri „ ,. A Mg Seaman Mosel Myers, 20, Ne Lifeboat, Able Seaman Oscar Wiley, 33 San g^^^^ Frank Be^udez, 23, Quartermaster Chrijos f'^IVork: Quartermaster cian, Machinist Engineer, Reefer Allen Batchelor, 60, New York. ^ Engineer, Machinist Bryden Dahlke, 57, New pireman Watertender, Oiler „erbt;^jr2TC3^^^^ wlam eSger! 48 Tex^-.^Ufe^^^ Arthur Mallory clfomia: Lifeboat, Pumpman, Deck Bnginee Jean Morris, 29, C . ^j^ble Seaman Trawn f 2® p Bifeboat, Able Seamatt oTdl n'orida: Ufeboat, Able Seamatt Billie t ' ujmore- Able Seaman John Trout, 26^ ^ Seaman Tim 31, New York: Quartermaster Picr-Angelo Poietti, J • Quartermaster Oder. Oeck Bng^eer. --C :: ork: Keefer. Blectrician, .mpman. Oeck Bngineer. S Simpson, 2D, rsew i"'"Junior Engineer, ^^^chimst Patrick Rogers, 43, New Reefer, Pumpman - Electriciau, Reefer, Deck Bu.neer, Jr. Bugiueer, "•'"ISr. Maehiu^^ SS'prS 22, New York: Roofer ^^^fer. Deck Engineer, Boilermaker. l^ihg ' TCwk: Fireman, Watertender, Oder, Pumpman, Jr. "T4' h'K B-man, Watertender, Oiler, Reefer, Blectrican, Sm^, Deck Bn^eer J:f^a=Oiler, pumpman, Dock SSne"J :E, Ptrcman, Watertender, Oiler, Reefer, Pumpman, York: Roofor, Innior Bngineer. Deck Bngineer, Ma- ^-^rSgineer, B—Engineer, Pumpman, Machinist "• chinist, P""P™^'J°YXRootor. Eioctrioian Pumgnan Dockjn^^^^^^ svond Hommcn 5^ Ne^^^^^ Electrician. Deck Bng '-"'^„eTBoilormak«,^M^a^^^^ Watertender, Oiler, Reefer, Pumpman, Smf S..I9,f foR: Ur^man, Watermnde^ Yankerman, P,aman Watertender, Oiler, Deck Beefer, Biectrician, Deck Bngineer, Jr. Bn.neer, Doa^ Bngineer, Roofer, funior Anthony Novak, f ^ Engineer pack Engineer, Junior Engmoer Earl Rogers, 41, Baium Seaman Robert Trainor, 24 New ^bie Seaman Julio Bermudez 39, Florid Lifeboat, Able Seaman Charles Pruttt, 34 Pm^y Lifeboat, Able Seaman rcIt::"BB"umpman, Deck Bngineer • Everett Richman,®^™watertender. Deck Engineer, Jr. Engineer, Pumpman": MJinist, Boiiermaker John Hastings, 20, Califomia-^Oiler Joseph DiSanto, 46, Boston: Reefer g:: HSOP, 27; Philadelphia: Ufeboat " " Age 32 S.S. # Home Address Training a. <!« „ , M Book # Mailing Address wtS Phone s coast Guard ruling, graduate Ratings Now Held SThose wishing to upgrade to FW , •n n:"?"' . HLSGradnale 8 mos, O.S. 3 mos. wiper v. v^. :. u m& O-S. . 5 mos. wiper ^ 6 mos. wiper •^"TT^ess all ^tTTUwy as possible it is necessary In order to process ar PF . t-is application: • ."•" examinations using USCG form B'S'd.e united Sta^J^f^ What Rating Interested In Dates Available to Start HLS Gradues: Yes No No Rword of S«ant"«jj__,.„g Ship Lifeboat Endorsement Yes Date of Shipment Discharge X R^tJ compieted i '=',ty Satoiil^"tndVgned by a JeSehob'- Director of V«tati»al Eduea.ton Harry Lundeberg School Piney Pt., M(L20^ Page 13 January 1973 �ANNUAL REPORT For the fiscal year ended April 30, 1972 UNITED INDUSTRIAL WORKERS OF NORTH AMERICA WELFARE FUND 275 20th Street, Brooklyn, New York 11215 fe the SUPERINTENDENT OF INSURANCE of the STATE OF NEW YORK The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment, refer to the Annual Statement, copies of which may be inspected at the office of the fund, or at flie New York State Insur­ ance Department, 55 John Street, New York, New York 10038. Fart IV Part ly data for trust or oflier separately maintained fund are to be completed for a plan involving a trust or other separately maintained fund. It also is to be completed for a plan which: (1) Has incurred expenses other than: (a) Payments for unfunded benefits or (b) Insurance or annuity premiums or subscription charges paid to an insur­ ance carrier or service or other organization; or (2) Has assets other than: (a) Insurance or annuity contracts or (h) Contributions in the process of payment or collection. Part IV—Section A Statement of Assets and Liabilities STATEMENT OF CHANGES IN FUND BALANCE (RESERVE FOR FUTURE BENEFITS) ADDITIONS TO FUND BALANCE Item 1. Contributions: (Exclude amounts entered in Item 2) (a) Employer (b) Employee (c) Other (Specify) (d) Total Contributions 2. Dividends and Experience Rating Refunds from Insurance Companies 3. Investment Income: (a) Interest .'. (b) Dividends (c) Rents (d) Other (Specify) (e) Total Income from Investments 4. Profit on disposal of investments 5. Increase by adjustment in asset values of invest­ ments 6. Other Additions: (Itemize) (a) Interest income from delinquent con­ tributors (b) Adjustment to fund balance re change in accounting method (c) Total Other Additions 7. Total Additions 8. 9. 10. UNITED INDUSTRIAL WORKERS OF NORTH AMERICA WELFARE FUND File No. WP-20688 11. For Year Beginning May 1, 1971 and Ending April 30, 1972 12. ASSETS End of Prior Year Item 1. Cash $ 2. Receivables: a. Contributions: (See Item 18) (1) Employer (See attachment) (2) Other (Specify) b. Dividends or experience rating refunds c. Other (Specify) (See attachment) 3. Investments: (Other than real estate) a. Bank deposits at interest and deposits or shares in savings and loan associations .... b. Stocks: (1) Preferred (2) Common c. Bonds and debentures: (1) Government obligations: (a) Federal (b) State and municipal (2) Foreign government obligations (3) Nongovernment obligations d. Common Trusts: (1) (Identify) (2) (Identify) e. Subsidiary organizations (See Instructions).. (Identify and indicate percentage of owner­ ship by this Plan in the subsidiary) (1) See attachment % 100 (2) % 4. Real estate loans and mortgages 5. Loans and Notes Receivable: (Other than real estate) a. Secured b. Unsecured 6. Real Estate: a. Operated b. Other real estate 7. Other Assets: a. Accrued income b. Prepaid expenses c. Other (Specify) See attachment 8. Total Assets $ 9. 10. 11. 12. 13. 14. 15. 116,942.60 End of Reporting Year $ 86,860.80 275,131.97 —0— 1,743.89 3,518.90 100,000.00 450,000.00 15. 55,000.64 55,000.64- —0— 408,000.00 —0— —0— 681,687.13 LIABILITIES Insurance and annuity premiums payable $ Unpaid claims (Not covered by insurance) Accounts payable (See attachment) Accrued expenses Other liabilities (Specify) See attachment 122.80 Reserve for future benefits (See attachment) .... 681,564.33 Total Liabilities and Reserves $ 681,687.13 13. 14. 718.24 1,080.57 $ 872,311.12 , 271,227.00 73,523.27 6,281.61 521,279.24 $ 872,311.12 » The assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued at.... their aggregrate cost or present. value, whichever is . . . • lower, , if such • a statement is not so required to be filed with the U.S. Treasury Department. 16. $1,406,066.14 $1,406,066.14 'J 1 27,664.00 27,664.00 596.81 5,543.06 DEDUCTIONS FROM FUND BALANCE Insurance and Annuity Premiums to Insurimce Carriers and to Service Organizations (In­ cluding Prepaid Medical Plans) Benefits Provided Directly by the Trust or Sepa­ rately Maintained Fund Payments to an Organization Maintained by the Plan for the Purpose of Providing Benefits to Participants (Attach latest operating state­ ment of the Organization showing detail of administrative expenses, supplies, fee, etc.).... Payments or Contract Fees Paid to Independent Organizations or Individuals Providing Plan Benefits (Clinics, Hospitals, Doctors, etc.) .... Administrative Expenses: (a) Salaries $ 116,593.78 ^) Allowances, Expenses, etc 7,589.75 (c) Taxes 7,952.50 (d) Fees and Commissions 20,744.75 (e) Rent 12,027.29 (f) Insurance Premiums 467.70 (g) Fidelity Bond Premiums 271.33 (h) Other Administrative Expenses (Specify) See attachment ^ 145.460.36 (i) Total Administrative Expenses * Loss on disposal of investments Decrease by adjustment in asset values of in'vestments Other Deductions: (Itemize) (a) Provision for contributions deemed doubt­ ful of collection 65,200.00 (b) (c) Total Other Deductions Total Deductions RECONCILEMENT OF FUND BALANCE 17. Fund Balance (Reserve for Future Benefits at Beginning of Year) 18. Total Additions During Year (Item 7) 1.439,870.01 19. Total Deductions During Year (Item 16) 1,600,155.10 20. Total Net Increase (Decrease) 21. Fund Balance (Reserve for Future Benefits) at end of Year (Item 14, Statement of Assets and Liabilities) See attachment 6,139.87 $1,439,870.01 $1,159,147.24 64,700.40 311,107.46 65,200.00 $1,600,155.10 $ 681,564.33 (160,285.09) $ 521,279.24 UNITED INDUSTRIAL WORKERS OF NORTH AMERICA WELFARE FUND Attachment to the Annual Statement to the Superintendent of Insurance Of the State of New York For the Year Ended April 30, 1972 Deductions from Fund Balance Page 6—Item 12(h) Other Administrative Expenses Postage, express and freight $ 1,813.26 Telephone and telegraph 3,054.98 Equipment rental 6,682.79 Miscellaneous 481.00 Repairs and maintenance 1,068.99 Dues and subscriptions 330.72 Stationery, printing and supplies 9,918.03 Employee benefits 29,261.04 Tabulating service ; 74,447.68 Microfilm 346.70 Outside temporary office help 653.15 Miscellaneous Trustees meetings expense i 3.95 New Jersey and New York Disability Insurance expense 3,384.17 Miscellaneous collection expense 52.50 Office improvements 27.48 New York State Insurance Department examination fee 1,103.49 Information booklets 12,703.30 Depreciation of furniture, fixtures and equipment 127.13 $145,460.36 (Continued on Page 20) Seafarers Log Page 14 —>- -Si. - �EnYironmental Case Settled Work on Supertankers Continues on Schedule The federal court case that could have stopped construction of two 225,000 ton Seatrain supertankers and halted the employment of over 2,000 members of the SIU affiliated United Industrial Workers Union, was settled favorably for these workers on Jan. 8 in U.S. District Court, Washington, D.C. The court action was brought against Seatrain Shipbuilding Corpo­ rations supertankers in the former Brooklyn Navy Yard and other tank­ ers throughout the country by the En­ vironmental Defense Fund which had contended that the new vessels might present an environmental hazard. Work Continues The settlement reached in Washing­ ton keeps "all work currently on the boards" intact, according to lawyers for the SIU and the UIW. Neither un­ ion was named as a defendant in the case, but each entered a brief because of the grave threat to the livelihood of UIW workers at the shipyard. Lawyers for the EDF agreed that all present work on tankers in this coun­ try should be allowed to continue. Before any future work is awarded, however, it will have to go through the National Environmental Policy Act, the law under which construction on the tankers could have been stopped. Union attorneys said that EDF rec­ ognized the great damage that would be done if work was to stop on tank­ ers now being built. In the former Brooklyn Navy Yard alone more than 2,000 UIW workers would have lost their jobs as well as countless other workers who are now connected with the building of these two 225,000 DWT supertankers. Construction Defended The original action against the supertankers was taken by EDF in late 1972 and was quickly answered by the UIW and SIU. Affidavits de­ fending the building of these tankers were submitted by Frank Drozak, SIU vice president and national director of the UIW; Ralph Quinnonez, UIW As­ sistant Regional Director, and Peter McGavin, executive secretary of the Maritime Trades Department of the AFL-CIO, of which the SIU and UIW are a part. A statement explaining the unique­ ness of the Commerce, Labor and In­ dustry Corporation of Kings (CLICK) in the community was also submitted by its chairman of the board Steven Korsen. Among the points stressed in the unions' defense of the supertankers were the following: • The great hardships that would be brought upon workers and their dependents by the loss of jobs. • The potential ineffectiveness of the injunction since foreign tankers carry 96 percent of U.S. oil and pose much more of an environmental threat to this country's waters than American ships. • The existence of the Marine En­ vironmental Act of July, 1972 which sets up controls to protect U.S. waters against pollution. - •' •' V • ' Some historians will tell you the first American unionists were the Phil­ adelphia shoemakers (from 17941806). Actually the first union belongs to the maritime workers. Blanton Jackson January 1973 In 1636 on Richmond Island off the coast of Maine fisherman joined together in the first recorded strike in history of this country. The first big strike of American merchant seaman for higher wages came in the Port of Philadelphia in 1779. The .sailing ships of that day were beautiful, but often broke up in high seas. A voyage in those days often took two years or longer.. Seafarers died of disease, scorching heat and freezing cold. Still the seafarers survived and became the cause of the war in 1812, when Brit­ ish seized American seaman off Amer­ ican vessels at sea. Seafarers had a diet of salt pork and bread made from potato peelings. He slept in a 72 cubic foot of space. Just a wooden planking for a bunk. For most of the crew the work day was 14 hours long. In 1957 Paul Hall became the President of theSIU, fol­ lowing the death of Harry Lundeberg. The SIU was created in 1938. Mr. Hall has brought us up to the Mari­ time Act of 1970. At Piney Point the SIU has the best upgrading school in maritime for per­ sonnel. Every SIU member can finish his high school or upgrade to a higher paying job. Seafarer Peter Arthurs, who is working on a book about the sea and the men he has sailed with, confers with Lundeberg School Librarian Gladys Siegel dur­ ing his recent visit to Piney Point. The Lundeberg Library, which is available to all Seafarers, contains a wide selection of materials to assist in upgrading, as well as a rich source of research materials on maritime labor, the merchant marine, and the most complete record of the history of the Seafarers Interna­ tional Union. HLS Library Expanded; Offers Wide Selection The core of any high school library is the materials that support the cur­ riculum. At the Harry Lundeberg School, the curriculum requires voca­ tional as well as academic materials, and the library provides for this in its maritime collection. The library also meets the demands of a basic high school collection, and in this respect it excels in supporting the school's unique and highly successful GED pro­ gram. Beyond this, the HLS Library is a pleasant, comfortable place to study and carry on research—research which in some areas can be pursued at no other library in the world. Besides the high school materials, the library houses maritime and union historical documents, many of them rare and unique. Unique Feature One of the more unique features of the Lundeberg Library is its collection of union journals, documents and meeting minutes dating back to the 1880s. Retired and active seamen, professional researchers and other in­ terested readers utilize these materials, some of which are rare originals and unavailable anywhere else. Recently, Dr. Phillip Ross of the University of Buffalo spent two weeks at the library compiling information for a book he is writing on the history of union hiring halls. And, Peter Ar­ thur, a 20-year veteran seafarer, spent much of his recent vacation at the school researching union journals for backgroud information on a book he plans to write. Teachers, staff members, trainees and upgraders all use the library freely. Head Librarian Mrs. Gladys E. Siegel, who completed her undergraduate work at Goddard College, and Library Science at the University of Maryland, welcomes all entering trainees to the library at an informal orientation ses­ sion and informs them of the materials and services available. Communication Goal Mrs. Siegel stresses the library's de­ sire to establish strong lines of com- munciation with individual students to learn of their needs, and encourages suggestions for improving the services. An active inter-library loan system with public and college libraries in Maryland, and numerous requests from students for special reading material, indicates that communication between the students and the library is indeed open. Keeping pace with new develop­ ments in library services, developing broader library collections, and ef­ fectively managing a vital library re­ quires participation in workshops and seminars, and visits to other libraries. During the past year, Mrs. Siegel at­ tended the Annual Conference of the American Library Association in Chi­ cago, participated in a library man­ agement seminar for selected library administrators at the University of Maryland, met with the chief archivist of the State Historical Society of Wis­ consin, visited the library facilities at the U.S. Merchant Marine Academy at Kings Point, and attended the an­ nual Baker & Taylor New Books Pre­ view, and the annual exhibit of the National Microfilm Association. Best Facilities In addition to its reading materials, the HLS Library also has an expand­ ing audio-visual department which proivdes a variety of 16 mm sound . films, film strips slides, records and TV tapes for the academic and voca­ tional programs. A barge has recently been reno­ vated as a library annex which will house the archival and rare book col­ lections, some of Which will be micro­ filmed. Building the library's maritime and archival collections, and making them available to researchers and writ­ ers, will provide an impetus for new and exciting contribut'ons to maritime literature, and will encourage seafar­ ers to write realistic accounts of life at sea. Mrs. Siegel is assisted in her work by Zenaida Martinez, who completed her undergraduate work at the Uni­ versity of St. Thomas in Manila, and Mrs. Leona Ryan. Page 15 �1972 TAX INFORMATION FOR SEAFARERS Married filing jointly, living to­ April 16, 1973, is the deadline for filing Federal income tax returns. As is customary at this time of gether at end of tax year (or at date of year, the SlU Accounting Department has prepared • death of husband or wife), one is 3,550 the following detailed tax guide to assist SlU men 65 or older Married filing jointly, living to­ in filing their returns on income earned in 1972. gether at end of tax year (or at date of Who Must File death of husband or wife,) both are Every Seafarer who is a citizen or resident of the 4,300 United States, whether an adult or minor must file a 65 or older Married fiiling separate return, or return if you are: And your gross married, but not living together at end of tax year 750 Incmne Is A person with income from sources at least: within U.S. possessions 750 Single or are a widow or widower, Self-employed and your net earnings and are under 65 $2,050 from self-employment were at least Single or are a widow or widower, $400 and are 65 or older 2,800 If income tax was withheld even Single, can be claimed as a depend­ though you are not required to file a ent on your parent's return, and have return, you should file to get a refund. taxable dividends, interest, or other When To File unearned income 750 Tax returns have to be filed by April 16, 1973. Married filing jointly, living to­ However, the April 16 deadline is waived in cases gether at end of tax year (or at date of where a seaman is at sea. In such instances, the sea­ death of husband or wife), both are man must file his return at the first opportunity. under 65 2,800 along with an affidavit stating the reason for delay. How To Pay Make check or money order payable to "Internal Revenue Service" for full amount on line 28. Write your social security number on your check or money order. If line 28 is less than $1, do not pay. Rounding Off To Whole Dollars The money items on your return and schdules may be shown in whole dollars. This means that you be shown in whole dollars. This means that you elimi­ nate any amount les than 50 cents, and increase any amount from 50 cents through 99 cents to the next higher dollar. Advantages of A Joint Return Generally it is advantageous for a married couple to file a joint return. There are benefits in figuring the tax on a joint return which often result in a lower tax than would result from separate returns. Changes In Marital Status If you are married at the end of 1972, you are considered married for the entire year. If you are divorced or legally separated on or before the end of 1972, you are considered single for the entire year. (Continued on Page 17) Your 1972 Tax Form Many Seafarers will need only short Form 1040A or Form 1040 in filing their 1972 returns. Schedules and forms that may be required in addi­ tion to Form 1040 include the following, which you may obtain from an Internal Revenue Service office, and at many banks and post offices: Schedule A for itemized deductions; Schedule B for grOss dividends and other dis­ tributions on stock in excess of $200, and for in­ terest income in excess of $200; Schedule C for income from a personally owned business; Schedule D for income from the sale or exchange of capital assets; Schedule E for income from pensions, annuities, rents, royalties, partnerships, estates, trusts, etc.; Schedule F for income from farming; Schedule G for income averaging; Schedule R for retirement income credit; Schedule SB for reporting net earnings from self-employment; and Form 1040-SE for making estimated tax pay­ ments. Some specialized forms available only at In­ ternal Revenue Service offices are: Form 1310, Statement of Claimant to Refund Due Deceased Taxpayer; Form 2106, Employee Business Expenses; Form 2120, Multiple Support Declaration; Form 2210, Underpayment of Estimated Tax by Individuals; Form 2440, Sick-Pay Exclusion; Form 2441, Expenses for Household and De­ pendent Care Services; Form 3468, Computation of Investment Credit; Form 3903, Moving Expense Adjustment; Form 4136, Computation of Credit for Federal Tax on Gasoline, Special Fuels, and Lubricating Oil; IRS will figure your tax if your income on line 17 is $20,000 or less, was only from wages, salary and tips, dividends, interest, pensions and annuities, ?nd you want to take the standard deduction. All you do is: 1. Place your name and address label on your return, or fill in name, address, and social security number. Also fill in occupation. On a joint return, show names, numbers and occupations of both husband and wife. 2. Fill in lines 1 through 17, lines 19, 21, 23, 24, and 26 if necessary. Answer the foreign ac­ counts question and fill in lines 33 and 34. Page 16 3. On a joint return, show husband's and wife's income separately on the dotted line to the left of the line 17 entry space. 4. Sign your return. Both husband and wife have to sign a joint return. 5. File on or before April 15, 1973. We will then figure your tax and send you a refund check if you paid too much or bill you if you did not pay enough. Note: If you have a retirement income credit, we will figure that also. Just attach Schedule R after you have answered the question for columns A and B, and filled in lines 2 and 5. Then write RIC on line 19 of Form 1040. Also, if you want to participate in the presi­ dential election campaign fund dollar "check-off" attach Form 4875. There are three new features (provided by law) in the 1972 individual income tax returns we want to call to your attention. The first is "revenue sharing." This is a system for sharing Federal money with the states and cities. Give all the information asked for on lines 33 and 34 of Form 1040. The second feature is the nev tax credit for political contributions made in 1972. This credit is limited to $12.50 ($25 if a joint return). If it applies to you, the credit should be claimed on line 59 of the return. Instead of the credit, you may claim an itemized deduction for political con­ tributions made in 1972. The deduction is limited to $50 ($100 if a joint return). The third feature is the presidential election campaign fund dollar "check-off." This optional feature enables taxpayers to designate $1 of their taxes ($2 if a joint return, to go the political party of their choice or to a general fund to support political parties. Form 4875, Presidential Election Campaign Fund Statement, should be attached to your return if you wish to do this. If you do not wish to earmark money for this purpose, do not file Form 4875. If you file Form 4875, IRS will separate it from your return for processing. Who May Use Short Form 1040A You may use Short Form 1040A if all your income in 1972 was from wages, salaries, tips, etc., and not more than $200 in dividend income or $200 in interest income, and you do not itemize your deductions. Who May NOT Use Short Form 1040A File Form 1040 instead of Short Form 1040A if: « you received more than $200 in dividend or $200 in interest income « you had income other than wages, tips, divi­ dends and interest « you received $20 or more in tips in any one month, and you did not fully report these tips to your employer 0 your Form W-2 shows uncollected employee tax (social security tax) on tips • you have a retirement income credit an estimated tax credit an investment credit a foreign tax credit a credit for Federal tax on special fuels— nonhighway gasoline and lubricating oil, or a credit from a regulated investment com­ pany 0 you choose the benefits of income averaging 0 you (1) could be claimed as a dependent on your parent's return, (2) had dividend or interest income, and (3) your total income (amount that would otherwise be shown on line 14, Short Form 1040A) is more than $8,666 ($4,333 if married and filing separately) 0 your wife (husband) files a separate return and itemizes deductions. Disregard this exception if you are married, but don't consider yourself married for tax purposes because (1) you had not lived with your husband (wife) -at any time during the tax year, (2) you furnished more than half the cost of maintaining your home for the year, and (3) your child or stepchild lived in that home for more than six months of the year and can be claimed by you as a dependent 0 you received capital gain dividends or non­ taxable distributions (return of capital) 0 you claim a deduction for business expenses as an outside salesman or for travel for your job 0 you claim a sick pay exclusion 0 you claim a moving expense deduction be­ cause you changed jobs or were transferred 0 you are a railroad employee or employee representative and claim credit for excess hospital insurance benefits taxes paid. (See Form 4469) 0 You had, at any time during the taxable year, an interest in or signature or other authority over a bank, securities, or other financial account in a foreign country (except in a U.S. military banking facility operated by a U.S. financial institution) 0 you are a nonresident alien (in this case file Form 1040NR); or, were married to a nonresident alien at the end of the year. Seafarers Log �1972 TAX INFORMATION FOR SEAFARERS (Continued from Page 16) • If your wife or husband died during 1972 your are considered married for the entire year. Generally in H' 1' \l' ' Tax Credit For Retirement Income A tax credit is allowed for individuals against re­ tirement income such as rents, dividends and earnings at odd jobs. However, an adjustment must be made Note: If you move to a new address after in this credit for Social Security benefits. filing your return and you are expecting a re­ Dividend Income fund, be sure to file a change of address with If a seaman has dividend income from stocks he the post office where you moved from. Unless can exclude the first $100 from his gross income. you do this, the post office cannot send your If a joint return is filed and both husband and wife check on to your new address. have dividend income, each one may exclude $100 of such a case, a joint return may be filed for the year. dividends from their gross income. You may also be entitled to the benefits of a joint Welfare, Pension and Vacation Benefits return for the two years following the death of your Benefits received from the SIU Welfare Plan do not husband or wife. have to be reported as income. U.S. citizens with foreign addresses except (A.P.O. Payments received from the SIU Pension Plan are and F.P.O.) and those excluding income under Sec­ includable as income on the tax return of those pen­ tion 911 or 931, should file with the Internal Revenue sioners who retire with a normal pension. There is a Service Center, 11601 Roosevelt Boulevard, Phila­ special retirement income tax credit to be calculated delphia, Pennsylvania 19155. on Schedule R which is to be attached to the return. Exemptions Pensioners under 65 who receive a disability are Each taxpayer is entitled to a personal exemption entitled to claim an adjustment for the sick pay of $750 for himself, $750 for his wife, an additional exclusion. However, all disability pension payments $750 if he is over 65 and another $750 if he is Mind. received after age 65 are taxable in the same manner The exemptions for age and blindness apply also to a as a normal pension. taxpayer's wife, and can also be claim^ by both of Vacation pay received from the Seafarers Vacation them. Plan is taxable income in the same manner as wages. Death Boiefit Exclusion In cases where a man's wife lives in a foreign country, he can still claim the $750 exemption for her. If you receive pension payments as a beneficiary In addition a taxpayer can claim $750 for each of a deceased employee, and the employee had child, parent, grandparent, brother, brother-in-law, received no retirement pension payment, you may be sister, sister-in-law, and each uncle, aunt, nephew or entitled to a death benefit exclusion of up to $5,000. Gambling Gains niece dependent on him, if he provides more than All net gains from gambling must be reported as one-half of their support during the calendar year. The dependent must have less than $750 income and income. However, if more was lost than gained during live in the U.S., Canada, Mexico, Panama or the the year, the losses are not deductible, but simply cancel out the gains. Canal Zone. Income Averaging A child under 19, or a student over 19 can earn A Seafarer who has an unsually large amount of over $750 and still count as a dependent if the tax­ taxable income for 1973 may be able to reduce the payer provides more than one-half of his support. The law also enables a seaman who is contributing total amount of his tax by using the income averaging more than ten percent of the support of a dependent method. This method permits a part of the unusually to claim an exemption for that individual, provided large amount of taxable income to be taxed in lower the other contributors file a declaration that they will brackets, resulting in a reduction of the over-all amount of tax due. not claim the dependent that year. Deductions Credit For Excess Social Security (PICA) Should You Use the Standard Deduction (line Tax Paid If a total of more than $468 of Social Security 52(b)) or Itemize Your Deductions (line 52(a))? One of the important decisions you must make is (FICA) tax was withheld from the wages of either you or your wife because one or both of you worked whether to take the standard deduction or to itemize for more than one employer, you may claim the ex­ your actual deductions for chairitable contributions, medical expenses, interest, taxes, etc. Because the cess over $468 as a credit against your income tax. January 1973 standard deduction varies at different income levels, it will generally be helpful to follow these guidelines based on your adjusted gross income (line 17). (If married filing separately, use one-half of the following dollar amounts. And be sure to use only the total of your own deductions.) If line 17 is 16ss than $8,667 and you itemized deductions are less than $1,300, find your tax in Tax Tables 1-12 which give you the benefit of the standard deduction. If your deductions exceed $1,300, itemize them. If line 17 is between $8,667 and $13,333 and your itemized deductions are over 15 percent of line 17, itemize them. If under 15 percent of line 17, take the standard deduction. If line 17 is over $13,333 and your itemized de­ ductions are over $2,000, itemize them. If they are $2,000 or less, take the standard deduction. The following items can be used as deductions against income (if you do not take the standard de­ duction): Interest Interest paid to bjinks and individuals on loans, mortgages, etc., is deductible. Taxes In general, you can deduct: personal property taxes, real estate taxes, state or local retail sales taxes, state gasoline taxes and state and local income taxes actu­ ally paid within the year. You cannot deduct: Federal excise taxes. Federal Social Security taxes, hunting and dog licenses, auto inspection fees, tags, drivers licenses, alcoholic beverages, cigarette and tobacco taxes, water taxes and taxes paid by you for another person. Contributions Any taxpayer can deduct up to 50 percent of ad­ justed gross income for contributions to charities, educational institutions and hospitals. In the case of other contributions a 20 percent limitation applies. Medical and Dental Expenses All expenses over three percent of adjusted gross income for doctor and dental bills, hospital bills, medical and hospital insurance, nurse care and similar costs can be deducted. Other such costs include such items as eyeglasses, ambulance service, transportation to doctors' offices, rental of wheelchairs and similar equipment, hearing aids, artificial limbs and corrective divices. However, if the Seafarer is reimbursed by the Sea­ farers Welfare Plan for any of these costs, such as family, hospital and surgical expenses, he cannot de­ duct the whole bill, only that part in excess of the benefits paid by the Plan. All expenses over one percent of adjusted gross in­ come for drugs and medicine can be deducted. The deductible portion is then combined with other medi­ cal and dental expenses which are subject to the normal three percent rule. In figuring your deduction, you can deduct an amount equal to one-half of the insurance premiums, premiums paid for medical care for yourself, your wife, and dependents. The maximum amount deduct­ ible is $150. The other one-half, plus any excess over the $150 limit is deductible subject to the normal three percent rule. Care of Children and Other Dependents You may be able to deduct up to $400 for each month of expenses you paid for the care of a qualify­ ing individual (see next paragraph) or for household services. These expenses must have been incurred so that you (and your wife (husband) if married) cotild work or find work. Self-employment is considered to be work for the purpose of this deduction. The expenses, whether for the care of a qualifying individual or for household services, are not deduc­ tible unless a qualifying individual lived in your home as a member of your family. The following persons are qualifying individuals: (1) Any child under 15 years old who can be claimed as an exemption. (Continued on Page 18) Page 17 �1972 TAX INFORMATION FOR SEAFARERS (Continued from Page 17) (2) A dependent who could not care for herself (himself) because of mental or physical illness. This must be a person you could claim as an exemption except for the fact that she (he) received more than $750 income. (3) Your wife (husband) who could not care for herself (himself) because of mental or physical illness. If your adjusted gross income Gine 17), Form 1040) was more than $18,000, you have to reduce your monthly expenses by dividing one-half of the amount over $18,000 by 12 (number of months in your taxable year). For example, if your adjusted gross income was $20,400, you would reduce your monthly expenses by $100 ($20,400 less $18,000 2=$1,200-^ 12=$100). If you were married for all or part of the year, be sure to take into account the adjusted gross income of both you and your wife (husband) for the time you were married. Use Form 2441 to figure your deduction and attach the completed form to your return. Enter your deduction on line 31, Schedule A. Union Dues Dues and initiation fees paid to labor organizations and most union assessments can be deducted. Casualty or Theft Loss(es) If you had property that was stolen or damaged by fire, storm, car accident, shipwreck, etc., you may be able to deduct your loss or part of it. In general, Schedule A can be used to report a casualty or theft loss. On property used only for personal purposes you can deduct only the amount over any insurance or other reimbursements plus $100 (if a husband and wife owned the property jointly but file separate returns, both have to subtract $100 from their part of the loss). Reporting Your Income You have to report all income in whatever form received (money, property, services, etc.), unless it is exempt. Examples are given below. Examples of Income You Must Report: Wages, salaries, bonuses, commissions, fees, and tips. Page 18 Dividends. Earned income from sources outside U.S. (See Form 2555.) Earnings (interest) from savings and loan associa­ tions, mutual savings banks, credit unions, etc. Interest on tax refunds. Interest on bank deposits, bonds, notes. Interest on U.S. Savings Bonds. Interest on arbitrage bonds issued after Oct. 9, 1969, by State and local governments. Profits from businesses and professions. Your share of profits from partnerships and small business corporations. Pensions, annuities, endowments. Supplemental annuities under the Railroad Retire­ ment Act (but not regular Railroad Retirement Act benefits). Profits from the sale or exchange of real estate, securities, or other property. Rents and royalties. Your share of estate or trust income. Alimony, separate maintenance or support pay­ ments received from and deductible by your husband (wife). Prizes and awards (contests, rafiles, etc.). Refunds of State and local taxes (principal amounts) if deducted in a prior year and resulted in tax bene­ fits. Embezzled or other illegal income. Examples of Income You Do Not Report: Disability retirement payments and other benefits paid by the Veterans Adininistration. Dividends on veterans' insurance. Life insurance sums received at a person's death. Workmen's compensation, insurance, damages, etc., for injury or sickness. Interest on certain State and mtmicipal bonds. Federal social security benefits. Gifts, money or other property you inherited or that was willed to you. Insurance repayments that were more than the cost of your normal living expenses if you lost the use of your home because of fire or other casualty (repay­ ment of the amount you spent for normal living ex­ penses must be reported as income). Combat pay. Declaration of Estimated Tax Every citizen of the United States or resident of the United States, Puerto Rico, Virgin Islands, Guam and American Samoa shall make a declaration of his (her) estimated tax if his (her) total estimated tax is $100 or more and he (she): (1) Can reasonably expect to receive more than $500 from sources other than wages subject to with­ holding; or, (2) Can reasonably expect gross income to exceed— (a) $20,000 for a single individual, a head of a household, or a widow or widower entitled to the special rates; (b) $20,000 for a married individual entitled to file a joint declaration with his wife (her husband), but only if his wife (her husband) has not received wages for the taxable year; (c) $20,000 for a married person living apart from husband or wife. (d) $10,000 for married individual entitled to file a joint declaration with his wife (her husband), but only if both he (she) and his wife (her husband) have received wages for the taxable year; or, (e) $5,000 for a married individual not entitled to file a joint declaration with his wife (her husband). See Form 1040—ES for details. Long-Tnp Tax Problems A major tax beef by seamen is that normally taxes are not withheld on earnings in the year they earned the money, but in the year the pay­ off took place. For example, a seaman who signed on for a five month trip in September, 1971, paying off in January, 1972, would have all the five months' earnings appear on his 1972 W-2 even though his actual 1972 earnings might be less than those in 1971. There are ways to minimize the impacts of this situation. For example, while on the ship in 1971, the Seafarer undoubtedly took draws and may have sent allotments home. These can be reported as 1971 income. Unfortunately, this raises another complica­ tion. The seaman who reports these earnings in 1971 will not have a W-2 (withholding state­ ment) covering them. He will have to list all allotments, draws and slops on the tax return and explain why he doesn't have a W-2 for them. Furthermore, since no tax will have been withheld on these earnings in 1971, he will have to pay the full tax on them with his return, at 14 percent or upwards, depending on his tax bracket. The e^nings will show up on his 1972 W-2. The seaman then, on his 1972 return would have to explain that he had reported some of his earnings in 1971 and paid taxes on them. He would get a tax refund accordingly. In essence, the seaman would pay taxes twice on the same income and get a refund a year later. While this will save the seaman some tax money in the long run,^ it means he is out-ofpocket on some of his earnings for a full year until he gets refunded. This procedure would also undoubtedly cause Internal Revenue to examine his returns, since the income reported would not jibe with the totals on his W-2 forms. That raises the question, is this procedure justified? It is justified only if a seaman had very little income in one year and very considerable income the next. Otherwise the tax saving is minor and probably not worth the headache. Seafarers Log �Digest of SiU i TRANSPANAMA (Hudson Water­ ways), July 2—Chairman Herbert Leake; Secretary J. B. Harris; Deck Delegate George Schmidt; Engine Delegate F. R. Clarke; Steward Delegate A. J. Serise. Disputed OT in deck department. Every­ thing else is fine. Vote of thanks to the steward department for a job well done. COMMANDER (Marine Carriers), July 8—Chairman Arne Houde; Secre­ tary James Winter; Deck Delegate F. Wherrity; Steward Delegate Joseph Kuma. No beefs were reported. Discus­ sion on the new contract and pension plan. STEEL VOYAGER (Isthmian), July 2—Chairman Melvin Keefer; Secretary J. W. Sanders. $32.70 in ship's fund. Everything is running smoothly with no disputed OT. Vote of thanks to the stew­ ard department for a job well done. AMERICAN RICE (American Rice Steamship), Sept. 3—Chairman C. J. Murray; Secretary C. M. Modella; Deck Delegate W. A. Guernsey; Engine Dele­ gate D. Grower; Steward Delegate J. Woods. Some disputed OT in each de­ partment. Vote of thanks to steward department for job well done. DELTA MEXICO (Delta), Aug. 27— Chairman Tony Radich; Secretary B. Guarino. $360 in movie fund. Some dis­ puted OT in deck and engine depart­ ments. Vote of thanks to steward de­ partment for job well done. RAMBAM (American Bulk Carriers), Sept. 16—Chairman J. C. Baudoin; Sec­ retary J. Craft; Deck Delegate A. Fruge; Engine Delegate N. Campos; Steward Delegate J. Cuelles. Few repairs to be taken care of. No disputed OT was reported. LOS ANGELES (Sea-Land), Aug. 6— Chairman Charles Lee; Secretary Louis Pepper. Some disputed OT in each de­ partment. Some repairs still have to be completed. Vote of thanks to all depart­ ment delegates and to steward depart­ ment for jobs well done. BEAUREGARD (Sea-Land), Sept. 3— Chairman Ed Morris; Secretary Ed Morris. Discussion held regarding new contract. Disputed OT to be taken up with boarding patrolman. Request made that long delayed repairs be completed promptly. TRANSONEIDA (Seatrain), Sept. 10 —Chairman L. Fitton; Secretary R. Barker. Few hours disputed OT, other­ wise everything is running smoothly. Vote of thanks to the steward depart­ ment for job well done. MOBILIAN (Waterman), June 27— Chairman O. R. Ware; Secretary O. Payne; Deck Department Donald E. Poole; Engine Department Fred Dicky; Steward Delegate Joseph Hall. $2 in ship's fund. Some disputed OT in deck and engine departments. Vote of thanks to the steward department for a job well done. TRENT (Verity Marine), Aug. 18— Chairman A. E. Bourgot; Secretary P. L. Shauger; Deck Delegate T. C. Col­ lins; Engine Delegate Ross A. Hardy; Steward Delegate W. Matsoukos. $17 ih ship's fund. Some disputed OT in engine department. STEEL APPRENTICE (Isthmian), June 18—Chairman F. Charneco; Secre­ tary P. P. Lopez; Deck Delegate Gary L. Hoover; Engine Delegate R. Minix; Steward Delegate G. T. Beloy. $15 in ship's fund. No disputed OT was re­ ported. FALCON COUNTESS (Falcon Tank­ ers), Aug. 27—Chairman Joe Richburg; Secretary J. Bartlett. Everything is run­ ning smoothly, except for some disputed OT in deck and steward departments. $7 in ship's fund. Disputed OT in deck and engine departments. Vote of thanks to the steward department for a job well done. January 1973 Ships Meetings / STEEL APPRENTICE (Isthmian), Aug. 20—Chairman F. Charneco; Sec­ retary P. P. Lopez; Deck Delegate Gary L. Hoover; Engine Delegate R. Minix; Steward Delegate G. T. Beloy. $20 in ship's fund. Some disputed OT in each department. TRANSERIE (Hudson Waterways), Sept. 3—Chairman R. D. Schward; Sec­ retary Louis Cayton. $15 in ship's fund. Some disputed OT in deck department. Everything else running smoothly. ANDREW JACKSON (Waterman), Sept. 2—Chariman James Biehl; Secre­ tary Michael Toth. Vote of thanks was extended to Captain Krume Strez for his interest in this vessel's crew. He has been very generous with the slop chest and draws. Vote of thanks to the members of the steward department, especially to cook and baker Eladio Grajales for his wonderfully prepared desserts, pizzas and all pastries. Thanks to chief cook R. Johnson for a job well done. SIU Ship's Committees TRANSGLOBE (Hudson Waterways)—Docked at the Military Ocean Terminal in Bayonne, New Jersey after a voyage from Bremerhaven are, from left: H. Green Jr., deck delegate; W. Lewis, educational director; J. McCree Jr., steward delegate; D. C. McLean, secretary-reporter, and R. Marrero, ship's chairman. CARRIER DOVE (Waterman)—The freightship Carrier Dove docked at Port Elizabeth, New Jersey last month after an intercoastal run. From left are: R. Holder, educational director; J. Spirito, chief cook; G. Reynolds, deck dele­ gate, and H. Calloe, engine delegate. GALLOWAY (Sea-Land)—The SL-7 class containership Galloway returned to Port Elizabeth after a voyage to Europe in November. Sailing aboard the "supership" are, from left: J. Keno, secretary-reporter; C. Henry, educational director; E. Tirelli, ship's chairman; P. Rodgers, engine delegate; H. Connolly, steward delegate, and E. Dakin, deck delegate. STEEL APPRENTICE (Isthmian), Sept. 3—Chairman F. Charneco; Secre­ tary P. O. Lopez; Deck Delegate Gary L. Hoover; Engine Delegate R. Minix; Steward Delegate G. T. Beloy. $24 in ship's fund. Some disputed OT in engine and deck departments. OVERSEAS VIVIAN (Maritime Over­ seas), Sept. 3—Chairman John M. Yates; Secretary W. E. Oliver. $15 in ship's fund. Everything is running smoothly. Vote of thanks to steward department for job well done. BEAUREGARD (Sea-Land), Aug. 28 —Chairman T. Trehern; Secretary E. Harris; Deck Delegate B. Hager; Engine Delegate R. E. Zimmerman; Steward Delegate J. F. Silva. All beefs brought to the patrolman's attention when he was on board. $57 in ship's fund. Some disputed OT in engine and steward de­ partments. GATEWAY CITY (Sea-Land), Sept. 3—Chairman L. Rodrigues; W. Nihem. $7 in ship's fund. Some disputed OT in deck and engine departments. Vote of thanks to the steward department for a job well done. The steward department extended a vote of thanks to the deck department for helping to keep the messroom and pantry clean. JEFF DAVIS (Waterman), Aug. 27— Chairman James McRae; Secretary H. Durham; Deck Delegate Frank Reynolds; Engine Delegae Edward L. Atkins; Steward Delegate Michael J. Dunn. AMERICAN VICTORY (Victory Carriers), July 2—Chairman Burton Owen; Secretary Robert W. Ferrandiz. $22 in ship's fund. Everything is run­ ning smothly. Some disputed OT in deck department. STEEL APPRENTICE (Isthmian), July 16—Chairman F. Carneco; Secre­ tary P. P. Lopez; Deck Delegate Gary L. Hoover; Engine Delegate R. Minix; Steward Delegate G. T. Beloy. $5 in ship's fund. Some disputed OT in engine and steward departments. MOBILIAN (Waterman), Aug. 6— Chairman O. R. Ware; Secretary O. Payne; Deck Delegate Donald Pool; Engine Delegate T. Ballard; Steward Delegate Joseph Hall. $3 in ship's fund. Some disputed OT in deck and engine departments. Vote of thanks to the steward department for a job well done. STEEL TRAVELER (Isthmian), Aug. 6—Chairman Clarence Pryor; Secretary 1. R. Llenos. $7 in ship's fund. Every­ thing running smoothly. Thanks to steward department for job well done. RAPHAEL SEMMES (Sea-Land), Aug. 13—Chairman B. Mignano; Secre­ tary D. Hall. Everything is running smoothly. No beefs were reported. Vote of thanks to steward department. SEATRAIN PUERTO RICO (Seatrain), Sept. 7—Chairman J. C. Northcutt; Secretary J. Mophauk. No beefs were reported. Vote of thanks to steward department for job well done. STEEL NAVIGATOR (Isthmian), Aug. 20—Chairman Bernard Kitchen; Secretary Vasser Szymanski. $21 in ship's fund. Disputed OT to be taken up with boarding patrolman. YORKMAR (Calmar). Aug. 27— Chairman E. Hogge; Secretary H. Lanier. No beefs were reported. Voted thanks to steward department for job well done. FALCON COUNTESS (Falcon Tank­ ers). Aug. 20—Chairman Joe Richburg; Secretary J. Bartlet. Everything is run­ ning smoothly. Some disputed OT in each department. A special vote of thanks was extended to the steward department for a job well done. OVERSEAS ALASKA (Maritime Overseas), Sept. 10—Chairman H. B. Butts; Secretary D. G. Chafin. Every­ thing is running smoothly $15 in ship's fund. Page 19 �Propeller Club Selects Closing Date, Title for '73 Maritime Essay Contest Harry S. Truman 1884-1972 Former President Harry S. Truman, who died the morning of Dec. 26 in Independence, Mo. will be remembered by history for many things: most notably, perhaps, for his decision to drop atomic bombs on Japan bringing World War II to an earlier finish. But, he will also be remembered for his strong personality, his "give 'enl hell" attitude, his surprising (to everyone except Truman) defeat of Thomas Dewey, his dismissal of Gen. Douglas MacArthur, his sponsorship of aid to war-torn nations, his reaction to the Russian blockade of West Germany, and his response to the invasion of South Korea by Communist North Korea. Organized labor will long remember him for his courageous, though un­ successful, veto of the Taft-Hartley bill. But, to those involved in the maritime industry, Harry Truman's Mariner ship construction program will be remembered most fondly. Initiated in 1951, 35 Mariners were built with government funds against the almost unanimous view of the ship operating community that these ships could not be employed in commercial service. The vessels, however, proved to be efficient and profitable: 29 were ultimately sold for private use, five were assigned to the U.S. Navy and one was lost at sea. for a strong American merchant ma­ rine, and marine industry to ensure our economic prosperity and national security." The theme of the 1972-73 Contest is ' 'The United States Merchant Marine—Assurance of World Markets and Vital Imports." The contest closes March 1, 1973, with National Prize Winners to be announced National Maritime Day, May 22, 1973. For full details inquiry should be made to local propeller Clubs or to The Propeller Club of the United States, 17 Battery Place, New York, N.Y. 10004. The Propeller Qub is a non-profit educational maritime society whose 80 clubs and 12,500 members are devoted to the promotion, further­ ance and support of the American merchant marine and its allied and associated industries. Free trips on American-flagships to the Mediterranean, South Africa, Europe, the Orient, the Caribbean and South America; coastal cruises along Atlantic, Gulf and Pacific Coasts; and Mississippi and Ohio River trips are offered to High School students throughout the United States as Na­ tional Prizes in the 38th Annual Har­ old Harding Memorial Essay of the Propeller Club of the United States and its member local Propeller Club Ports. In announcing this year's contest, Mr. Jasper S. Baker, national presi­ dent, stated "this contest has been held successfully for 37 years to broaden the education of teen-age stu­ dents in maritime matters of vital im­ portance to our great country. It is specifically designed to acquaint our younger generation with the necessity (Continued from Page 14) Add: Adjustments for the cumulative effect on prior years of apply­ ing retroactively the change in reporting from the cash basis UNITED INDUSTRIAL WORKERS OF NORTH AMERICA WELFARE FUND to the accrual basis of accounting 5,543.06 Attachment to U.S. Dept. of Labor Form D-2 Reserve—May 1, 1971—as adjusted 687,107.39 Year Ended April 30, 1972 Less: Excess of expenses over income for the fiscal year end April End of End of •30, 1972—accrual basis (165,828.15) Part rV—Section A—Item 2a—Contributions: Prior Reporting Reserve—April 30, 1972 $521,279.24 (1)—^Employer Year Year ( ) Indicates negative figure Contributions receivable $340,331.97 Less reserve for contributions doubtful of collection 65,200.00 $275,131.97 Part IV—Section A—^Item 2c—Other Receivables Travel advance $ 811.19 $ 40.60 Interest receivable 6.73 3,310.10 Due from affiliated funds 925.97 168.20 $1,743.89 $ 3,518.90 L Part rV—Section A—Item 7c—Other Assets Employee trustee: Furniture, fixtures and equipment—at cost $ 1,271.16 ^ Less accumulated depreciation $ 1,080.57 Part IV—Section A—Other LiabiUties Due to other funds $ 122.80 $ 1,856.61 Estimated liability for future payment of benefits based on participants' accumulated eligibility, arising from hours accumulated —0— 4,425.00 $ 122.80 $ 6,281.61 Part TV—Section A—Item 14—Reconciliation of Reserve for Future Benefits Reserve—May 1, 1971—as previously reported $681,564.33 Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid Number Amoimt SEAFARERS WELFARE PLAN ELIGIBLES Death Hospital & Hospital Extras Surgical Special Equipment Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Doctors' Visits in Hospital Maternity Blood Transfusions Special Equipment PENSIONERS & DEPENDENTS Death Surgical Optical Blood Transfusions Special Equipment . Dental Scholarship Program Page 20 December 1-31,1972 MONTH YEAR TO DATE 16 412 507 20 3 7,207 1 231 1 16 412 507 20 3 7,207 1 231 1 413 92 139 19 4 186 413 92 139 19 4 186 6 124 144 18 66 1 2 754, 1 2,768 11 13,146 4,015 1,504 18,665 6 124 144 18 66 1 2 754 1 2,768 11 13,146 4,015 1,504 18,665 MONTH $ ^ 44,592.10 412.00 1,521.00 2,289.80 406.00 57,656.00 125.00 4,691.31 23.00 YEAR TO DATE $ 44,592.10 412.00 1,521.00 2,289'.80 406.00 57,656.00 125.00 4,691.31 23.00 75,645.88 2,342.45 16,475.50 3,900.00 353.00 3,528.94 75,645.88 2,342.45 16,475.00 3,900.00 353.00 3,528.94 18,000.00 18,544.98 4,194.34 2,477.50 1,296.57 82.50 155.00 7,540.00 350.00 16,260.40 4,689.49 287,552.76 944,248.50 633,656.11 1,865,457.37 18,000.00 18,544.98 4,194.34 2,477.50 1,296.57 82.50 155.00 7,540.00 350.00 16,260.40 4,689.49 287,552.76 944,248.50 633,656.11 1,865,457.37 Seafarers Log • ,, A �SAILI imr 5-:V U • it-f«-Jc"; -Sft In order to meet the needs of the containership trade, the SlU-contracfed Transhawaii undenvent a comprehensive conversion during 1970, and is now sailing the Puerto Rico run. Formerly known as the General James H. MeRae, before she was acquired by Seatrain Lines in 1968, the Transhawaii was built in 1944. During the remaining year of World War II she rendered distinguished service as a troop carrier. , Today, on each voyage to Puerto Rico, the vessel carries 480 forty-foot long mixed.carj^ containers. (.1 Deck delegate Chester Alien (right) discusses some union business concerning his department with SlU Patrolman Ted Babkowski. if!- Second Electrician John Tucker sets to the task of cleaning the ship's main generator aboard the Transhawa/7. , . . January 1973 Oiler Frank Lee has discovered an "instant sauna" as he cleans and changes the engine's burner rods. Page 21 �Contract-Signing Power for Young People Raise Host of Potential Financial Problems By Sidney MargoUns Consumer Expert The lower majority-age laws en­ acted in about half of the states in the past two years, and being considered in most other's, will affect family fi­ nancial matters in some significant ways. Most people think of these new laws chiefly as having reduced the voting age. But these laws also lower the age at which youngsters can enter into contracts to 18 from the present 21 (in most cases), including contracts to buy cars and make other costly purchases. In some states, the new laws also reduce to 18 the age that young peo­ ple can marry without parental con­ sent. This change affects mostly boys but in some states girls, too. The present alcohol-purchase age which has been 21 in most states also has been reduced to 18 or at least 19 in over one-third of the states. Several Ronald J. Flnker Please contact Mrs. Phyliss Horton as soon as possible at 1441 68th Avenue, Oakland, California. John Levassoir Please contact Mrs. Daniel Levassuir as soon as possible at 108 Bucks Hill Road, Waterbury, Connecticut. Mike PIskin Please contact your old sparring part­ ner, Georgie Pulignano at 6514 Key­ stone Street, Philadelphia, Pa. 19135. Shipmates of Norman Longtine Seafarer Norman Longtine would like to hear from some of his old shipmates. You may contact him at 2107 East Chapman Avenue, Filleston, California 92631. states that recently reduced the ma­ jority age for voting and for entering into contracts still withheld the right to buy beer and liquor under 21. Now authorities are worried that 16- and 17-year olds will try to pass as 18 just as 19- and 2()-year olds often passed as 21 under the old laws. Financially Risky Like the lower drinking ages, some of the other new "rights" may seem less than beneficial to many parents. In several states—Michigan, West Virginia and New Jersey, for ex­ ample—18-year olds now can bet at "racetracks. But the most far-reaching and finan­ cially risky of the new "rights" for 18-year olds is the right to enter into contracts. Even under the age-21 laws, young people often have been the main victims of high-pressure used-car dealers. One state official who is very concerned about the fi­ nancial problems that can flow from Richard V. Geili^ Please contact your wife or your mother as soon as possible at 655 Geary Street, San Francisco, California 94102. Carl Amundsen Jr. Please contact The Salvation Army at 675 Seminole Avenue N.E. P.O. Box 5236, Atlanta, Georgia 30307. Harold C. WiU Please contact your daughter, Diane as soon as possible at 2563 Collins Road, Fort Lauderdale, Florida 33312. Mohamed Jibran Please contact Jim Robinson of the Boccardo Law Firm at 1 California Street, San Francisco, California 94111, or call collect at 415-391-3700. the new laws is Joseph Marciano, Chief of the Division of Consumer Affairs of the Rhode Island Con­ sumers' Coimcil. Marciano points out that the right to enter installment contracts makes it possible for youths to buy cars without having a parent sign. This opens up a new market for the car industry. But Marciano is concerned that dealers may take advantage of inexperienced young buyers by trying to sell them cars in poor condition or more expensive than they can afford. Lane Breidenstein, President of the Detroit Better Business Bureau, also has warned that in states where youngsters under 21 are now legally responsible for their purchases, they and their families need to realize their responsibilities. "When you sign your name on the dotted line, you are legally binding yourself to meet all the terms of the contract," warns Breidenstein. "It is important you know the full amount your purchase will cost; how much you must, pay each month, and what can happen if you fail to make a monthly payment." Once signed, a contract cannot be changed or cancelled unless the other party agrees. Understand Terms What can happen in case of failure to meet payments, of course, is that the car will be repossessed and the unfortunate young buyer may also be liable for a deficiency judgment for the difference between what he owes and the small amounts that the fi­ nance company may recover on re­ selling the car. Youngsters buying cars, and many oldsters too, should realize that "as is" in a contract means that the buyer has no guarantee that what he pur- chases will work. What you see is what you get, the Detroit BBB warns. Even the word "guaranteed" means nothing when used by itself. A con­ tract should specify in writing exactly what is guaranteed and for how long Marciano's concerns abut contracts in relation to inexperienced buyers does not mean that he is against the lower majority age laws. But he does feel that consumer education in the schools now is needed more urgently than ever to teach young people their new rights and responsibilities. One safeguard is that banks and other reputable lenders are going slow on granting credit to youngsters with­ out a parent's endorsement, even in states where 18-year olds are now eligible for such transactions. Too, many young people 18 to 20 already are self-supporting and financially mature. Trust Fund Control While families in general are get­ ting accustomed to the new status of 18- to 20-year olds, friction may occur where parents £U"e reluctant to concur in children's new legal rights, Mar­ ciano observes. Michigan Attorney General Frank J. Kelley pointed out a possible new advantage for parents from this change. Parents are now free from the financial responsibility for the con­ tracts of children of and after age 18. Another question raised by the new majority laws is the effect on the Gifts to Minors Acts. All states have such laws permitting parents to make gifts to children of securities (or cash, too, in most states) while retaining con­ trol over the account until the child is 21. The advantage of such simple trusts is that the parent saves taxes since the income from the trust is taxable to the child. Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may- make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agree­ ments. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expen­ ditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund finan­ cial records are available at the headquarters of the various trust fimds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel .there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipownere, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is; Earl Shepard, Chairman, Seafarers Appeals Board 275-20tfa Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. Page 22 CONTRACTS. Copies of all SIU contracts are available in all SlU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY-SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Ix)g policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIGNAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain, copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately, notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. lliese rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employ­ ers. Consequently, no Seafarer may be discriminated against because of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION—SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Sea­ farer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All,.contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason the above improper conduct, notify the Seafarers Un­ ion or SPAD by certified mail within 30 days of the con­ tribution, for investigation and appropriate action and refimd, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen; If at any time a Seafarer feek that any of the above rights have been violated, or that he has been denied his constitu­ tional right of access to Union records or information, he should immediately notify SIU President Paut Hall at head­ quarters by certified mail, return receipt requested. Seafarers Log �I around the world. ^ ^^The merriment of Christmas spread its cheer in union halls as old and shared a bountiful feast provided by ^ u ?® M ®*' smiles on the faces of the SIU members and ' their families display the good fellowship of Christm^ in the Brotherhood |:!,-^,of Uie.Sea. \ S' ' / .. , : M 1'^ 111 Seafarer Willie Walker and his family are all smiles during the Christmas party in New Orleans. Pensioner A. Eusebio lends a helping hand to the young lady in the Port of New Orleans. If I'' "All I want for Christmas is my can of Coke" says the tiny son of UIW member William Tales. ^ I, ' " " ' >1. t . 4" * In New York, from the left, the Barbers, the Seibels and friends, Nanette Hess and Barbara Legros, have a good time. January 1973 Seafarer Antonio Dos Santos brought the whole gang along to the festivities at the Christmas dinner in the Port of Baltimore. ^ ~ ^ ^ New York Connie Roasaly, 5 years old, and her 7-year-old sister, Robin, enjoyed the festive Christmas party in the Port of New York. Page 23 �Seafarer Gus Skendelas who sails as Chief Steward enjoyed Christmas day with his family in the Port of Seattle. Boston Seafarer Philip Salowsky (left) and Pensioner Charles Duncan took part in the Christmas fes­ tivities in the Boston hall. Able Zeaman Al Lewakowski and his family got together with shipmates and friends at the Boston Christmas dinner. Oiler Roger Kaarto, who sails aboard the Kinsman Voyager, is shown holding his grandson, Michael, at the Port of Duluth Christmas party. Wilmington / 'J ''5 Seafarer Joseph King and his family enjoy their Christmas dinner in the SlU Hall in the Port of Wilmington. P3ge 24 SlU Member Pat Bourgrois and his new bride de­ cided to spend their day with fellow Seafarers and families in Boston. Mrs. Lester LePage, wife of deceased Seafarer LePage, holds twin granddaughters, Linda and Lisa at Duluth Christmas party. ^ Seafarer Billy Scott and his wife, Jeannie, were among the many couples at the Wilmington dinner. Seafarers Log �I!) t I* Here are nine beautiful reasons why the family of Seafarer Yaswant Somani had a Merry Christmas at the dinner in the Port of Norfolk. 10: ; San Francisco The tiniest member of the John Cartos family (lower right) pooped out at the Christmas party in the Port of Norfolk. -t: •4 .. Brother Jack Andrewsen and family celebrate Christmas at the gathering in the Port of San Francisco. . ^> ' t *"> J \ Seafarer Louis Chapetta and wife, Itsucko, were just two of many who spent an enjoyable Christmas day in San Francisco. Frankforlr.-: f- 4^ / * Seafarer Ed Wards' family grabs for the goodies at the Christmas dinner in the Port of Frankfort. January 1973 Vy * . " Retired Cabinmaids Ellen Gaines and Myrna Summers enjoyed their Christ­ mas together at the dinner in the Port of Frankfort. Page 25 �4 , BeCmjse Of-tl^ of a Sea­ farer's life, a proloaged stay in the hospital can hieaji sep^ation from family and friends who may live across the country or even around the world. This can be a very trying experience — especially during the btese to th^ Ipved ones. On Qiris^^ keeping with a the SIU, union officials in many ports visited the USPHS hospitals in an effort to spread some holiday cheer among the many Steafarers laid up by sickness or injury. In the Port of New York, SIU represent­ atives paid their annual Christmas visit to the USPHS hospital on Staten Island, Each S^farer received $25 in cash and a carton of c^arettes of his choice-—but more iinpOrtantly they hsisur^ they had not been forgotten by their union brothers. „ '' .. Representative Dwyer wishes Brother Ed Velez a Merry Christmas on behalf of the entire SIU. Sea­ farer Velez sails as ordinary seaman. ... , . < ^ -if SIU Representative Dwyer tries to brighten the day for 2nd cook Paul McConnell. Brother McConnell sails on the Great Lakes. SIU representative John Dwyer plays Santa Glaus for Seafarer Feliciano Resto at the USPHS hospital on Staten Island. Seafarer James Stover accepts his gift of $25 cash from representative Dwyer at the USPHS hospital on Staten Island. A group of Seafarers cheerfully display their presents at the USPHS hospital on Staten Island. Standing, from the left, are Brothers G. Guzman, D. Lyies, W. Hardin, SIU representative John Dwyer, J. Rewt,,and G. Vernardis. Seated are P. Latorre, N. Zerros, W. Teller, and H. Jacobs. Page 26 Seafarers Log ««W3Sf3S,-- tk �RB REPORT DEClEMilll 1-31. f972 V''->AtV ••• DECK©Ea»4RTMBM TOTAL REGISTERED ^,*»v' •••fi :•;-!••, All Groups ChnsA ClassB . 'nL - -- • ^ Port a- Boston New York Philadelphia Baltimore aaaaaaaaaa aataaaaa Norfolk Jacksonville Tampa Mobile New Orleans Houston Wilmington San Francisco Seattle To^^ls : aa*a»aa«'«»aafa*a#«»iiaaaaaa; ' ****«*****aa'*aaa«a'aa*'aa* -. aaaaaaaaav*: 5 111 .19 63 23 29 TOTAL SHIPPED REGISTERED ON BEACH AllGiorju AB Groups Oass A ClassB Class A Class B Class C ?3 • C 19 . 6 • ;. 25 8 66 6 34 ... 9 32 ••*«•••• «*«*ataaaaaaa*a'*aa*aaaa's '•':4iyyy • «»»«aaaaaa«aaaaa'*aafy I<l>' . *«s*a«aaa'*aa*Siaaa.»«*^aaaaa*asa'' aaaaaaa'aaaavaaaaaaaaa-aaS' - III 63 27 •a'aaraaaaaaaafaacfa a«aaaaa*a*aa«a«*aaa»*a*aa«aaa»a 627 10 25 31 16 82 34 284 : / 23 61 X' 18 20 409 -x;-5"x-". 3 ymly y. 6 153 ••• 21 • W'-i 26 77 5 29 • 0 38 0 :' • •••.v. 5 •;X:x; !••• :XX ' Xx 69 3 167 'y'M-^y/l ylSyy 77 • '••;35;x;xx, 6 y-yyAAM 0 , 32 yM§ 134 70 '''•;:3X; 58 871 y^myh •V52';x 10 16 10 21 ;x- - :': 4.X.;XXX 26 14 . 17 9 15 ';Xx-3XX;x^ •10 -"'S^ 45 1 86 .. 27 ' 59 Xi SIU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers WiWm 346 T ENGINE DEPARTMENT TOTAL REGISTERED Boston' «»*«a9aaa'»ii**«»a*aaa*a»*aaaa«^a«-'' New York Philadelphia Baltimore aaaaAaaaaa«a>a4aa«'aa>aa«aa - aaajnaaaaaaaaaaaaavasaaa#'' ••aaaataaaaaaaaaaaaaaaaaaaV*;- \ Norfolk '4aaa aay.aaa aaa'aaaa'aaaaaa'aaaaaa#' Jacksonville •«a«a:aaaaaaa<*aaaa.aaa«aV : M Mobile New Orleans ^Houston [liinington Francisco tie AU Groups yClass A'Oii^B. 2 46 !::$ ' ym 52 •-14.; %25: ;;*-3 aaa*'aaaa*,»a>aaSaa*aa'aa' aa'aaaaaaaa.avaaaaaaaaaaa*. • •a«aaaaaaaaaa«aaa.«a»'a»«aa*aaaaa - ' -81':^ 13 y-W: •y,n:. ^a,^aa»aa«**aaBa'aaaaaBa*aaa*»Sa'aa ; :'Xi9 ySt.32 17 •:Ci9' 26 315 RBGISTERED ON BEAGBI TOTAL SHl^ED ABGroups Class A CIsKs B 4 2 122 50 AUGtouqps Chats A;'ClasaB,; Cla^ C 3 4 0 57 38 . 18 4 4 0 24 24 2 >. ' ; .571 :5 , 12. 28 0 4 0 "t* yV" 10 10 M; 26 -ft• 7 0 i;5i 57 . 76 19 ' 20 t'A 301 304 65 . ^ m: 13 :153?;' 25 14 7 10 :43i 135 . 86 63 94 . \ ^ A] - .125 27 .W 715 ( ' STEWARD DEPARTMENT « TOTAL: - REGISTERED Boston '*«a*^aaaaaaaa»aaaa'aa'«aa«aaaa%S''4a' New York Philadelphia Baltimore Norfolk aaaaa«aaa»a#aaaaaaa'aa»aaaaaaaaJacksonville 'Tampa. #44 a'aa*a*aaaa*aaaaaaaaa'aa«a«aya Mobile New Orleans Houston Wilmington San Francisco Seattle • ••af aa'aaaaa^aaaaSa"' ' a.aaaaaaB^a.aaaaaa.aa'aa.aa'aa . • aaaaa'aaaa'aaaaaayaya^ • •aasaa'aaa'aaalaaaa'aavaaa^a^aa^aa' ••«aa.a»S.aaaaaa'aaayaaa«aaa'a*4fa»«a«.f •yiiyy"<.;;.;2: 109 171 10 ••• 5 17 34 9 14 22 'Ny't '•"••^r--XV' . 9 .38 17 50 •X5lX;x. 22 11 9 62 81Xl-9xx:' 10 289 511 REGISTERED ON BEACH AB Groups ; AB Groups yAU Groups A Oaas B Port TOTAL SHIPPED •>, X • Class A Class B XX: 5.. 2 130 • 1221 22 :'X.X-yTX 40 21 'Xx-., 15 20 8 21 3:X, 5 7. 52 125 . T4X:; 81 70 yy/^yy':x;'20vi 92 Xv:-"27X'yy^M'-y:-: 20 642 • X , 341 . QassA OassB. Class C 1 1 4 18 61 92 XX?X9, 3 0 6 19 3 14 . X 14 xXy,^9-^; 1 0 . 7 Xx:x"215 7 'r.28X;i 10 32 .:x;-28>:y: 15 31 0 3 " "X49::X. 61 8 ;;x;i3^x^ 6 9 254 ••:. 85 :; 269. •• ^ K ' :• J • /<f . > MEMBERSHIP MEETINGS' SCHEDULE Port New York Philadelphia Baltimore Detroit jiHouston New Orleans Mobile San Francisco Date Feb. 5 Feb. 6 Feb. 7 Feb. 9 Feb. 12 Feb. 13 Feb. 14... Feb. 15 Deep Sea 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m 2:30 p.m il p^<'' Great Lakes Tug and Dredge Section tSault Ste. Marie Feb. 15—7:30 p.m. Chicago Feb. 13—7:30 p.m. Buffalo Feb. 14—7:30 p.m. Duluth Feb. 16—7:30 p.m. Cleveland Feb. 16—7:30 p.m. Toledo Feb. 16—7:30 p.m. Detroit Feb. 12—7:30 p.m. Milwaukee Feb. 12—7:30 p.m. |(' January 1973 IBU — 5:00 p.m 5:00 p.m 7:30 p.m 5:00 p.m 5:00 p.m 5:00 p.m — Directory of Union Halls UIW 7:00 p.m. 7:00 p.m. 7:00 p.m. — 7:00 p.m. 7:00 p.m. 7:00 p.m. — Railway Marine Region Philadelphia Feb. 13—10 a.m. & 8 p.m. Baltimore Feb. 14—10 a.m. & 8 p.m. •Norfolk , Feb. 15—10 a.m. & 8 p.m. Jersey City Feb. 12—10 a.m. & 8 p.m. tMeeting held at Galveston wharves. tMeeting held in Labor Temple, Sault Ste. Marie, Mich. •Meeting held in Labor Temple, Newport News. PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak .675 4th Ave., Bklyn. 11232 HEADQUARTERS (212) HY 9-6600 800 N. Second Ave. 49707 ALPENA, Mich. (517) EL 4-3616 BALTIMORE, Md. ..1216 E. Baltimore St. 21202 (301) EA 7-4900 .215 Essex St. 02111 BOSTON, Mass. (617) 842-4716 .290 Franklin St. 14202 BUFFALO, N.Y. SIU (716) TL 3-9259 IBU (716) TL 3-9259 .9383 Ewing Ave. 60617 CHICAGO, IIL SIU (312) SA 1-0733 IBU (312) ES 5-9570 .1420 W. 25th St. 44113 CLEVELAND, Ohio (216) MA 1-5450 ..10225 W. Jefferson Ave. 48218 DETROIT, Mich. (313) VI 3-4741 2014 W. 3d St. 55806 DULUTH, Minn. .. (218) RA 2-4110 P.O. Box 287, FRANKFORT, Mich. 415 Main St. 49635 (616) EL 7-2441 5804 Canal SL 77011 HOUSTON, Tex. (713) WA 8-3207 2608 Pearl St. 32233 JACKSONVILLE, Fla. (904) EL 3-0987 .99 Montgomery St. 07302 JERSEY CITY, NJ. (201) HE 5-9424 .1 South Lawrence St. 36602 MOBILE, Ala. ... (205) HE 2-1754 NEW ORLEANS, La. 630 ackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3d St. 23510 (703) 622-1892 PHILADELPHIA, Pa 2604 S. 4th St. 19148 (215) DE 6-3818 PORT ARTHUR, Tex 534 Ninth Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1321 Mission St 94103 (415) 626-6793 SANTURCE, P.R 1313 Fernandez, Juncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash 2505 First Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo 4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fia. 312 Harrison St 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St 43604 (419) 248-3691 WILMINGTON, CaUf 450 Seaside Ave. Terminal Island, Calif. 90731 (213) 832-7285 YOKOHAMA, Japan Iseya Bldg., Room 810 1-2 Kaigan-Dori-Nak^u 2014971 Ext 281 Page 27 �New SlU Pensioners i'l V- Theodore T. Harris, 63, is a life­ long resident of Mobile, Ala, He joined the union in that port in 1938. Brother Harris sailed in the steward department. Ambrose A. Magdirila, 65, is a native of the Philippine Islands and now resides in San Francisco. Brother Magdirila joined the SIU in 1942 in the Port of Philadelphia and sailed in the steward department. Monseirrate Saliva, 65, joined the union in 1944 in the Port of New York. He is a life-long resident of Ponce, Puerto Rico. Seafarer Saliva sailed in the deck department. Garvis F. Hudson, 54, joined the SIU in the Port of Mobile in 1951. A native of Mississippi, he now makes his home in Mobile. Seafarer Hudson sailed in the engine depart­ ment. Theodore R. Maples, 69, joined the SIU in 1947 in the Port of Mobile, Ala. Bom in Wilmer, Ala., he is now a resident of Crichon, Ala. Seafarer Maples sailed in the engine depart­ ment. Joseph L. Sheahan, 66, is a life­ long resident of Rose Bush, Michigan. He joined the SIU in 1956 in the Port of Lake Charles, La. and sailed in the engine department. Brother Sheahan served in the U.S. Navy during World War II. Ballard Jackson, 66, is a native of North Carolina and now resides in Norfolk, Va. He joined the SIU in the Port of Tampa and sailed in the engine department. Brother Jackson served in the U.S. Army during World Warn. Daniel T. McGovem, 56, is a life­ long resident of New Orleans. Brother McGovern joined the union in the Port of New York in 1951 and sailed in the engine department. Edgar K. Vaher, 65, is a native of Estonia and now makes his home in Bergenheld, N.J. He joined the union in the Port of Boston in 1945 and sailed in the deck department. Oskar F. Kala, 66, is a native of Estonia and now makes his home in Mattapen, Mass. Brother Kala joined the union in the Port of New York in 1941 and sailed in the engine de­ partment. Felipe Quintayo, 64, joined the SIU in 1947 in the Port of New York. He is a native of the Philippine Islands and now makes his home in Saraland, Ala. Brother Quintayo sailed in the steward department. Julian T. LeUnskI, 64, joined the union in the Port of San Francisco in 1949. Born in Pittsburgh, Pa., he now resides in Hollywood, Florida. Brother Lelinski sailed in the steward department. Raymon Moran, 65, is a Peru and now makes his Santruce, Puerto Rico. Moran joined the union in of New York in 1939 and the engine department. Trinidad Navarro, 63, joined the SIU in 1939 in the Port of New York and sailed in the deck department. He is a life-long resident of Santmce, Puerto Rico. Brother Navarro has been sailing for over 40 years. John R. MIchaells, 65, joined the SIU in the Port of New York in 1938. A native of Brooklyn, he now makes his home in New Bedford, Mass. Brother Michaelis sailed in the engine department. native of home in Brother the Port sailed in Pensioners Receive First Checks in New York, Port Arthur Seafarers Karl Trelmann and John Efstathiou, both now pensioners, receive their first monthly pension checks from SIU Representative George McCartney at the jVlovember membership meeting. Page 28 Port Arthur SIU Agent Isiah A. Gibson presents first IBU pension check to Sam Mitten as Pensioners Mark Conrad (left) and Cornelius Higginbotham (right) look on. Conrad and Higginbotham had retired earlier from the IBU. Seafarers Log �New SlU Pensioners y Manuel Rial, 55, was born in Spain and now makes his home in Brooklyn, N.Y. He joined the union in the Port of New York in 1943 and sailed in the en­ gine department. Percy Thompson, 67, is a life-long resident of New Orleans, La. He joined the Union there in 1947 and sailed in the steward department. Paul L. Brlen, 68, is a native of Massachusetts and now makes his home in Texas City, Texas. He joined the union in 1950 in the Port of New York and sailed in the engine depart­ ment. Brother Brien had been sailing for 30 years when he retired. Juan L. RIos, 48, joined the union in 1943 in the Port of New York and sailed in the steward department. He is a life, long resident of Levittown Catano, Puerto Rico. John Ulis, 65, is a native of Estonia and now makes him home in New York City. He joined the union in 1942 in the Port of New York and sailed in the deck department. Leoncio O. Bnmatay, 65, joined the union in the Port of New York in 1947. A native of the Philippine Islands, he now makes his home in New Orleans. Brother Bumatay sailed in the steward department. Conrad D. Shirley, 65, is a native of Virginia and now resides in Gerrardstown, W.Va. He joined the union in 1944 in the Port of Baltimore and sailed in the steward department. Luther E. Wing, 58, joined the SIU in 1938 in the Port of Mobile, Ala., and sailed in the deck department. He was born in Mississippi and now resides in Prichard, Ala. Amado Fellclano, 65, is a native of Puerto Rico and nOw makes his home in New Orleans. He joined the SIU in 1944 in the Port of New York and sailed in the steward department. is# Woodrow W. Perkins, 59, is a native of North Carolina and now makes his home in New Orleans, La. He joined the union there in 1946 and sailed in the steward department. ' Albert Yip, 68, is a native of China and now makes his home in San Fran­ cisco, Cal. He joined the union in the Port of New York in 1951 and sailed in the steward department. Brother Yip is a World War II veteran of the Marine Corps. Wilbur L. Fowler, 66, joined the SIU in 1938 in the Port of Philadel­ phia and sailed in the engine depart­ ment. A native of New Jersey, he is Brother Fowler served in the U.S. Navy for 14 years from 1924 to 1938. now a resident of Keyport, N.J. Baltimore Pensioner Legal Aid Following is a list of attorneys to whom Seafarers with legal problems may turn in various port cities. The Seafarer need not choose the recom­ mended attorneys, and this listing is intended for information purposes only. The initial list of recommended counsel throughout the United States is as follows: New York- -Schulman, Abarbanel & Schlesinger 1250 Broaway, New York, N.Y. 10001 (212) 279-9200 Boston, Mass.—Patrick H. Harrington 56 N. Main Stret, Bennett Bldg. Fall River, Mass. (617) 676-8206 {• Baltimore, Md.—Berenholtz, Kaplan, Heyman, Engelman 1845 Maryland National Bldg. Baltimore, Md. 21204 (301) Lex. 9-6967 Yampa, Fla.—Hardee, Hamilton & Douglas 101 East Kennedy Blvd. Tampa, Florida (813) 223-3991 ' ^ Mobile, Ala.—Simon & Wood 1010 Van Antwerp Bldgs ' .", , Mobile, Alabama ' "• (205) 4334904 - „ January 1973 New Orleans, La.—Dodd, Hirsch, Barker Meunier 711 Carondelet Bldg. New Orleans, La. (504) Ja. 2-7265 & Houston, Texas—Combs & Archer Suite 1220, 811 Dallas St. Houston, Texas (713) 228-4455 Los Angeles, Cal.—Bodle, Fogle, Julber, Reinhardt & Rothschild 5900 Wilshire Blvd., Suite 2600 Los Angeles, Cal. (213) 937-6250 San Francisco, Cal.—Jennings, Gartland & Tilly World Trade Center San Francisco, California (415) Su. 1-1854 Seattle Wadi.—Vance, Davies & Roberts Rm. 425, North Towers 100 W. Harrison Plaza Seattle, Wash. 285-3610 Chicago, 111.—Katz & Friedman 7 South Dearborn Street Chicago, 111. (312) An. 3-6330 Detroit, Mich.- -Victor G. Hanson 15929 West Seven Mile Road Detroit, Mich. ' (313) Ver. 7-4742 St. Louis, Mo.—(Gruenberg & Souders 721 Olive St. St. Louis, Missouri (314) Central 1-7440 SIU Representative Ben Wilson (left) presents UIW member Richard Ott, Sr. with his first monthly pension check in the Port of Baltimore, Md. Page 29 �:,r-: Jlinal i9q]artiir«0 lohn J. Guard, 57, passed away August 29, 1972 after a short illness. A native of New Jersey, he was a resident of San Francisco at the time of his death. He joined the union in 1955 in the Port of San Francisco, and sailed in the deck department. Brother Guard was buried at All Souls Cemetery in Long Beach, Calif. Among his survivors is his wife, Urma. Robert O. Smith, 51, passed away after a long illness Noevmber 15; A native of Akron, Ohio, he was a resi­ dent of Bessemer City, N.C. at the time of his death. Seafarer Smith joined the SIU in 1947 in the Port of New York and sailed in the engine department. He served in the U.S. Air Force during World War II. Among his survivors is his sister. Pearl. Wilson Davis, 49, passed away sud­ denly June 12, 1972 of a heart attack, while serving aboard the SS Chicago off the coast of Japan. A native of Mobile, Ala., Brother Davis joined the union there in 1944, and sailed in the steward department. He was a resident of Oakland, Calif., at the time of his death. Among his survivors is his mother, Daisy, and his daughter, Fannie. Lloyd D. Erickson, 52, died on November 20 of heart disease. He was a life-long resident of Liberty Grove, Wis. He joined the SIU in the Port of Detroit in 1960 and sailed on the Great Lakes. Brother Erickson served in the U.S. Navy during World War II. He was buried at Little Sister Cemetery in Sister Bay, Wis. Among his survivors is his wife, Emma Jane. SIU Pensioner Cliflford Brissett, 73, passed away November 21 after a short illness, at the USPHS Hospital in Baltimore. Born in the British West Indies, he was a resident of Baltimore at the time of his death. He joined the SIU in that port in 1939 and sailed in the steward department. Brother Brissett was buried at Arbutus Memorial Park in Baltimore. Among his survivors is his wife, Dorothy. Andrew L. Oliver, 49, lost his life November 30 while serving aboard the Overseas Joyce. A native of Ohio, he was a resident of Houston at the time of his death. Brother Oliver joined the union in the Port of New York in 1944 and sailed in the engine department. He was buried at Vet­ erans Administration Cemetery in Houston. Among his survivors is his sister, Peggy. • John D. Cavanagh, 21, was killed in a highway accident October 18. Brother Cavanagh was a graduate of the Harry Lundeberg School. He joined the SIU in 1970 in the Port of New York and sailed in the engine department. He was buried at Old Tappan Cemetery in Old Tappan, N.J. He is survived by his father, Norman, his mother, Emma, and his brother, ; Dennis. SIU Pensioner William E. Lane, 63, died of heart disease February 27. He was a resident of Hinton, W.Va. at the time of his death. He joined the SIU in the Port of New York in 1947 and sailed in the engine depart­ ment. Brother Lane served in the U.S. Calvary from 1926-1932. He was buried at Crickmer Cemetery in Rainelle, W.Va. Among his survivors is his wife, Elva. Charles A. Capo, 23, passed away October 15. He was a life-long resi­ dent of Brooklyn, N.Y. Brother Capo was a graduate of the Harry Lunde­ berg School. He joined the SIU in 1971 in the Port of New York and sailed in the steward department. He was buried at the Long Island Na­ tional Cemetery in Pinelawn, N.Y. Among his survivors is his mother. Rose. Lewis Williamson, 58, passed away November 27 after a long illness. A native of Lindale, Georgia, he resided in New Orleans at the time of his death. He joined the SIU in 1948 in the Port of Galveston and sailed in the deck department. Brother Wil­ liamson was buried at St. Bernard Memorial Gardens in Chalmette, La. Among his survivors is his wife, Elizabeth. Lasf Rifes Held af Sea , r.. y-.1..^.. , . - . ^ > . .. - . . .J . . ..... 'I ' t "W:- Hany W. Reisaner, 59, died of heart disease October 21. He was a native of Minneapolis, Minn, and re­ sided in Houston, Texas at .the time of his death. He served in the U.S. Air Force during World War 11. Brother Reisaner joined the union in 1953 in the Port of New York and sailed in the steward department. He was buried at the Veterans Administration Cemetery in Houston. Among his survivors is his sister, Florence. SIU Pensioner William J. Freeman, 72, passed away October 11 after a long illness. Born in Jacksonville, Florida, he was a resident of Toledo, Ohio at the time of the death. He joined the union in 1960 in the Port of Detroit and sailed in the steward department. Brother Freeman had sailed on the Great Lakes for over 30 years. He was buried at Toledo Memorial Park in Sylvania, Ohio. Among his survivors is his son, Wil­ liam. SIU Pensioner Arloe D. Hill, 64, passed away December 3 after a long illness. Born in Elk Creek, Nebraska, he resided in Long Beach, Cal. at the time of his death. He joined the SIU in 1951 in the Port of San Francisco and sailed in the steward department. Brother Hills served in the U.S. Army from 1930-1933. Among his survivors is his daughter, Janice. Robert M. Chartrand, 46, passed away November 8. He was a resident of Brimely, Michigan at the time of his death. Brother Chartrand joined the union in the Great Lakes Port of Sault Ste. Marie in 1961 and sailed in the deck department. He served in the Army during World War II. Among his survivors is his wife, Dorothy. SIU Pensioner Angelo PhUllps, 65, passed away November 17. A native of Greece, he was a resident of Balti­ more at the time of his death. He joined the SIU in that port in 1967 and sailed in the deck department. Among his survivors is his sister, Angela of Piraeus, Greece. '2^' ' ?J SIU Pensioner Andrew Novotnoy, 57, died April 10 after a long illness. Born in New York City, he was a resident of Bayshore, N.Y. at the time of his death. He joined the union in the Port of New York in 196Q and sailed in the deck department. Brother Novotnoy was buried at St. Charles Cemetery in Pinelawn, N.Y. Among his survivors is his son, Andrew Jr. SIU Pensioner Pedro EUot, 73, passed away after a long illness October 28. A native of the Philippine Islands, he was a resident of Brook­ lyn, N.Y. at the time of his death. He joined th SIU in the Port of Balti­ more in 1947 and sailed in the en­ gine department. Brother Eliot has sailed for over 40 years. Among his survivors is his brother, Joaquin. Shipmates pay their last respects to the late Seafarer Arloe D. Hill aboard the SS Jacksonville on Decem­ ber 13. It was Brother Hill's last request to be buried at sea, the place he loved and knew so well. Page 30 Seafarers Log �boiince you out d a earear^ niin a promising futura M •• [ '-[U . January 1973 f A , s '•» a jaii. And tor what? , . V Ai, -L^i, > Page 31 �SEAFARERS^OG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL • ATUNTIC, GULF, LAKE^Nb INLAND WATERS DISTRICT • AFL-CIO SlU SCHOLARSHIPS Since the inception of the SIU's Scholarshy) Program in 1953, the Imion has paid out $438,288.15 in benefits to 98 recipients. This \ear alone |34,447.16 in scholarship monies was awarded to Seafarers and their dependents. In a sense, figures are sometimes just a lot of num­ bers. But these figures really mean that the SIL is dedicated to the concept of a belter education; belter education not. only for the young high school graduate hut also for every man who sails the seas. To be eligible for one of the five $10,000 scholarships awarded annually, a Seafarer must have at least three years seatime aboard Sll -con­ tracted sbips and must be under 35 years of age. Any dependent of an eligible Seafarer «ho has this seatime is also eligible if he or she is unmar­ ried and under 19 years of age. This eligibility also applies to the dependents of deceased Sea­ farers. V One dependent, Angela Nuckols. who is the daughter of Seafarer Billy Nuckols, won a scholar­ ship in 1971 and is now in her second year at Marshall L'niversity in Muntington, M . > a. She recently w rote, thanking the I nion for making her education at Marshal! possible. In her letter. Angela told the t nion how much she enjoyed the school, her studies and her par­ ticipation in athletic activities there. "Marshall is an outstanding educational institution." Angela wrote, "it isn't easy but on tbe other hand, it isn't too dillicult if one studies." The Sll wants to continue helping young peor pie and working Seafarers. In fact, in 1971. aware of the increased cost of education, the union raised its scholarship award from $6,000 to 4im Y-r. C- -v . - V?. " , '. IS mmm t» # unlit iR # $10,000 payable o\er a four year period at $2,500 a year. The deadline for this year's applications is A|)ril 1. and all applications must be relumed by" that dale. Applications may be obtained at any SIT hall or by writing to Sll Scholarships Administra­ tor. 275 20th Street. Brooklyn. New \Ork I 1215. The scholarships are awarded on tbe basis of high school grades and scores achieved on either the College Tntrance examination Board tests or the American College l ests. Both sets of examina­ tions are given throughout the country on various dates. I (»r information on the places and dates of the College Board tests write for a copy (»f the Student Bulletin ;1t either of tbe following ad­ dresses: College Board. Box 592. Princeton. New .Icrscy 08540. or College Board; Box 1025. Ber,kelev. California 94701. i � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource January 1973 Description An account of the resource Headlines: RUSSIAN FLEET BYPASSES U.S. SHIP TONNAGE TRANSPORT OF ENERGY SOURCES BY U.S. FLAG SHIPS VITAL FINLAND HONORS SIU MEMBERS FOR HEROIC RESCUE SIU'S HALL NAMED MEMBER OF PHASE III COMMITTEE AMERICAN SHIP BRINGS BACK NEEDED OIL FROM RUSSIA SIU MEMBERS NOW MANNING EIGHT MSC SHIPS UNDER HUDSON CHARTER HOUSE LEADER LINKS MARITIME WITH ENERGY CRISIS SOLUTION LABOR OFFICIAL NAMED PRODUCTIVITY COMMISSION MEMBER BY NIXON TO RUSSIA WITH WHEAT AS SIU UPGRADERS LEARN AT BAYONNE SCHOOL CONGRESS AND THE SEAFARER A DOCTOR SPEAKS OUT 93RD CONGRESS TO CONSIDER LEGISLATION AFFECTING SEAFARERS, MARITIME INDUSTRY SIU'S LUNDEBERG UPGRADING CENTER WORK ON SUPERTANKERS CONTINUES ON SCHEDULE HLS LIBRARY EXPANDED; OFFERS WIDE SELECTION PROPELLOR CLUB SELECTS CLOSING DATE, TITLE FOR '73 MARITIME ESSAY CONTEST CONTRACT-SIGNING POWER FOR YOUNG PEOPLE RAISE HOST OF POTENTNIAL FINANCIAL PROBLEMS AN SIU CHRISTMAS UNION BROTHERS BRING CHRISTMAS JOY TO HOSPITALIZED SEAFARERS SIU SCHOLARSHIPS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 1/1/1973 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXV, No. 1 1973 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/f7a26c16b963be36694411a8b3d8dc1e.PDF ecf277778f8090994b7c13c980a1aad6 PDF Text Text OKicial organ of the SEAFARERS INTERNATIONAL UNION • Atlantic, Gulf, Lakes and Inland Waters District AFL-CIO Vol. XXXiX No. 12 becurity In Unity December 1972 SEAFARERS LOG •mm mm m h f - 4 - I- i.' 4. �U.S.'U.S.S.R. Trade Pact SlU Ship's Committee . V SlU Ships Begin Wheat Carriage Six SlU-contracted ships are among the first to be loaded with grain for Russia under terms of the recently signed bilateral trade agreement be­ tween the two nations. A total of 64 American-flag vessels have applied to the Maritime Admin­ istration for operating differential sub­ sidies for the carriage of wheat to Russia under terms of the recently signed bilateral trade agreement. However of the 34 ships that had received approval of subsidy by the first week of December, 20 were un­ der contract to the SIU and 14 to the NMU. The SIU ships that have been ap­ proved for subsidy are: National Defender, loaded Nov. 27 (see Page 18) Western Hunter Overseas Joyce, loaded Nov. 27 Overseas Aleutian, loaded Dec. 1 Overseas Ulla, loaded Dec. 8 Overseas Progress Overseas Rebecca Connecticut Ogden Wabash Ogden Willamette, loaded Nov. 29 Manhattan Transeastern Transerie Transpanama, loaded Dec. 1 Transuperior, loaded Dec. 1 Eagle Traveler Eagle Voyager Overseas Vivian Overseas Arctic Overseas Alaska The NMU-contracted ships that have been approved for subsidy are: Mill Spring Julesburg Tidlahoma Sandy Lake P.C. Spencer Keytanker Keytrader Ticonderoga Perryville Julie Eagle Charger Eagle Courier Eagle Leader Eagle Transporter V- , i $ 1 Million Fund Honors Dr. Weisberger The Jewish Community Federation of Cleveland recently gave a $1 mil­ lion grant in the name of Dr. Austin S. Weisberger to Case Western Re­ serve University and University Hos­ pitals where Dr. Weisberger was chairman of the department of medi­ cine. Dr. Weisberger who died 18 months ago, was the brother of SlUNA Vice President Morris P. Weisberger. Part of the grant will be used for an intensive care unit and research into blood diseases. Another part of the grant will go to a memorial lecture series in Dr. Weisberger's name. -i h PORTLAND (Sea-Land)—Grouped around the ship's television are the mem­ bers of the Portland's ship's committee. The SIU members are, standing left to right, A. Panagopolous, secretary-reporter; J. Sanchez, engine department delegate; W. Reitti, education director and N. Bechliranis, ship's chairman. Seated are A. Demaico, deck delegate, left, and J. Fandi, steward delegate. J '-Cl a. the PRESIDENT'S REPORT: >"• Tt-.. •J Bilateral Trade: The New Reality Paul 'r=' Hall The October Seafarers Log presented, in some detail, a description of the trade agree­ ment between the U.S. and the Soviet Un­ ion. At the heart of that agreement is a basic change in national policy on trade, a change that we in the SIU and in the rest of the maritime industry have struggled years to achieve. The U.S.-Soviet trade agreement is built upon the shipping arrangements. That means that the two nations involved in trade have the right to reserve to their, national fleets a significant portion of the total cargo tonnage resulting from trade between them. In the case of the Soviet agreement, the U.S.-flag fleet will carry a third, the Soviet fleet a third, and one-third of the cargo will be available to ships of other nations. The significance of those cargo allotments is that the U.S. has recognized the need to use U.S.-flag ships, even to require their use in private trade transactions. ' For years the U.S.-flag fleet was whipsawed by an official trade policy that hinged on "freedom of the seas" which permitted foreign-flag fleets to come to U.S. ports, undercut U.S. prices and take away the U.S. trade cargo on one side, and prohibi­ tions against the U.S.-flag fleet doing the same with foreign trade cargoes of many of our trading partners on the other. As then Assistant Secretary of Commerce Andrew Gibson once put it: "Caught between the demands of our trading partners for bilateral divisions of their trade and the U.S. government's insist­ ence on free access to it, the American ship­ owner was left in the middle—with empty rhetoric on one side and empty ships on the other." There are many reasons why that in­ tolerable situation could not continue but they all boiled down to the cold fact, as Secretary of Commerce Peter G. Peterson put it: "If you can't ship, you can't trade or sell." That's it in a nutshell. An empty ship is no asset, it is a liability a company is better rid of. And the U.S.-flag fleet had diminished to a shadow of its former self. The prospect was very real that this nation, with a long. proud tradition of maritime trade, was going to have no ships, or very few indeed. Bilateralism, the guarantee of cargo for U.S.-flag ships, is one way to reverse that decline. For a ship with cargo is productive, not just in terms of the money that cargo represents, but in terms of jobs, of national productivity and of benefit to the economy. A ship for which there is cargo stays alive. Thi'i inclusion of bilateralism in a U.S. shipping agreement, must not be the last. For there are many nations which will trade with us oniy on the basis of a certain per­ centage of the cargo sailing under their na­ tional flag. We can now return, the compli­ ment. As nice-sounding a term as "free trade" is, it is also a deception. Maritime trade has never been free and it is a cruel deception to think it would ever become fjee; Bilaterstf trade, on the other hand, is realistic in today's world and of enormous potential benefit to both parties involved in foreign trade. It is vital to America's best interests. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue,-Brooklyn, New York 11232. Published monthly. Second Class postage paid at Washington, D.C. Page 2 Seafarers Log i J fj '/( �1 / , Seidman Succeeds Faupl On ILO Governing Body AFL-CIO Social Security Director Bert Seidman has been elected to the Governing Body of the International Labor Organization, replacing Rudy Faupl, the American labor delegate for the past 14 years. Faupl, international affairs repre­ sentative of the International Associa­ tion of Machinists, is retiring at the end of the year, and presented his res­ ignation from the ILO post at the or­ ganization's annual meeting in Geneva, Switzerland. Seidman, who was unanimously elected to fill the vacancy caused by Faupl's resignation, has attended each ILO annual meeting since 1958 and has served on a number of interna­ tional study groups and commissions. He will continue to hold his AFL-CIO post. ceeded the late George P. Delaney in that post and as a member of the Governing Body. Faupl has been a steadfast sup­ porter of the ILO's goals of improving working conditions and protecting worker rights throughout the world. And he has been a strong opponent of efforts by the Soviet bloc and its allies to convert the ILO conferences into a propaganda forum. In 1966, Faupl led a walkout by the U.S. worker delegation to protest the election as president of the ILO con­ ference of a Communist government Tripartite Leadership Employer and government members of the ILO's tripartite leadership join­ ed with worker representatives in praising Faupl's record—as chief spokesman for American labor at the ILO annual conferences and as one of the elected representatives of the world's workers on the Governing Body. (. Faupl, a Hungarian-born machinist from Milwaukee and a former union organizer, has directed the Machinists' international program since the late 1940s. In 1958, he was nominated by AFL-CIO Pres. George Meany and formally appointed by Pres. Eisen­ hower as the U.S. worker delegate to the ILO conference that year. He suc­ Rudy Fau^ Sudsy Job ^ For the first time in the history of the British Royal Navy a mer­ chant marine crew was told to drink as much as it wanted. The seamen's job was to dump into the North Sea 180,000 cans of beer ten months old and considered too aged to be drinkable. They could lighten their job, the men were told, by drinking as much of it as they wanted. Bert Seidman [Vhaf They're Saying representative whose regime, he said, was a "denial of everything that the ILO stands for and was created to achieve." Seidman joined the staff of the former AFL in 1948 as an economist and from 1962 to 1966 served as AFL-CIO European economic repre­ sentative. During the latter two years of that assignment, he was based in Geneva, the site of the ILO head­ quarters. In mid-1966, he was named AFL-CIO social security director. He has continued, throughout his various assignments, to participate actively in ILO activities and conferences. In a personal tribute to his predeces­ sor, Seidman said that "Rudy Faupl was known throughout the interna­ tional trade union movement for his dedication to the principles of free­ dom and social justice. He has been committed to the service of workers all over the world, not just in his own country." Seidman noted that Faupl is the only person ever chosen twice by the worker delegates to serve as the work­ er vice president at an ILO confer­ ence. The most recent occasion was last June at the worldwide gathering of the 53-year-old organization. Voiced Dissatisfaction Before leaving the Governing Body, Faupl joined with other wdrker dele­ gates in voicing dissatisfaction with the lack of follow-up action by the ILO director on a resolution of the last ILO conference calling for civil and trade union rights in the African ter­ ritories under Portuguese rule. The Governing Body directed Jenks to submit a report to the next session on action he has taken and on recom­ mendations for achieving the goals of the resolution. Seidman, in his initial statement as a member of the Governing Body, pressed for a more active ILO role in establishing occupational health and safety protections. The worldwide spread of new tech­ nologies—to the developing countries as well as established industrial na­ tions—makes job health and safety a high priority issue, Seidman stressed. John Kirk Since arriving at the Harry Lundeberg School, I have learned a lot about the past of Seamen and their working conditions. I knew things were hard in the early days for the Seaman from the different books I have read, but I didn't know just what all did go on be­ tween the ship's owners and crimps. How they could get a man in their control and do with him as they damn well pleased. It took lots of courage for the first Seaman to try to organize a union to bring better working con­ ditions for all. I guess at first all they had was a dream, with lots of back bone to start. I have always paid my union dues and didn't think any thing. Also I have given a lot to SPAD, but I didn't with an open heart. I just didn't like to give money for something I didn't know much about. After reading the union book and seeing the films I understand what the money was doing for me and all Seaman, by helping pass the Merchant Marine Act of 1970 will more than repay all Seamen who have given to SPAD Garment Workers Want Import Controls Thousands of garment workers whose livelihoods are threatened by the growing flood of imports joined in a nationwide demonstration Nov. 16. The marches and rallies were swelled by members of the Ladies' Garment Workers in big cities and small towns who left their shops precisely at 3 p.m. to take part in the demonstra­ tions. The focus of the rallies was in Man­ hattan's Herald Square where approxi­ mately 50,000 persons gathered to protest the worsening import problem. ILGWU estimates that a total of more than 150,000 union members across the country participated in the -campaign urging Pres. Nixon and Con­ gress to develop effective controls on low-wage apparel imports. ILGWU President Louis Stulberg said, "Imports of apparel in the last 15 years climbed 56 percent, while a December 1972 quarter-million jobs simply evapo­ rated." He warned that "every U.S. worker as well as the economy is threatened." The apparel industry, Stulberg noted, is particularly hard hit. He said that a decade ago four of every 100 garments sold in the U.S. was made overseas and today 25 of 100 are im­ ported. "This is not competition as we un­ derstand it," he said, "It is simply a" question of American employers going elsewhere getting cheaper labor and products." He said that almost a half century ago, his union won its fight against sweatshop conditions, but now its members are losing jobs to workers in countries where wages are as low as nine cents an hour. "We are not selfish, Stulberg said," we think that other people have a right to live, but not at the complete expense of the American worker." 1 ^ ®,SBt ly © OPgm 0»» I » » ^ SHOW 1 * guwv;f«.|iir IASHY " ft Workers mass in Courthouse Square, Scranton, Pa., in support of the Inter­ national Ladies Garment Workers demonstration against imports. Similar demonstrations were held across the nation. Page 3 �SlU Men Board First Navy tanker ... SlU-members have begun crewing 13 Navy tankers to be operated by Hudson Waterways Corp. for the Military Sealift Command. The first of the 13 ships to return to home port for crew changeover was the Maumee which berthed in Jacksonville, Fla. Also in Jackson­ ville, SIU men climbed the gangway of the American Explorer. SIU members in Houston, Tex., went aboard the Pecos at the start of her voyage. The 13 Navy tankers are expected to produce 500 job opportuni­ ties for Seafarers when the changeover from their present crew is com­ pleted. Hudson Waterways was awarded the contract in competitive bid­ ding. The tankers have been operating under a contract between the MSC and Mathieson Tanker Industries. ^ The contract provides that Hudson Waterways will operate the fleet for the next five years. 1 I J fi r— An SIU crew boards the American Explorer, shown below for the first time after an SlU-contracted company was awarded a Military Sealift Command contract to operate 13 Navy tankers. At left, top, is the stern of the Maumee and, bottom, the prow of the Pecos, which now have SIU crews. «A;. ii �. . . And the Ships Set Sail Seafarer Johnnie McClenton, who sails as an able bodied seaman, stows away his personal grear in his cabin aboard the American Explorer. Brother McClenton was a member of the first SID crew aboard the Navy tanker. Seafarer Frank J. Cornell, who sails as a steward, inspects the American Ex­ plorer's galley prior to sailing. The galley, Brother Cornell said, was fully equipped but needed a bit of cleaning up before SlU members meals would be prepared. ii' ; • ®' Waiting at the Houston SlU hall for orders to go aboard the Pecos are, left to ^right. Seafarers Thomas Self, able seaman and P. Orta and R. Welch, both of whom sail as ordinary seamen. December 1972 At dockside, three SlU members walk happily toward the sign-on aboard the Maumee. They are left to right, Smokey West, fireman; Gary Fanelli, messman and Jimmy McCall, ordinary seaman. Page 5 �lt.TW(RTfait.ATpi-r^ .ggisa .. .we all know the value of a good voyage, but consider for a moment the grim price of a bad trip.. By B. ROCKER It is interesting to consider the mood and activities on Capitol Hill at the beginning of this first session of the 93rd Congress. New members have drawn lots for office space. In hot, muggy Wash­ ington summers, it makes a difference how well the air conditioning works; corner suites are very desirable, because they are bigger and more easily accessible; and members like to be close to the elevators' so they can reach the floor quickly for a vote. Large Tumover There has been a big turnover in both Houses—the biggest in recent years. Thirteen Senators and 69 Representatives retired, died or were de­ feated. The Democrats gained two seats in the Senate, giving them a margin of 55 to 45. In the House, the Republicans gained 12 seats for a count of 244 Democrats, 191 Republicans. But some conservative Republicans are re­ placing conservative Democrats, and some defeated conservatives are being replaced by liberal Democrats. A lot of attention has been given to the reversal of roles of Congress and the President in initiating legislation, and Congress wants to do some­ thing about it. They want to regain leadership in policy making and rely less on the President's program. One step they have taken is a 32-member Joint Committee of Review Operation of the Budget Ceiling. The committee will be instructed to issue a report no later than February 15. Must Bills Listed Congressional leaders are preparing a list of "must legislation" of im­ portant bills, some which failed in the 92nd Congress: housing, consumer protection, no-fault insurance, pension reform, health coverage, crime compensation. They claim several of these were stalled because they did not get Administration support. Meanwhile, the President is preparing his State of the Union message, to be delivered to a joint session of the House and Senate at a date still unannounced, shortly after the beginning of the session. The Constitution provided that he should present his views on the "State of the Union," but statutory requirement for a budget—a program— has come in the 20th century. He presents this program to Congress in the State of the Union and Budget messages and his Economic Report. He is no longer simply the executor of laws, he is a powerful legislator. Committees Change There will be a major shift in committee chairmen as a result of retire­ ments, defeats, and one death. In the House Merchant Marine and Fisheries Committee, which has responsibility for legislation dealing with the merchant marine. Chairman Edward Garmatz retired after 25 years in Congress. He had served on Merchant Marine and Fisheries since 1949. Rep. Leonor K. Sullivan (D-Mo.) becomes the new Chairwoman. She is expected to be a strong supporter of rebuilding and revitalizing the U.S. merchant marine, as provided in the Merchant Marine Act of 1970. She has said that her first priority will be to "look into the health of the maritime industry. Congressman Thomas N. Downing (D-Va.) who holds a position of seniority on the same committee, has spoken recently of his concern about the energy crisis. He thinks Congress must compel greater govern­ ment support of American-flag ship carriage of fuel. Seafarers' representatives will be working closely with the Committee as well as the Commerce Committee in the Senate to support legislation which provides better conditions for seamen and a healthier, more com­ petitive merchant marine. M M'jL •$u|tport SPAP Seafarers are urged to contribute to SPAD. It Is the way to have your VOTce heard and to keep your union effective in die fight for legislation to protect the security of every Seafarer and his family. Dofra C •1 -• *1^ �this is the Marry^Lundeberg School ^, Cw. v' . X b- The Harry Lundeberg School, located in Piney Point, Md., is the largest training facility for unlicensed Seafarers in the United States. The school is operated by the SIU and is funded solely by SlU-contracted companies. The Lundeberg School is Coast Guard-approved and offers vocational education courses from entry ratings through licensed officer certificates, as well as academic education leading to high school diplomas. t- Tuition for all courses—vocational and academic—is free. All course materials, including books and supplies, are furnished at no cost to Sea­ farers. Room and board is also furnished at no cost to Seafarers. I ' ' Instructors are all experienced men in their fields, and classroom and practical training facilities are designed to provide the best instructional atmosphere possible. Entry Ratings The Entry Rating program is designed to provide basic skills in all three departments—deck, engine and steward. This program is open to young men from 16 to 21 years of age. Although the program is open to all young men, preference is given to sons and other relatives of Seafarers. Deck Seamanship Course material includes classroom and on-the-job training to prepare students for duty as Ordinary Seaman. Instruction covers ship maintenance, knot-tying, handling mooring lines, wheel com­ mands, lookout and watchstanding procedures, firefighting and safety. All Trainees spend two weeks in this Qourse. Engine Department Course covers the duties of the Wiper. Classroom and on-the-job training includes basic instruction on the use and maintenance of engine room machinery, and safety. Trainees also become familiar with the use of various tools. All Trainees spend two weeks in this course. Steward Department Two programs are available in Steward Department Training. For the Entry Rating, classroom and on-the-job instruction includes hygiene, the basics of food preparation and serving, and maintenance of rooms. This course prepares the Trainee to serve as Messman, Pantryman and BR. All Trainees spend two weeks in this course. A Third Cook Program is available to Trainees who elect to sailln the Steward Department. Course materials cover classroom and practical training in advanced food preparation, cooking, baking, meat-cutting and menu-planning. This course is eight weeks, and graduates qualify to sail as Third Cook. Lifeboat Training All Trainees must pass a USCG-administered Lifeboat examina­ tion before he is granted an HLS Graduation Certificate. The course is two weeks, including classroom work and a minimum of 30 hours practical experience in the launching, maneuvering and commanding of lifeboats. A 30-day course of instruction is offered for those who wish to qualify under the U.S. Coast Guard approved reduced seatime Able Seaman' endorsement. * ' T; Quartermaster Course Description The course of instruction leading to certification as Quartermaster consists of Basic Navigational instruction to include Radar^ Loran, Fathometer, RDF, and also includes a review of Basic Seamanship, Use of the Magnetic and Gyro Compass, Rules of the Road, Knots and Splices, Fire Fighting and Emergency Procedures. EBgibiBty j All candidates for certification as Quartermaster must hold U.S. Coast Guard endorsements as Able Seaman Unlimited Any Waters. Candidates who successfully complete the course of instruction for Able Seaman Unlimited Any Waters while at the Harry Lundeberg School may then immediately enter the Quartermaster course. Length of Course Presently a 2 week course is offered for certification as Quatermaster. However, plans are being made to expand the course to offer a more in depth knowledge of wheelhouse operation and procedures. Upgrading—Deck Dept. Able Seaman—12 monflis Any Waters & Able Seaman Unlimited Any Waters Course Description The course of instruction leading to endorsement as Able Seaman 12 months,Any Waters or Able Seaman Unlimited Any Waters con­ sists of classroom work and practical training to include: Basic Sea­ manship, Rules of the Road, Wheel Commands, use of the Magnetic Compass, Cargo Handling, Knots and Splices, Blocks and Booms, Fire Fighting and Emergency Procedures, Basic First Aid. Eligibility " All men wishing to qualify for Able Seaman endorsements must either have or first complete the separate Lifeboat course offered at the school. All candidates for endorsement as Able Seaman 12 Months Any Waters must show discharges totalling a minimum of 12 months seatime as Ordinary Seaman. All candidates for Able Seaman Unlimited Any Waters must show dis(Continued on Page 8) --v -i- �• 1 ' y •• charges totalling 36 months as Ordinary Seaman or Acting Able Seaman. All HLS graduates from the Harry Lundeberg School at Piney Point can qualify for the 12 months Able Seamah endorsement after 8 months as Ordinary Seaman. Length ol Course The course of instruction for Able Seaman normally runs for 2 weeks. However, students may repeat the course if necessary. Lifeboatnuui Course Description The course of instruction leading to a Lifeboatman endorsement consists of classroom work and practical training to include: Con­ struction of Lifeboat, Lifeboat Equipment, Lifeboat Commands, Types of Davits and Their Use, Emergency Laimching Operations. Also included in this course is actual practical experience to in­ clude launching, letting go, rowing and maneuvering lifeboat in seas, recovery of man overboard. Fire Fighting & Emergency Procedures. EligibUity All Seafarers in all departments who have a minimum of 90 days seatime are eligible for the course. (This lifeboat course is approved by U.S. Coast Guard and supersedes the normal requirements of a minimum of 1 year seatime in the Deck Department or 2 years in the Steward and Engine Departments qualify for endorsement as Lifeboatman.) Length of Course This course of instruction consists of the normal course of instruction for Lifeboat endorsement and is a minimum of 2 weeks. Seafarers who have the required seatime and wish to continue and upgrade as Able Seaman may elect to continue after the Lifeboat course. Refrigeration Engineer Course Description The course of instruction leading to endorsement as Refrigeration Engineer consists of classroom work and practical training to include Principles of Refrigeration, Compressors, Receivers, Dehydrators, Valves (solenoid, thermo expansion, packless). Evaporators, Testing for Leaks and Repairing, and Use of the Refrigeration Trainer to show how to trouble shoot and correct all possible refrigeration prob­ lems, Fire Fighting and Emergency Procedures. EligibiUty All candidates for endorsement as a Refrigeration Engineer must have 6 months seatime in the Engine Department. Le^th of Course The normal length of the course is 2 weeks. Pumpmau Course Description The course of instruction leading to endorsement as Pumpman consists of classroom work and practical training to include Safe Handling of Combustible Materials, Transfer of Fuel, Loading and Pumping Out, Topping Off, Care and Use of Cargo Hose, Cleaning Tanks, Gas Freeing Tanks, Valves and Piping, Pollution Control, Pumps Operation and Use, Fire Fighting and Emergency Procedures. Eligibiltty All candidates for endorsement as a Pumpman must have 6 months seatime in the Engine Department. Upgrading—Engine Dept. Fireman, Watmtender and Oiler Course Description The course of instruction leading to endorsement as Fireman, Watertender and/or Oiler consists of classroom work and practical training to include Parts of a Boiler and Their Fimction, Steam and Water Cycle, Fuel Oil and Lube Oil Systems, Fire Fighting and Emergency Procedures, also practical training on one of the ships at the School, to include Lighting of a Dead Plant, Putting Boilers On The Line, Changing Burners, Operation of Auxiliary Equipment, Starting and Securing Main Engines. Eligibility All candidates for endorsement as Fireman, Watertender and Oiler must have discharges showing 6 months seatime as wiper. (Graduates from HLS at Piney Point will qualify with only 3 months seatime as wiper.) Lmigth of Course Normally 2 weeks. For those who have less than six months seatime, a 30 day course of instruction is oflFered for those who wish to qualify under the USCG approved reduced seatime. Electrician Course Description The course of instruction leading to endorsement as Electrician consists of classroom work and practical training to include Fimdamental Concepts of Electricity, Batteries, Electrical Circuits, Mag­ netism and Electro-Magnetic Circuits, Transformers, A.C. Motors and Generators, Use and Care of Electrical Instruments, Trouble Shooting of Electrical Equipment, Starting and Securing Paralleling Turbo Generators, Fire Fighting and Emergency Procedures. Eligibilify All candidates for endorsement as an Electrician must have 6 months seatime in the Engine Department. Length of Course The normal length of course is 2 weeks. Length of Course The normal length of the course is 2 weeks. (Continued on Page 25) •^ ^ i II �Dr. Atkinson Doubts 'Runaway' Tanker Safety Dr. James D. Atkinson, professor of government at Georgetown University, recently addressed the weekly luncheon of the AFL-CIO Maritime Trades Department on the subject of flag of convenience ships and the problems they present to the U.S. economy and ecology. Following are excerpts from Dr. Atkinson's remarks: T I)- r I ' "Flag of Convenience," "nominal flag," or "run­ away flag" are used as terms of reference for ships registered under the flag of a country which offers various inducements—tax benefits, low wages, etc. —to foreign built and owned ships. The two principal "flag of convenience" countries are Liberia and Panama. Many American owned or financed ships fly the flags of these two countries. Thus, the Liberian merchant marine, the largest in the world, is about one-half owned by American interests while three-fourths or more is American financed. Such ships take jobs away from American work­ ers in two ways: (1) From the people who work in U.S. shipyards and from those employed in the multitude of busi­ nesses which serve as suppliers for the wide variety of fittings and equipment of all types which go into the complex marvel of technology which the mod­ em ship is. (2) From the people who main and operate the ship. It is, of course, quite obvious that many thou­ sands of new jobs would be available to Americans if a reversal of the movement toward the flag of convenience—which began in an way in the 1950's —could be brought about. Lesser attention, however, has been devoted to the question of safety at sea as it relates to the flags of convenience. The U.S. Coast Guard annually publishes de­ tailed information on collisions, groundings, and the like in U.S. waters, but there is a lack of detailed information giving a clear picture concerning ship losses and accidents around the world. A number of countries give little information about maritime accident investigations. They also do not permit, as does the Coast Guard, for the ad­ mission of the public to investigations. Safety at Sea: Some Selected Examples The rise of disasters at sea—352 ships were lost in 1970—has led to questions being raised as to whether lack of training of officers and crew had some bearing on unsafe practices. Thus the British Chamber of Shipping in a state­ ment released January 28, 1971, stated: "The prime cause [i.e., of disasters at sea] is not lack of, or defective equipment but human failure to maintain vigilance." Further, the statement went on to say: "We are concerned that so many of the recent incidents have involved flags of convenience." Since 1970 losses were followed up by even worse losses in 1971, there is certainly some cause for concern. Thus in September 1972, Lloyd's Register of Shipping reported that 377 ships with a tonnage of 1,0303,560 were lost in 1971, this figure being the heaviest loss of ships ever reported in time of peace. Lloyd's noted that of the 1971 losses, 32% of the tonnage was accounted for by tankers. This figure illustrates the growing concern over the risk of pollution. Of 17 tankers sunk or declared constructive total losses in 1971, Lloyd's reported that 9 were Liber­ ian registered and 2 Panamanian. A London Daily Telegraph report of May 10, 1972, concerning accidents in the Strait of Dover noted that "Liberian-registered ships have had 36 collisions in the Channel in the last 13 years, and eight strandings, although only 5 per cent of the Channel traffic sails under the Liberian flag." Having discussed some general points relating to accidents at sea, let us look at a few specific cases. On January 11, 1971, the Texaco Caribbean, flying the flag of Panama, was in collision with the Paraca, a Peruvian ship, in the English Channel. After the collision the Texaco Caribbean blew up, broke in two and sank. The ship was only 6 years old so that age was hardly a factor. On March 2 of the same year, the Liberian tanker Trinity Navigator went aground in the Chan- December 1972 Very Large Crude Carrier. In tonnage these super­ tankers range from 200,000 deadweight tons up­ ward. An indicator of the upward trend of tonnage is the French branch of Shell Oil's order for two' tankers of 540,000 tons each. These are scheduled for delivery from French shipyards in 1976. Dr. James D. Atkinson nel. This was follewed by the grounding on three Goodwin Sands in the Strait of Dover by the Liber­ ian tanker Panther at the end of March. The Pan­ ther was carrying 25,000 tons of crude oil to Antwerp from the Middle East and before she could be refloated there was an oil spill of some 15 tons. During March 1971, also, the Liberian tanker Wafra .loaded with 40,000 tons of crude oil ran aground off South Africa's southern tip. Cape Agulhas. Salvage attempts were not successful and the ship was towed 200 miles out to sea and on March 11 was sunk by aircraft of the South African Air Force. A Matter of Record A brief look at some unfortunate accidents to flags of convenience ships in 1972 will also serve to illustrate specific cases. During the third week of April 1972, the Liberian tanker Silver Castle was in collision with the S. A. Pioneer, a South African ship in the Indian Ocean. A much more serious accident occurred in May. On May 11, 1972, the Liberian tanker Tien Chien was in collision with the British merchant ship Royston Grange in the estuary of the River Plate between Uruguay and Argentine. Fire broke out on the British ship and 63 members of the crew and 10 passengers, all on board, died in the wreck. Ten crew members of the Tien Chien were lost in the accident. A British Member of Parliament, Mr. John Prescott, requested that the British government con­ sider making representations to the Liberian govern­ ment for an investigation of the collision to be held in Great Britain. He stated: "Many of us in the maritime world seriously suspect the impartiality of Liberian inquiries." Later in the month of May the Liberian mer­ chantman Oriental Warrior caught fire about 44 miles off the coast of Florida and 104 passengers and crew were forced to abandon ship. On August 21, 1972, two Liberian flag tankers were in collision some 50 miles east of Cape Town, South Africa. These were the Texanita and the Oswego Guardian. The Texanita exploded and sank with the loss of 36 of her 40 man crew according to press reports while two crewmen were reported lost from the Oswego Guardian. This brief and highly tentative survey does not mean to suggest that American flag merchant ships are accident free nor that flag of convenience ships are to be condemned on the grounds of safety. It is, I believe, generally admitted that because of Congressional statutes, the very high Coast Guard standards of licensing and inspection, and the inter­ est taken in safety standards by maritime manage­ ment and trade unions, U.S. standards of safety at sea are the highest in the world. It can hardly be said to be unfair if we raise the question as to whether flags of convenience measure up to U.S. standards. In this Americans are not alone. Thus the respected British writer on maritime af­ fairs, Stuart Nicol, wrote in Ships Monthly follow­ ing the Texaco Caribbean collision: "There are many ships under a number of differ­ ent ensigns, not least Panamanian and Liberian, which seem prone to accidents of this sort too fre­ quently for coincidence. It is plain that many flagof-convenience arrangements are a convenience only to their owners, and a positive menace to others. I recall being told once by a pilot about a flag-ofconvenience freighter whose master was taking her on a long voyage knowing that her steering gear was faulty and capable of being extremely danger­ ous." This is the era of the super-tanker or VLCC, Age of Super Tankers Various factors have entered into the move to­ wards the super-tankers. One of these is geo-politi­ cal, the closure of the Suez Canal June 6, 1967, and the continued uncertainty not only as to whether it will be reopened, but also the threat that even if reopened there is always the threat of another closure. The chief factor which has led to the building and operating of super-tankers, however, is cost. Thus a 200,000 ton tanker can transport liquid petroleum products at a third of the unit cost per ton of a tanker of 20,000 tons and at Vi less than that of a tanker of 80,000 tons. The super-tankers are not without their problems. A 250,000 ton tanker will have a length of around 1140 feet while larger tankers will run over 1400 feet in length. The huge length and tonnage of these super-tankers presents problems in navigation and contiol which are unprecedented in merchant ship­ ping. For example, these big vessels need three miles or more to come to a full deadwater halt. The importance of safety at sea especially as it relates to the coastal environment of the United States now, and, more importantly, in the future may be illustrated by the case of the Torrey Canyon. Today we might not, perhaps, call the Torrey Canyon a super-tanker, but she would still have to be reckoned, at 118,285 tons, a very large ship. The Torrey Canyon, flying the Liberian flag of convenience, went aground on Pollard Rock off the coast of Cornwall, England's westernmost county on March 18, 1967. She was fully laden with crude oil and from her ruptured hull came the most serious oil spill we have thus far had. Some idea of the extent of the pollution may be gained by the fact that at its greatest extent it covered 35 by 20 mile areas. It requires little imagination to conjure up the pollution which would result from a similar disaster involving a 250,000 and up ton tanker. U.S. Petroleum Imports 1970-1985 From 1970 onward there has been a sharply ris­ ing upward curve in petroleum imports by the United States. It is estimated that by 1985 the United States will be importing from 14Vi to 15 million barrels per day of petroleum products. These are, of course, projections and some esti­ mates reach into higher ranges. In any event, the accepted fact is that petroleum imports went up in 1970, 1971, and 1972, and that the clear trend is steadily upward. Some of these increases in petroleum imports will come by pipeline from Canada. Most of them will, however, come into the United States by sea. This changing picture in petroleum products im­ ports raises many questions such as the present lack of deepwater facilities to handle the supertankers. But of equally great importance is the question as to whether the bulk of the very large tanker fleet bringing these energy sources to our country will fly the U.S. flag or not. If they fly the U.S. flag, there are obvious ad­ vantages accruing from total U.S. control over the ships as it affects our national security, the creation of significant new employment opportunities for both maritime labor and management, and an en­ hanced position in our balance of payments. As against this it is argued that the United States cannot afford the increased costs per barrel of oil which would result if U.S. ships and U.S. mariners are to be used for the bulk of these imports. But does not this argument look more at short term than long term costs? If the safety factor is added, who can count the cost of a vast oil spill off the coasts of this country? Certainly there will always be risks at sea. But with the high standards of safety demanded by Con­ gressional statutes, the U.S. Coast Guard, and by other government agencies, and the emphasis placed on safety by both maritime management and labor in the U.S., can it not be said that the risks under U.S. flag tankers will be less than those under other flags? Page 9 �. ^1 JPlpase ^ept the enclosed donation to „The effects of SPAD have been notably etteOtive.1thinlr 'x*'" should be stressed within the pages of the that L t SPAD is an ever active and continuing effort and does not with, or after, elections. :.Art. Loniais^:'-'•BronxviOe, 1 i. (• 'I U.S.-Soviet Paci -•i. A Very Good Year It's been a good year for our industry. An active year. A year in which we could see and feel the first signs of a turnaround. A year in which we could see and feel the first results of our own long-time efforts to restore the U.S. Merchant Marine to a place of prominence in the world. It was a year in which the industry, as a whole, pulled itself up by the boot­ straps and reversed what had been a steady decline toward oblivion. The main driving force behind this reversal of trend was the Merchant Marine Act of 1970, the full effects of which began to be felt this year. Shipbuilding contracts signed under the Act in Fiscal Year 1972 had a greater dollar value and were backed by more federal subsidy than had been committed to the American commercial fleet in any similar period since the government began underwriting ship projects with passage of the Merchant Marine Act of 1936. Most importantly, these contracts mean jobs for those in the shipbuilding industry and all related services. A first-ever Domestic Shipping Confer­ ence was conducted, creating closer liaison between the industry and the Maritime Administration, the federal agency respon­ sible for regulating the industry. r More than 1,600 representatives of labor, business and government attended the first LNG Conference to discuss the technology and future prospects of the importation of liquid natural gas and the construction of vessels to transport it. For the Seafarer, 1972 proved to be a very beneficial year. New contracts were signed providing generous increases in pay and benefits; a new Seafarers Welfare, Social and Legal Aid Department was created to provide SIU members and their families with aid and assistance in these areas; a Bosun Recertification Program was initiated; the U.S. Navy, through the Military Sealift Command, experimented with and then launched a program to de­ velop a closer working relationship be­ tween ships of the Navy and the Merchant Marine, and a precedent-setting bilateral trade agreement was reached between the U.S. and the Soviet Union, an agreement that guaranteed at least one-third of all cargoes between the two countries will be reserved for American-flag ships. What most of these developments amount to is jobs—and the name of the game is jobs. But this has been a beginning and there is much work to be done. Already, con­ tracts have been signed for the construc­ tion of six LNG vessels. Assistant Sec­ retary of Commerce for Maritime Affairs , Robert J. Blackwell has predicted that a significant number of more contracts wiH be let for other type ships. A priority in the 1973 Congress, will be the oil import bill, which would require that a portion of America's energy imports be carried on U.S.-flag ships. The bill was narrowly defeated in this past sessions of Congress. Passage of this legislation, coupled with the progress of the LNG program, would mean significant advances for the industry and those employed in it. 1972 was a good year, but 1973 could be even better. is I was pleased to read the news article in the con^ S ceming ithe signing of the bilateral trade agreement be tween the U.S. and the Soviet Union. This type of thinkSing btflds great promise for the future of this country's merchant marine. This agreement marks the first recognition by the U.Sr government of the dwindling fortunes of American-flag ship­ ping; It takes a fii^t step toward correcting these dwindling fortunes. The fact that at least one-third of American grain ship­ ments to Russia must be tran.sported aboard U.S.-flag ships hnpact upon our country's merchant marine and these employed in it. . First and foremost, this agreement means jobs fbr Sea­ farers. And, I well understand the necessity of jobs in this industry. Such an agreement also bodes well for the industry in the future. It is a precedent and, as such, it can generate faith in the future of this cotmtry's merchant shipping. With this faith could well come a resurgence in shipbuilding to handle anticipated cargoes. It could also be a good ex­ ample for private shippers, i.e., they may begin to follow ' the government's lead in reserving at least a significant ; portion of their cargo for U.S.-flag vessels. Such an agreement was long overdue in my mind. Too i sfe:' ilpng we have neglected our own merchant marine to the benefit of foreign flags. It; is time we—the industry, gov- , ^ emment and business—opened our eyes and begin to look ^ out for ourselves first, I am not advocating a monopoly on 1 U.S. cargoes for U.S. ships, but I am contending that we5%| must make sure our ships and our Seafarers are sailing; before we start giving jobs mid cargo to second- or third- ^ flag nations. This agreement with Rusria is a b^ stepTn that direc­ tion and; hopefully, it will serve as a model for futures a^ements signed with other nations. ;john p'Gallahaii: New 'Vork - December l?72 ;r.-. Volume XXXIV, No. 12 gEAPA«KBS*M)0 % '-tT: Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District. AFL-CIO Executive Board Paul Hall, President Gal Tanner, Executive Vice-President Earl Shepard, Vice-President Joe DIGiorglo, Secretary-Treasurer Lindsey Williams, Vice-President Frank Drozak. Vice-President Paul Drozak, Vice-President (Season's Qreetings Page 10 Published monthly at 810 Rhode Island Avenue N.E., Washmgton, D.C. 20018 by Seafarers International Union. Atlantic. Gulf, Lakes and Inland Waters District, AFL-CIO 675 Fourth Avenue, Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Washington, D.C. Seafarers Log i y.. r II |f| ji �N.Y. Building Tradesman Log Wins Awards Nixon Names Brennan New Labor Secretary r. Peter J. Brennan, 54, president of both the New York State and New York City Building and Construction Trades Councils, has been named the new Secretary of Labor. Brennan, if confirmed by the Sen­ ate, will succeed James D. Hodgson. Confirmation is expected without diffi­ culty. The New Yorker, a member of the Painters Union, backed President Nixon both in 1972 and in 1968. He also has been aligned with New York Republican Governor Nelson Rocke­ feller. He first came to the attention of Nixon in 1970 when he led a parade of 150,000 New York construction and maritime workers in support of the Administration's Vietnam policy. Later Brennan and other New York unionists who demonstrated were in­ vited to the White House. AFL-CIO President George Meany called the selection of Brennan "a fine choice." He will be the first trade unionist to hold a Cabinet post since the late Martin P. Durkin, president of the Plumbers and Pipefitters, during the first Eisenhower Administration. Dur-. kin resigned after nine months in a dispute over changes in the Taft-Hart­ ley Act. Brennan has silver-white hair, twin­ kling eyes, a ruddy face and a ready smile. Despite a good-natured attitude, he can be snappish when angered. He has a reputation for speaking out in blunt and often colorful language. One of seven children in an iron worker's family, Brennan took up the paintQT's trade while still a student at Textile High School in New York. He became involved in union activi­ ties later while attending classes at the College of the City of New York. Brennan achieved a journeyman's status before interrupting his career for service in the Naval Submarine Forces during World War II. After re­ turning to painting in 1947, he was elected business manager of Painters Local 1456. He was elected to head the building trades' councils in 1957. He also is a vice-president of the New York State AFL-CIO. The Seafarers Log and international, an SlUNA publication, won four major awards in the annual competition of the International Labor Press Association. Here, Richard J. Calistri, left, accepts one of the awards from Raymond W. Pasnick, ILPA president. Book Captures Many Sides of Meany By Hany Conn MEANY, The Unchallenged Strong Man oj American Labor, by Joseph C. Goulden. Alheneum Publishers, New York, N.Y. 504 pp. $12.95. "One of George Mcany's first memories was hearing the word 'organ-EYE-zation.' He didn't understand what it meant, but his father's visitors, sitting in the parlor eating sugar cake and drink­ ing tea and black coffee those long Sunday after­ noons, pronounced it in lilting Gaelic voices." It is fitting that the first biography ever written of the AFL-CIO president should underscore his inherited loyalty to the "organ-EYE-zation"—the union—since this is so illustrative of his devotion to the labor movement. Joseph C. Goulden's 504-pagc book is not an authorized biography but, as he writes, "it bene­ fitted from extraordinary cooperation by the sub­ ject." Initially, the author says, Meany's "disinterest in a biography was profound." Goulden engaged in three months of research, largely unproductive. Then he drew up a series of questions about ob­ scure points in Meany's life—such as the "hope­ lessly convoluted politics of the Plumbers Union" —and noted that only Meany could provide the answers. Meany's attitude changed within 24 hours. Becomes Receptive He opened up the AFL and AFL-CIO records to the author, including proceedings of the Execu­ tive Council, encouraged other union leaders to talk to Goulden and devoted many hours to private, transcribed interviews. The end product is thoroughly researched, in­ terlaced with choice Meany comments and ob­ servations plus quotes from many individuals whose lives have crossed Meany's during the course of the years. Goulden has been able to provide readers with a three, four or five dimensional recounting of great moments, an insight largely denied to other labor historians. All of this more than compensates for a number of unfortunate errors—such as making Jacob Potofsky president of the Hatters—and lim­ ited familiarity with labor. The author moves from Meany's family to his early life in the Bronx up through his one year in Morris High School. He quit and his first job was as a messenger for a Manhattan advertising agency. His love was baseball and he played semi-pro. However, batting against major leaguers con­ vinced him that he would never make the big time and that plumbing held a more promising future. He hung up his glove at 22. Although his father was president of Local 2, Meany became a plumber without his father know­ ing about it. When his father learned, he made his son go to night school three nights a week, saying, "As long as your going to work as a plumber, you might as well know something about it." No 'Silver Platter' After three years he took his first journeyman test and fiunkcd. He took his second test six months later and passed. In later years, fighting to maintain standards, Meany would point out that his passing was not presented on a silver platter. For the first few years Meany did not take any interest in the union but did attend weekly meet­ ings because "everyone did." He first ran for the local executive board in dis­ gust over the so-called Bridell scandals which were damaging the reputation of the Plumbers Union. Later he was elected business agent. A second hat Meany wore at the time was as secretary of the building trades council and his work, interestingly, prepared him for his later' fed­ eration leadership. His concern was fighting cor­ ruption and convincing the council affiliates to work in harmony. For six years Meany served as president of the New York Federation of Labor and one of his prime responsibilities was lobbying for labor or labor-interest legislation. He was on close terms with Governor Herbert Lehman and Mayor Fiorello La Guardia. His determined fight for prevailing wages had an impact on Washington. The author recounts some of the background maneuvering as the 1940 AFL convention elected Meany as secretary-treasurer to replace Frank Morrison, who was encouraged to retire. The personalities of Meany and AFL President William Green did not mesh smoothly and with the outbreak of World War II Meany was devoting most of his time to the War Labor Board. This put him on the national scene. Fights Communism Another area about which Green cared little was international affairs and Meany moved into this vacuum with determination during the war and in the post-war period, building a foundation for his strong anti-Communist philosophy. The author describes the fledgling anti-Communist efforts of Jay Lovestone and Irving Brown. Meany told Goulden: "It does gripe the hell out of me for people to say, 'Jay Lovestone runs labor foreign policy' and that 'Lovestone makes Meany antiCommunist.' Hell, I was fighting commies when Lovestone was running the Communist Party." The author details Meany's confrontations with John L. Lewis, Walter Reuther, Jimmy Hoffa and Dave Beck. Few have been so directly involved with Presidents from Roosevelt to Nixon. More than any other trade union leader, Meany was the architect of the merger of the AFL and the CIO. Goulden provides a fullsome account of the developments which led to the merger and the history of that merger since 1955. Unfortunately, the biography ends before Meany's latest battle—that of his neutrality stand in the 1972 Presidential elections—and what Meany obviously believes turned out to be one of his greatest victories—the defeat of Senator George McGovern and the election of a strongly Demo­ cratic Congress. The wealth of contemporary history—labor his­ tory—which the author provides in his book can­ not be overlooked by anyone seriously interested in the American labor movement and its relation­ ship to this nation. And for George Meany it finally gathers to­ gether the many-faceted story of the trade union leader of our time, a man who has made not "just labor history, but U.S. and world history. Page 11 �Review, of 1972 'Maritime Events Training Conference, the purpose of which is "to promote and develop training and apprenticeship programs in the industry, to develop and update up­ grading programs, and to serve as a forum where management and labor can freely exchange ideas on training and solutions to problems which will en­ courage the growth of the nation's transportation industry." . . . The SIU membership unanimously adopted the Union Tallying Committee's Report approving the election of officers and union officials. JANUARY SIU Secretary-Treasurer A1 Kerr died at age 51. Brother Ker also served as a trustee of all of the union's Health, Welfare and Vacation Plans from their inception. . . . Elements of organized labor, led by the SIU and in conjunction with various community groups, formed picket lines and testified at hearings to prevent the Department of Health, Education and Welfare from closing the USPHS hospitals in San Francisco and Boston. . . . Sea­ farers President Paul Hall received the Labor Human Rights Award of the Jewish Labor Com­ mittee in late December . . . Rep. Edward A. Garmatz (D-Md.), chairman of the House Merchant Marine and Fisheries Committee, introduced a bill that would require that at least 50 percent of all oil imported to this country be transported on U.S.fiag vessels. . . . Vice Adm. Arthur R. Gralla (USN) retired as commander of the Military Sealift Command. Rear Adin. John D. Chase, former deputy commander of MSC, was chosen to succeed him. . . . Rear Adm. George Miller, special con­ sultant to the Department of Commerce, called for greater participation by the U.S. merchant marine in providing logistic support and combat augmen­ tation for the U.S. Navy. He made his remarks at a luncheon sponsored by the AFL-CIO Maritime Trades Department. . . . The January, 1972 Log featured a special section entitled "Progress in Edu­ cation," detailing the many programs offered vet­ eran SIU members and future Seafarers at the union's Harry Lundeberg in Piney Point, Md. . . . Bethlehem Steel announced specifications for the development of a standard design for construction of several new 265,000-deadweight ton tankers. FEBRUARY The AFL-CIO Maritime Trades Department Executive Board, meeting in Bal Harbour, Fla., adopted resolutions supporting legislation which would reduce unemployment and promote jobs. The board also favored legislation that would require 50% of future oil imports be carried in U.S.-flag bottoms, and called upon the federal government to take steps that would help cure the ills besetting the country's merchant marine, especially in the area of generating government cargo for Americanflag ships. The Board also called for the preserva­ tion of the eight remaining USPHS hospitals. . . . And, at its mid-winter meeting the AFL-CIO Ex­ ecutive Council adopted resolutions similar in tone and content to those proposed by the MTD Execu­ tive Board. . . . Out-going Secretary of Commerce Maurice Stans told a National Maritime Coimcil dinner in New York that the American merchant marine "can look forward to the best health it has had in years." . . . Rep. Edward A. Garmatz an­ nounced that he would not seek re-election because "health and personal reasons" demanded he retire after 25 years of service in the House. . . . The new head of the Military Sealift Command, Adm. John Chase, said the construction of new U.S.-flag merchant ships that can effectively compete for a larger share of world trade and the retraining of the Americal labor force to handle advanced maritime equipment and systems is necessary if the U.S. was to retain its dominant position on the seas. . . . One of the last bugeye vessels in existence, the Dorothy A. Parsons, was added to the Harry Lun­ deberg School's Martime Museum at Piney Point, Md. . . . The widely-read and popular National Geographic magazine in its February, 1972 issue ran a special article entitled "Maryland on the Half Shell" which gave particular attention to the Harry Lundeberg School and its facilities. . . . Seafarers R. Hale and Rudy Luzzi were responsible for the rescue of fellow &afarer Willard Tolbert after he fell from a dock into the icy waters in the Port of Duluth. . . . One of the few remaining female sailors in the union, Teresa Davis, retired after 20 years sailing on the Great Lakes.... APRIL Seafarer Jorge Salazar accepts the 10,000th sav­ ings bond awarded to members children. His daughter Isabel is held by her mother Zoraida as SIU representative John Dwyer presents the bond. Senate that would require at least 50 percent of the nation's oil imports be carried on American-flag ships. . . . SIUNA Vice President Morris Weisberger was presented a certificate of appreciation for his service on the National Advisory Council on Health Professional Educational Assistance by- the director of the U.S. Public Health Service. . . . Various community groups and local officials united with the SIU and other maritime labor groups in urging the retention of Seattle's U.S. Public Health Service hospital when members of the House Sub­ committee on Public Health and Environment held open hearings in that city. ... In a speech to an AFL-CIO Maritime Trades Department luncheon in the nation's capital. Rep. Hugh Carey (D-N.Y.) said the solution to the dual problem of the coun­ try's energy shortage and control over the transport of imported energy resources lies in "strong bilateral or multilateral agreements with the nations whose ships visit our shores." . . . Maritime unity—coop­ eration of all maritime unions to promote and de­ velop a viable merchant marine for America—was the main theme at the annual Tulane University Institute of Foreign Transportation and Port Opera­ tions, and a maritime unity dinner jointly sponsored by the Propeller Club of New Orleans and the Cen­ tral Region Action Group of the National Maritime Council. . . . The AFL-CIO and the United Auto Workers resigned from the Administration's Phase II Pay Board. . . . Hazel Brown, director of educa­ tion at the Harry Lundeberg School, was named to the National Transportation Apprenticeship and ... . , . ...ft.., , For the tenth consecutive year, SlU-contracted Sea-Land Service, Inc. was awarded the U.S. Pub­ lic Health Service Special Citation for the excep­ tional "ship-shape" condition of its vessels. ... By a vote of 364 to 13 the House of Representatives passed and sent to the Senate a bill to authorize $559.5 million in maritime subsidies for the upcom­ ing fiscal year. . . . Carl E. McDowell, executive vice president of the American Institute of Marine Underwriters, charged that the U.S. State Depart­ ment is deliberately fostering policies that are detri­ mental to the U.S. maritime industry. . . . The mem­ bership concurred and accepted a resolution for merger of the SIUNA Great Lakes District and the SIUNA Atlantic, Gulf, Lakes and Inland Waters District. . . . For the second consecutive year, the crew of the SlU-controlled Delta Brazil earned the Delta Lines Fleet Safety Award for their excep­ tional safety record at sea. MAY President Nixon officially designated May 22 as National Maritime Day to honor the country's mer­ chant marine and the men and women who serve in it. . . . SlU-contracted Delta Lines completed development contracts for barge-carrying ocean vessels and for 100 barges to be carried in the mother ships. . . . Delegates to an unprecedented Domestic Shipping Conference in St. Louis asked the sponsor of the conference—the Marilinie Ad­ ministration—to implement a number of important studies in key problem areas. Among areas specified were shipbuilding subsidies, insurance coverage, streamlining overlapping regulations and port and harbor facilities. . . . The AFL-CIO Executive Council announced formation of the Task Force for Burke-Hartke, the familiar name for the Foreign Trade and Investment Act of 1972. SIU President Paul Hall was named one of the 12 AFL-CIO vice presidents who will serve as special advisors to the Task Force. . . . Rep. Thomas P. O'Neill (DMass.) called for an immediate remedy to reverse the unfortunate conditions under which the New England fishing fleets are suffering. . . . SIU member Bosun Raymond Ferreira saved the life of fellow crewmember Morris Montecino when Montecino became entangled in a mooring line and was being slowly dragged to a painful death as the line pulled him toward the bow chock. Only Ferreira's heroic strength managed to save his fellow Sea­ farer. . . . The SlU-contracted Erna Elizabeth suc­ cessfully completed the initial phase of a first-ever .X... .' MARCH Assistant Secretary of Commerce for Maritime Affairs Andrew E. Gibson announced the establish-, ment of a National Maritime Research Center at Todd Shipyards Corporation's Galveston, Tex. division. . . . Sens. William Spong (D-Va.) and J. Glenn Beall (R-Md.) introduced legislation in the Page 12 The Erna Elizabeth, an SlU-contracted ship con­ nects lines to the Navy carrier Franklin D. Roose­ ^ .1 velt in an exercise that proved the merchant ma­ rine's ability to aid in Naval operations. ^'1 iI I H > .1 S'" ; /irl i i[ • 'Ul 1: h / •^ i '' A �.. ... Of Importance to SlU Members experiment designed to evaluate the U.S. merchant fleet's capability to provide underway replenishment for U.S. Navy ships in operational conditions. The Erna Elizabeth tests involved an evaluation of rig­ ging procedures, fuel oil transfer rates, intership communications, speed and course stability and safety measures. Praise for the "professional sea­ manship" exhibited by the crew came from Mari­ time Administrator Andrew Gibson as well as from the U;S. Navy and Allied ship commanders who worked with the Erna Elizabeth during the exer­ cise. . . . The educational programs of the Harry Lundeberg School won the praise of a top official of the Maryland State Department of Education. Warren Smeltzer, assistant director of Vocational and Technical Education for the State Department of Education, said he was particularly impressed with the practical aspects of the Lundeberg school's vocational programs and with the competence of the SIU instructors. JUNE Seafarers at all SIU-AGLIW port membership meetings voted on a new, three-year Tanker and Freightship agreement negotiated between the union and its contracted companies. . . . The House Mer­ chant Marine and Fisheries Committee passed by a vote of 26-4 a bill which would require that at least half of the nation's crude oil imports be carried aboard U.S.-flag vessels. . . . The SlU-contracted Waterman Steamship Co. signed a three-year op­ erating differential subsidy contract with the Mari­ time Administration for eight break bulk vessels operating on the Gulf to Far East trade route. . . . The U.S. Secretary of Labor advised that the Labor Department is dismissing attempts to set aside the 1971 election of SIU officers. . . . The National Labor Relations Board, in an action supported by the SIU, handed down a decision that unions can­ not use the collective bargaining process to stop the sale of ships. . . . Secretary of the Interior Rogers Morton announced he intended to issue permits for the construction of the long-delayed Trans-Alaska pipeline to pump oil from the North Slope to the port of Valdez for transport to a refinery in Seattle. ... An examiner of the Federal Power Commis­ sion approved a $1.33 billion program to import liquid natural gas (LNG) from Algeria and the construction of facilities and cryogenic tankers. . . . SIU Vice President Earl Shepard participated in meetings of the Maritime Safety Committee of the International Maritime Consultative Organization (IMCO) held last month in London, England. . . . Five SIU Scholarships valued at $10,000 each were presented to the children of Seafarers in the union's 19th Annual Scholarship Award program. ... A U.S. District Court judge dismissed charges of mak­ ing illegal campaign contributions against the Sea­ farers and seven of its top officials. JULY Andrew E. Gibson, the man credited with pull­ ing the American merchant marine out of its de­ structive slide and placing it on a path of progress, was appointed Assistant Secretary of Commerce for overwhelmingly approved a referendum last month increasing their quarterly dues to $43 and establish­ ing a union initiation fee of $500. ... A glass en­ cased five-foot long scale model of the Del Norte, a retired combination cargo-pasenger vessel con­ tinuously manned by Seafarers since she was launched in 1946, was donated by Delta Lines to the SIU Harry Lundeberg School's Maritime Mu­ seum at Piney Point, Md. SEPTEMBER The Sea-Land Galloway sails under New York's Verranzano Narrows Bridge to inaugurate the SlUcontracted company's unique SL-7 service. Domestic and International Business. His former deputy, Robert J. Blackwell, was promoted to Gib­ son's former post as Assistant Secretary of Com­ merce for Maritime Affairs. ... President Richard Nixon announced the awards of $660 million in contracts for the construction of 16 advanced-design U.S.-flag merchant ships in five American ship­ yards. . . . As a service to Seafarers, a newlycreated Seafarers Welfare, Social and Legal Aid Department designed to provide SIU members with aid and assistance in areas affecting them and their families, relating to welfare, social and legal prob­ lems, began operation. ... Two courageous SIU members aboard the Transcolumbia risked drown­ ing in a flood tide at Vung Tau, Vietnam to save the life of a shipmate who accidentally fell from the gangway in the darkness. Able Seaman Howard Levine and First Asst. Engineer Alan Abrams dove into the swirling waters and together dragged Sea­ farer Danny Parco to safety. . . . Organized labor won a major election year victory when the U.S. Supreme Court ruled that unions legally may make political contributions if the money comes in volun­ tary donations from individuals who understand the purpose of their contribution. . . . SIU Vice Presi­ dent Lindsey Williams was appointed by Louisiana Governor-elect Edwin Edwards to the Task Force for a Superport for Louisiana. AUGUST The Senate narrowly defeated by a vote of 41-33 a bill which would have required that at least 50 percent of future oil imports be carried aboard U.S.flag ships. The SIU announced that it was buoyed by the closeness of the vote and would begin pre­ paring support for the adoption of the legislation in the next session of Congress. . . . The SlU-manned Pennmar received the Best Ship Safety Award for logging the finest safety record for the year 1971 in the Calmar fleet. . . . The ten thousandth $25 U.S. savings bond was awarded by the SIU to the newlyborn daughter of Seafarer Jorge Salazar. . . . Mem­ bers of the SIUNA-affiliated Inland Boatmen's Union tug and towboatmen who operate vessels on the Atlantic and Gulf Coasts and on the rivers- Chief of Naval Operations Adm. Elmo R. Zumwalt, Jr. called upon the Secretary of Defense to help restore the U-S.-flag merchant marine to its former position as "a strong, viable" maritime power. . . . Lindsey Williams, SIU vice president, was elected president of the Greater New Orleans AFL-CIO, succeeding the retiring A. P. "Pat" Stoddard. ... In an address to an AFL-CIO Mari­ time Trades Department luncheon Rep. Glenn M. Anderson (D-Calif.) called on Congress to close existing loopholes in the Jones Act to prevent an undermining of the American merchant marine and to prohibit the exportation of needed oil resources in light of the impending energy crisis facing the nation. . . . Rep. Robert N. Giaimo (D-Conn.) said that unless Congress eventually enacts a law requir­ ing at least 50 percent of future American petrol­ eum imports be carried on U.S.-flag ships, this country "will be in .double jeopardy—confronted with an energy crisis as well as the possibility of a national security emergency." OCTOBER Applications were being accepted for participation in the SIU's Bosun Recertification Training Pro­ gram, along with nominations of bosuns to serve on a seven-man rank-and-file committee to pass on the rules for this new program. ... A precedentsetting bilateral trade agreement was reached be­ tween the U.S. and the Soviet Union, an agreement that guaranteed at least one-third of all the cargoes between the two countries will be reserved for American-flag ships. . . . Two contracts—totalling $566.4 million—for LNG ships to be built in U.S. shipyards were awarded late last month. . . . The Military Sealift Command's selection of Hudson Waterways Corp., an SlU-contracted company, to operate a fleet of 13 government-owned tankers for the next five years figures to result in 500 new job opportunities for Seafarers. . . . Congress passed a supplemental appropriation of $175 million for the maritime industry to be used as construction sub­ sidies for new vessels. . . . One hundred and four passengers and crewmembers, forced to hurriedly abandon the fire-ravaged Liberian freighter Oriental Warrior in the South Adantic were rescued by the SlU-manned Warrior. . . . Over 1,600 persons at­ tended an LNG Conference held in Washington, D.C. to discuss the technology and growth of LNG operations. . . . The first SL-7—the world's largest and fastest container ship—was delivered to SeaLand Service, Inc. The Sea-Land Galloway made her first voyage from Europe to Port Elizabeth, N.J. with her all-SIU imlicensed crew. NOVEMBER - * PAUL,R0GE(?S • SffOCK ADA?i4S »JOHN SCHMITZ ''WILLIAM ROY v~ «0SPJTAL I •BROCK" - 'OHM Seafarers and members of other maritime unions demonstrate in support of preservation of the United States Public Health Service Hospitals dur­ ing Congressional hearings. Two SlU-contracted vessels—the National De­ fender and the Western Hunter—were the first to be awarded subsidy contracts for participation in the carriage of American grain to the Soviet Union. . . . The SIU, in cooperation with other maritime unions and various civic groups, successfully de­ feated a proposal that would have allowed the Health Insurance Plan of Greater New York to ac­ quire and operate the U.S. Public Health Service hospital on Staten Island, N.Y. . . . The heroism of Seafarer James Oliver aboard the Steel Designer helped save his ship from the disaster of a potendally explosive fire at sea. Oliver volunteered to climb aloft against heavy smoke and acid fumes to close the ship's vents and smother the blaze. . . . Sea-Land Services, Inc. second SL-7—the Sea-Land McLean—was placed in operation. Like her sister ship, the Galloway, she is manned by SIU members. DECEMBER Merry Christmas and Happy New Year! Page 13 �Ships Meetings Digest of X MT. VERNON VICTORY (Victory Carriers). Aug. 13—Chairman Vincent Grinia; Secretary Alefflander Brodie. No beefs were reported. Everything is run­ ning smoothly. New mattresses were ordered for the next voyage. All mem­ bers voted in favor of the new contract and thank the negotiating committee. Vote of thanks was extended to the steward department for a job well done. -. FALCON DUCHESS (Falcon) Aug. 27—Chairman E. Morris, Jr.; Secretary J. Carter, Jr.; Deck Delegate, J. Olsen; Engine Delegate Arthor G. Milne, Stew­ ard Delegate James Morgan. No beefs were reported. Vote of thanks was ex­ tend to the steward J. Carter and the baker J. Morgan for a job well done. DE SOTO (Waterman), Oct.—Chair­ man Roman Ferria; Secretary W. Braggs. Few hours disputed OT in each depart­ ment, otherwise everything is running smoothly. OVERSEAS PROGRESS (Maritime Overseas), Sept. 18—Chairman Chuck Hill; Secretary Thomas O. Rainey. Dis­ puted OT in each department. GATEWAY CITY (Sea-Land) Nov. 1 —Chairman L. Rodrigues; Secretary S. Brown. $7.07 in ship's fund. Everything is running smoothly except for some dis­ puted OT in deck department. WACOSTA (Sea-Land), Oct. 2— Chairman R. J. Barton; Secretary Ken Hayes. Some repairs have been com­ / pleted. Gift was presented to Captain Platon who will be leaving ship. Had a very pleasant three and a half months and best wishes extended to the Captain. $12 in ship's fund. Some disputed OT in deck department. OGDEN WILLIAMETTE (Ogden Marine), Sept. 24—Chairman G. P. Hamilton; Secretary F. S. Paylor, Jr. Everything is running smoothly except for some disputed OT in deck depart­ ment. NEW ORLEANS (Sea-Land), Oct. 2 —Chairman M. Landron; Secretary D. Sacher; Deck Delegate B. Saberon; Engine Delegate P. McAneney; Steward Delegate A. Romero. $6 in ship's fund. Some disputed OT in deck and engine departments. Vote of thanks of the stew­ ard department. HOOD (Verity Marine), Aug. 26— Chairman G. H. Atcherson; Secretary E. Bradley; Deck Delegate Donald D. Fleming; Engine Delegate Francis F. Gomez; Steward Delegate Walter Brown. $2 in ship's fund. Disputed OT in deck and engine departments. Vote of thanks to the steward department for a job well done. ANDREW JACKSON (Waterman), Aug. 20—Chairman James Biehl; Secre­ tary Michael Toth; Deck Delegate Ed­ mund K. DeMoss; Engine Delegate Nathan Goldfinger; Steward Delegate John T. Kelly, Jr. Discussion held re­ gard the working rules in the steward department. Vote of thanks to the stew­ ard department for their services, and a special vote of thanks to the chief stew­ ard for supplying fresh fruits, vegetables and fish for the crew which he purchased in DaNang. TAMPA (Sea-Land), Sept. 3—Chair­ man ,C. James; Secretary J. R. Delise. Some disputed OT in each department, otherwise no *beefs. OVERSEAS ALASKA (Maritime TAMPA (Sea-Land), July 23—Chair­ man C. James; Secretary J. Delise. $3 in ship's fund. Few hours disputed OT in each department. OVERSEAS, TRAVELER (Maritime), July 30—^Chairman W. Cra>Word Sec­ retary J. Davis. $109 in^ship's fund. No befs and no disputed OT. Steward ex­ tended a vote of thanks to the deck and engine department for helping to keep pantry and messroom clean at night. STEEL VOYAGER (Isthmian), July 30—Chairman Melvin Keefer; Secretary J. W. Saunders. $32 in ship's fund. Everything is in good shape except for some disputed OT in deck and steward departments. Vote of thanks to the stew­ ard departm.ent for a job well done. AMERICAN RICE (American Rjpe S.S. Co.), July 16—Chairman C. J. Murray; Secretary C. M. Modellas., Some disputed OT in each department to be taken up with patrolman. OVERSEAS TRAVELER (Maritime Overseas), Aug. 5—Chairman W. Craw­ ford; Secretary J. Davis. $109 in ship's fund. Some disputed OT in engine de­ partment to be taken up with patrolman. COMMANDER (Marine Carriers), July 23—Chairman Arne Harsch; Sec­ retary James Winters. No beefs were re­ ported. Discussion on repairs. Vote of thanks to the steward department for a job well done. TRANSPANAMA (Hudson Water­ ways), July 24—Chairman Herbert Leake; Secretary J. B. Barris; Deck Delegate George Schmidt; Engine Dele­ gate F. R. Clarke; Steward Delegate A. J. Serise. Disputed OT in deck and en­ gine departments. Vote of thanks to the steward department for a job well done. CHICAGO (Sea-Land), July lbChairman D. Butts; Secretary A. Arel­ lano. $15 in ship's fund. No beefs were reported. Vote of thanks to the steward department for a job well done. Overseas), Aug. 23—Chairman H. B. Butts; Secretary D. G. Chafin. $12 in ships' fund. Donation of $10 was given to the American Merchant Marine Li­ brary in Bayway, N.J. Few hours dis­ puted OT in each department. OVERSEAS VIVIAN (Maritime Over­ seas), Aug. 9—Chairman M. Casaneuva; Secretary W. E. Oliver. $15 in ship's fund. No beefs were reported. EIWA ELIZABETH (Hudson Water­ ways), Aug. 13—Chairman W. N. Gregory; Secretary S. J. Davis. $20 in ship's fund. Some disputed OT in deck and engine departments, otherwise every­ thing is running smoothly. STEEL ARTISAN (Isthmian), Aug. 19—Chairman J. Wolanski; Secretary S. Garner; Deck Delegate William Kratsas; Engine Delegate J. R. Messec; Steward Delegate John Dietsch. Everything is running smoothly. Some disputed OT in deck and engine departments. Vote of thanks to the steward department for a job well done. DELTA PARAGUAY (Delta), Aug. 13—Chairman Peter D. Sheldrake; Sec­ retary Charles J.. Mitchell; Deck Dele­ gate William T. Roche; Engine Delegate Elvert Welch; Steward Delegate William Meehan. $14 in ship's fund. Everything is running smoothly so far. Vote of thanks to the steward department for good food and service. SEATRAIN LOUISIANA (Hudson Waterways), July 30—Chairman A. Vilanova; Secretary G. M. Wright; Deck Delegate Walter Stewart; Steward Dele­ gate Gregory A. Smith. $29 in ship's fund. Some disputed OT in deck and en­ gine departments. Vote of thanks to the steward department for a job well done. AMERICAN RICE (American Rice S.S.), May 21—Chiarman C. J. Murray; Secretary C. M. Modellas. Some disputed OT in each department to be taken up with boarding patrolman. Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid SEAFARERS WELFARE PLAN ELIGIBLES Death .. Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 ..... Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits in Hospital Surgical Maternity Blood Transfusions Optical Special Equipment PENSIONERS& DEPENDENTS Death Surgical Optical Blood Transfusions .. Special Equipment .... Meal Books Dental Supplemental Medicai Scholarship Program Page 14 Amount Number November 29, 1972 MONTH 15 380 486 12 8 7,416 ... 229 24 266 7,364 3,597 191 62 88,591 22 3,038 1,430 559 80 146 17 4 191 4,352 7,443 1,508 274 49 2,328 1 9 130 130 19 76 1 7 943 3 1,390 13 12,288 2,003 1,276 15,567 128 1,406 8,802 169 771 17 69 12,336 15 17,275 88 161,592 23,146 13,962 198,700 ' MONTH YEAR TO DATE ^4 •f I YEAR TO DATE 41,413.90 380.00 1,458.00 945.05 924.50 59,328.00 — 4,567.05 387.40 $ 524,715.90 7,364.00 10,791.00 32,075.85 5,126.00 708,728.00 4,392.43 58,706.21 10,525.10 108,604.28 1,988.30 15,978.96 5,100.00 195.00 3,722.87 947.595.51 37,672.61 176.517.46 75,491.80 2,587.20 44,267.84 28.50 27,000.00 24,160.96 4,516.89 3,180.00 1,326.39 30.00 1,182.60 9,430.00 512.00 8,978.90 5,064.49 330,375,54 476,462.40 565,394.21 ' 1,372,232.15 309,000.00 235,356.22 49,728.01 23,116.00 14,562.89 625.00 8,986.94 123,360.00 . 3,138.00 100,317.80 34,447.16 3,549,223.43 5,572,496.86 6,830,857.51 15,952,577.80 $ •(,^1 • (i I: �SEAFAItElt»*LOG •OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO Changes in SlU Shipping The SIU's Shipping Rules, formulated for Sea* farers by Seafarers through the democratic union process, have down throu^ the years been both a strong, yet flexible document. Strong, in that they have always clearly estab. lished the basic rights and obligations of Seafarers; in that they have also responded in the appropriate ' manner not only to the changes in our industry ^ wrought by time, but to the changes desired by a majority of the SIU's membership. It is this combined ability to respond to change, , while at the same time continuing to protect the Seafarer's basic welfare, that has given our Shipping . Rules their, unique meaning in the functions of our - Union. The SIU's Shipping Rules are really a mirror im­ age of the Seafarer's job security and today that job security grows increasingly better. The combined impact of these new job calls is felt today in all departments and all ratings—but especially the SIU's entry ratings. It is the entry ratings that are- experiencing the greatest increasing demand for men—a demand for qualified men with basic skills that must be filled with greater numbers if the SIU is to continue to man the ships it has under contract—an obligation your union has always met. The Seafarers Appeals Board, charged with the task of addressing its efforts to the many specifi and day-by-day problems of the Seafarer, while at the same time keeping its finger on the pulse of the maritime industry, met earlier this month to take specific action in the area of entry ratings. Acting under the collective bargaining agreements established between the SIU and the various em­ ployers, the SAB has amended the SIU's Shipping Rules to specifically meet these increasing entry rating needs. Realizing that at one time or another most Sea­ farers have sailed in more than one department dur­ ing their sailing careers, the SAB has amended the Shipping Rules as follows: Effective December 5th, 1972, SIU members with U.S. Coast Guard endorsements in certified deck or engine ratings hall be registered in Group I or II of their respective departments. Steward department Seafarers shall be registered in Group I-S, I, or II upon the basis of seniority and proof of qualification for such registration. All other Seafarers, not covered by these specific groups, will be registered as "Entry Ratings" and may thus bid for any entry rating job in a newly created "Entry Ratings Department" which will have jobs from all three shipboard departments listed within it. Thus, Seafarers without Coast Guard certified ratings, not registered in Group I-S, I, or II, are free to throw in their cards for any entry rating job in any department. This will greatly enhance job opportunities while at the same time allowing the Seafarer, if he wishes to, to experience what each shipboard department specific duties are before being permanently at­ tached to any particular department. The Seafarer benefits in two ways—through in­ creased job availability and through a chance to seek out that department in which he may best utilize his basic skills and interests. Both the "first tripper" and the Seafarer with greater seatime will experience these benefits. Following this opportunity to sail in each depart­ ment, at the point when a Seafarer attains a U.S. Coast Guard endorsement in Group I or II in the deck or engine departments, or has sailed in the steward department for a minimum of six months, he can then make application to the Seafarers Ap­ peals Board for permanent registration in the de­ partment of his choice. The full text of these changes are being reprinted on these pages so that Seafarers may have a better understanding of how job selection will be increased while at the same time assisting the SIU in manning its contracted ships. The old language of the SIU Shipping Rules, which is replaced by these changes, appears in the shaded portions. New, and correct, language follows. .VN NAME ' 'w '^1-' SENIORITY • ^ •; " i- -* V - / ;> • - -''"r :„ - dry. ~ f �SHIPPING RULES-DEC. 5, 1972 '••'K Preamble Every seaman seeking employment through the hiring hails of the Seafarers international Union of North America-Atlantic, Gulf, Lakes and inland Waters District (hereinafter called the "Union") shall be shipped pursuant to the following Shipping Rules. Nothing con­ tained in these Shipping Rules is in any way intended to create any indemnity obligation ori the part of either the Union or the Seafarers Welfare Plan. 1. Seniority A. Subject to the conditions and restrictions on empibyment con­ tained in agreements between the Union and contracted Employers and to the Rules ,set forth herein, seamen shall be shipped out on jobs referred through the Union's hiring hails according to their class of seniority rating. B. The following shall be the classes of seniority rating: 1. Class "A" seniority rating, the highest seniority rating, shall be possessed by: (a) all unlicensed seamen who possessed such rating on Sept. 8, 1970, pursuant to the Shipping Rules then in effect; (b) all unlicensed seamen who possess Class "B" seniority rating pursuant to these Rules and who have shipped regularly as defined herein for eight (8) consecutive years, provided such sea­ men have maintained their Class "B" seniority rating without break and provided further that they have completed satisfactorily the advanced course of training then offered by the Harry Lundeberg School of Seamanship for the Department in which such seamen regularly ship; and (c) all unlicensed seamen who have been upgraded to Class "A" seniority rating by the Seafarers Appeals Board pursuant to the authority set forth herein. 2. Class "B" seniority rating, the second highest seniority rating, shall be possessed by: (a) all unlicensed seamen who possessed such rating on Sept. 8, 1970 pursuant to the Shipping Rules then in effect; (b) all unlicensed seamen who possess Class "C" seniority rating pursuant to these Rules and who have shipped regularly as defined herein for two (2) consecutive years; and (c) all unlicensed seamen who possess Class "C" seniority rating pursuant to these Rules and who have graduated from the Harry Lundeberg School of Seamanship entry rating training pro­ gram and have been issued a ship assignment card in accord with these Rules. 3. Class "C" seniority rating, the lowest seniority rating, shall be possessed by all unlicensed seamen who do not possess either class "A" or class "B" seniority ratings. 0. A seaman shall be deemed to have shipped regularly within the meaning of these Rules if he has been employed as an un­ licensed seaman no less than ninety (90) days during each calen­ dar year aboard one or more American-flag merchant vessels cov­ ered by a collective bargaining agreement between the Union and the owner or operator of such vessels. D. Employment by or at the request of, or election to any office or job In, the Union shall be the equivalent of covered employment described in the preceding paragraph: and seniority credit under these Rules shall accrue during the period that such employment, office or job is retained. E. Seniority credit shall be accrued on the basis of total covered employment, without regard to whether such employment was served in the Deck, Engine or Steward Departments. F. The ninety (90) day period of employment required of a sea­ man during any year to constitute shipping regularly within the meaning of these Rules shall be reduced proportionately in accord with the amount of time spent by such seaman during that year as a bonafide in- or out-patient in the continuing care of a U.S.P.H.S. or other accredited hospital. (For example, four months' in­ patient time during a given calendar year reduces the ninety (90) day employment requirement for that year by one-third to sixty (60) days.) G. In the event a seaman possessing less than Class "A" sen­ iority rating fails to ship regularly within the meaning of these Rules during a particular year, he shall lose all accumulated em­ ployment credit for that and all preceding years in his then cur­ rent seniority rating. H. In the event a seaman's covered employment has been Inter­ rupted by circumstances beyond his control, resulting in his fail­ ure to ship regularly within the meaning of these Rules, the Sea­ farers Appeals Board may, upon application of the affected sea­ man, grant such total or partial seniority credit for the time iost as the Board may deem necessary in its sole discretion to avoid undue hardship. 1. In the event a seaman's covered employment is interrupted by service in the Armed Forces of the United States, resulting in his failure to ship regularly within the meaning of these Rules, such seaman shall suffer no loss of seniority credit accrued prior to his entry of military service if he registers to ship pursuant to these Rules within one hundred twenty (120) days following his separation from military service. 2. Shipping Procedure A. Subject to the specific provisions of these Rules, unemployed seamen shall be shipped only if registered as provided herein and in the order of the priorities established in Rule 2 C (3) hereof. B. The following rules shall govern the registration of unemploy­ ed seamen for shipping through Union hiring halls: I. Unemployed seamen shall register only at the port through which they desire to ship. No seaman shail be registered at more than one port at the same time, nor if they are employed aboard any vessel. i-; I I >-<' • ~:.OId, Languag«p "- ^ |^2i Seamen shall be registered only in the Department in which ey regularly ship and in only one Group, as provided in Rule S I '> ^• I V- - IK 2. All seamen possessing U.S. Coast Guard endorsements, verifying certified deck or engine ratings, shall be registered in Group I or Group II of their respective departments. In the Steward Department, seamen shall be registered in Group l-S, I or II upon presentation of their seniority identification card and providing proof of qualification for such registration. All other seamen shall be registered as "Entry Ratings," as de­ fined In Rule 3, Departments and Groups and may bid for any job in the "Entry Ratings" Department. Upon attaining en­ dorsements from the U.S. Coast Guard of certified ratings, in the Gorup I or il category, in either the deck or engine de­ partment as defined in Rule 3, Departments and Groups, or having saijed in the Steward Department for a minimum of 6 months, application may be made to the Seafarers Appeals Board for consideration for permanent registration in the deck, engine or steward departments. 3. Shipping registration cards shall be non-transferable and shall be Issued at Union hiring halls only upon application In person by seamen desiring the same. Shipping registration cards shall be time- and date-stamped when issued and shall show the regis­ trant's class of seniority rating. Department and Group. 4. Shipping registration cards shall be issubd during the regular business hours of the Union's hiring halls. Every seaman desiring to register must possess and submit all documents required by the United States Coast Guard_and by applicable law for employ­ ment as a merchant seaman aboard U.S.-flag vessels. At the time of registration each seaman is responsible for producing sufficient evidence to establish his class of seniority rating. For this purpose .A--, an appropriate seniority identification card Issued by the Union shall be deemed sufficient, although other official evidence of em­ ployment, such as legible U.S. Coast Guard discharges, may also be submitted. 5. In ports where the Seafarers Welfare Plan maintains a clinic, no seaman shall be registered for shipping unless he submits a valid Seafarers Welfare Plan clinic card at the time of registration. 6. To remain valid, seniority registration cards must be stamped once each month In the port of issuance. The dates and times for such stamping shall be determined by the Port Agent for each port, and each registrant shall be notified of the dates and times for stamping when he receives his shipping registration card. A seaman who fails to have his shipping registration card so stamped during any month shall forfeit the same and shall be re­ quired to re-register. In the event circumstances beyond his con­ trol prevent a seaman from having his shipping registration card so stamped, the Port Agent may stamp such card as If the sea­ man had been present on the required time and date, upon sub­ mission by the seaman of adequate evidence of the circumstances preventing his personal appearance. 7. Subject to the provisions of these Rules, shipping registration cards shall be valid only for a period of ninety (90) days from the date of issuance. If the ninetieth (90th) day falis on a Sunday, a national or state holiday, or on a day on which the Union hiring hall in the port of registration is closed for any reason, shipping registration cards which would otherwise expire on such day shall be deemed valid until the next succeeding business day on which the said hiring hall is open. Shipping registration cards' periods of validity shall also be extended by the number of days during which shipping in the port of registration has been materially reduced by strikes affecting the maritime industry generally or by other sim­ ilar circumstances. C. The following Rules shall govern shipping of registered sea­ men through Union hiring halls: 1. Seamen shall be shipped only through the hiring hall at the port where they have registered for shipping. No seaman shall be shipped on a job outside of the Department or Group in which he is registered except under emergency circumstances to prevent a vessel from sailing short-handed, or as otherwise provided in these Rules. 2. Jobs referred to the Union hiring hall shall be'announced and offered to registered seamen at the times and according to the procedures set forth in Rule 4 hereof. At the time each job is so offered, registered seamen desiring such job shall submit their shipping registration cards, U.S. Coast Guard Merchant Mariner's documents, and valid Seafarers Welfare Plan clinic cards to the hiring hall dispatcher. The job so offered shali be awarded to the seaman in the appropriate Department and Group possessing the highest, priority, as determined pursuant to Rule 2 C (3) hereof. 3. Within each Department, seamen of higher seniority rating shall have priority for jobs over seamen of lower seniority rating, even if such higher seniority seamen are registered in a different Group from that in which the offered job is classified. As between seamen of equal seniority ratings within the same Department, priority shall be given to the seamen registered for the Group in which the offered job is classified. In the event seamen of equal priority under this paragraph bid for the same job, the job shall be awarded to the seaman possessing the earliest dated shipping registration card. 4. Notwithstanding any other provisions of these Rules, no job shall be awarded to a seaman who is under the influence of alco­ hol or drugs at the time such job is offered; nor shall any seaman be awarded any job unless he is qualified therefor in accord with law or unless he submits, if necessary, appropriate documents es­ tablishing such qualifications. 5. The seaman awarded a job under Rule 2 C (2) hereof shall immediately surrender his shipping registration card and shall re­ ceive two job assignment cards containing his name and the de­ tails of the job. When reporting aboard his vessel, the seaman shall present one job assignment card to the head of his Depart­ ment and the other to the Union department delegate. D. A seaman who quits or Is fired from a job during the same day on which he reports for such job shall retain his original ship­ ping registration card if he has received no compensation for such day's employment and if he reports back to the dispatcher on the next succeeding business day. A seaman who quits or is fired after the day he reports for a job shall secure a new shipping reg­ istration card. E. A seaman who receives job assignments pursuant to Rule 2 C (5) hereof and subsequently rejects or quits the same on two oc­ casions within the period of his shipping registration card's valid­ ity shall forfeit his shipping registration card and shall secure a new shipping registration card. F. All seamen registered for shipping, other than those possess­ ing Class A seniority rating, who are unavailable to accept or fail or refuse to accept three jobs for which they are qualified during any one period of registration may forthwith be refused the right to register for employment under these Rules for a period of twelve (12) months. Upon application as provided in these Rules the Seafarers Appeals Board may shorten or revoke such refusal of registration for good cause shown. Q. Seamen with Class C seniority rating shipped pursuant to these Rules may retain such jobs for one round trip or sixty (60) days, whichever is longer. At the termination of such round trip or on the first opportunity following the sixtieth (60th) day on the job, such seaman shall sign off their vessels; and the vacant job shall be referred to the Union hiring hall. H. Seamen with Class B seniority rating shipped pursuant to these Rules may retain such jobs for a period of one round trip or one hundred eigthy (180) days, whichever is longer. At the com­ pletion of such round trip or at the first opportunity following the one hundred eightieth (180th) day on the job, such seamen shall sign off their vessels; and the vacant job shall be referred to the Union hiring hall. I. The provisions of Sections G and H of this Rule 2 shall not apply if they would cause a vessel to sail short-handed. For the purposes of those sections the phrase, "round-trip," shall have its usual and customary meaning to seamen, whether such "roundtrip" be coastwise, intercoastal or foreign. On coastwise voyages, if a vessel is scheduled to return to the area of original engage­ ment, a seaman of less than Class A seniority rating shall not be required to leave such vessel until the vessel reaches the said area. On intercoastal and foreign voyages, if a vessel pays off at a port in the continental United States other than in the area of engagement, and if such vessel Is scheduled to depart from said port of payoff within ten (10) days after arrival to return to the area of original engagement, a seaman of less than Class A sen­ iority rating shall not be required to leave the vessel until it ar­ rives in the area of original engagement. J. No seaman shipped under these Rules shall accept a promo­ tion or transfer aboard ship unless there is no time or opportunity to dispatch a seaman to fill such vacant job from a Union hiring tidll* Old' |3. De^rtments and Groups i , A. Jobs aboard vessels covered by these ^according to the following schedule-^ Departments and Groups: I f'- • DECK DEPARTMENT GROUP I —DAY WORKERS Bosun Deck Maintenance ^ Bosun's Mate Watchman-Day VI(olrii Carpenter Storekeeper ' GROUP II—.RATED WATCH STANDERS '/.I Quartermaster ; X Car Deckman ^fe#t''AI>leV Seamab'SS^ r , ^ ':u 'K li^dlnK Watches I, aRoup ill O.S. Deck Malntenan&r^i OrdlnarMi oh Watch ENGINE DEPARTMENT GROUP I Chief Ref. Eng'r. Chief Storekeeper : Evap. Maintenance Man : Pumpman, 1 and 2 Engine Maintenance Ship's Welder/Maintenance QMED , Chief Electrician 1st. 2nd, 3rd Ref. Ehg'r. 2nd Electrician Unllc. Jr. Eng-r.-Day Work Untie. Jr. Eng'r.-Watch Plumber-Machinist Electrlclan/Ref, Malnt. Oane MT/Electrician Deck Engineer Engind Utility Oilar-Dlesel Oiler-Steam GROUP II Watertender ^ FIreman-Watertender ' Fireman Oiler Maintenance/Utility GROUP III Wiper STEWARD DEPARTMENT %^. GROUP I (S) RATED MEN Chief Steward-Passenger 2nd Steward-Passenger Steward Steward/Cook Chef ^ Owk and Baker IChief Cook QRPUP l-RATEO MEN 2nd Cook and Baker Butcher . GROUP II' 2nd Cook, 3rd Cook, and Assistant Cook lity Messmen 'alters GROUP III ^ Messmen General Steward's Utility - i B. A seaman may not change the Department In which he ships without loss of accrued seniority unless he receives permission ^rom the Seafarers Appeals Board. The Seafarers Appeals Board shall grant such permission only upon proof establishing in the >le judgment of the Board that medical reasons warrant the %hange. 3. Departments and Groups A. Jobs aboard vessels covered by these rules are classified according to the following schedule of Departments and Groups. DECK DEPARTMENT GROUP I —DAY WORKERS Bosun Deck Maintenance Bosun's Mate Watchman-Day Work Carpenter Storekeeper GROUP II — RATING WATCH STANDERS Car Deckman Quartermaster Watchman-Standing Watches Able Seaman ENGINE DEPARTMENT GROUP I Chief Ref. Eng'r. Chief Electrician Chief Storekeeper 1st, 2nd, 3rd Ref. Eng'r. Evap. Maintenance Man 2nd Electrician Pumpman, 1 and 2 Unlic. Jr. Eng'r.-Day Work Engine Maintenance Unlic. Jr. Eng'r.-Watch Ship's Welder/Maintenance Plumber-Machinist QMED Electrician/Ref. Maint. Crane M/T Electrician Deck Engineer Engine Utility Oiler-Diesel Oiler-Steam GROUP II Watertender Fireman/Watertender Fireman Oiler Maintenance/Utility STEWARD DEPARTMENT GROUP I (S) RATED MEN Chief Steward-Passenger 2nd Steward-Passenger Steward Steward/Cook Chef Cook and Baker Chief Cook GROUP I —RATED MEN 2nd Cook and Baker Butcher GROUP II 2nd Cook, 3rd Cook and Assistant Cook ENTRY DEPARTMENT GROUP III O.S. Deck Maintenance Ordinaries on Watch Messmen Wiper General Steward's Utility Utility Messmen Waiters B. After having attained permanent registration in accord­ ance with the procedure set forth in Rule 2, B-2, a seaman may not change the Department in which he ships without the loss of accrued seniority unless he receives permission from the Seafarers Appeals Board. The Seafarers Appeals Board shall grant such permission only upon proof establishing in the sole judgment of the Board that medical reasons warrant the change. 4. Business Hours and Job Calls A. Except as otherwise provided herein, all Union hiring halls shall be open Monday through Friday from 8:00 A.M. until 5:00 P.M. and on Saturday from 8:00 A.M. until 12:00 Noon. The hiring halls shall be closed on July 4, Christmas Day, New Year's Day, Labor Day and such other holidays as are determined by the Port Agents. Notice of such additional closings shall be posted on the hiring hall's bulletin board on the day preceding the holiday. B. All jobs referred to Union hiring halls shall be posted on the shipping board before being announced. Jobs shall be announced hourly as close to the hour as may be practicable during business hours of the Union's hiring halls, except that there shall-be no job calls at 8:00 A.M., at 12:00 Noon, and at 5:00 P.M. During non­ business hours, or in the event of exceptional circumstances, a job may be posted and announced at any time after it Is received. Notwithstanding the foregoing, the Port Agent may establish for a Union hiring hall such other regular schedule of dally job calls as may be warranted by the level of shipping or other circumstances affecting such hiring hall. Such other schedule as may be estab­ lished, however, shall be In writing and posted on the hiring hall bulletin board. C. Seamen holding Class C seniority rating shall not bid for a job offered pursuant to these Rules until the same has appeared on eight job calls without being taken. If the eighth job call does not produce a qualified seaman possessing either Class A or Class B seniority rating, the said job shall be awarded to the seaman possessing Class C seniority rating entitled to the same under these Rules. This Rule shall not apply If it would cause a vessel to sail short-handed or late. D. In ports other than "major" ports as defined under these Rules, If the first call of a vacant job does not produce a qualified '.y\ •i 'I �seaman possessing Class A seniority rating, the job shall be re­ ferred to the nearest major port. The said job shaii then be offered at the said major port at the next four (4) job cails. During such caiis oniy quaiified seamen possessing Ciass A seniority rating may bid for such job. In the event the job still remains open, it shaii be referred back to the original port and there offered to sea­ men possessing Class A or Class B seniority ratings, otherwise entitled to the job under these Rules. This Rule shall not apply If It would cause a vessel to sail short-handed or late. Application of this Rule 4 D shall not require any employer to pay transporta­ tion expenses by reason of the job's transfer. The provisions of Rule 4 C shall be subordinate to this Rule 4 D. The following ports shaii be considered "major" ports for the purposes of these Rules; New York, Baltimore, Mobile, New Orleans, Houston and San Fran­ cisco. E. "Notwithstanding any other provision of this Rule 4, if the first call of a vacant Group Ml or 3rd cook job does not produce a quaiified seaman possessing Class A or B seniority, the job shaii be referred to the hiring hail at Piney Point, Maryland, where the job shall then be offered at a job call. If after the first call of such job, the job remains open, it shaii be referred to the port from which it was originally offered, to be offered or referred, as the case may be, in accordance with Paragraph D above." 5. Preferences and Priorities A. Notwithstanding any other provisions to the contrary con­ tained in these Rules, the following preferences shaii apply: 1. Within each class of seniority rating in the Deck Department, seamen over fifty (50) years of age shall have priority over sea­ men less than fifty (50) years old in obtaining fire watchman jobs. .2. A seaman shipped pursuant to these Rules whose vessel lays up less than fifteen (15) days after his original employment date shaii receive back the shipping registration card on which he was shipped, provided the said card has not expired in the interim period. 3. If a laid-up ship requires a crew to report for duty aboard the vessel within seven (7) days following lay-up, the crew members at the time of lay-up shaii have priority for all such jobs provided that they are registered at the Union hiring hall to which such job cails are referred. The period of such priority shall be extended by the number of days of lay-up resulting from strikes affecting the maritime industry generally or other similar circumstances. 4. Seamen possessing Ciass 0 seniority rating and a certificate of satisfactory completion of the Harry Lundeberg School of Sea­ manship entry rating training program shaii have priority for jobs over other Ciass C personnel. 5. Within each ciass of seniority rating in the Deck Department, priority for the job of bosun shaii be given to those seamen pos­ sessing a certificate of recertification as bosun from the Deck Department Recertification Program, in the event such program is being offered. In the event there are no such recertified bosuns available, priority shaii be given to those seamen who have either actual seatime as able seamen of at' least thirty-six (36) months, or actual seatime in any capacity in the Deck Department of at least seventy-two (72) months, or actual seatime as bosun of at least twelve (12) months, in ail cases aboard vessels covered by these Rules. 6. Within each ciass of seniority rating in the Engine Department priority for the job of Chief Electrician shall be given to those seamen who have actual seatime aboard vessels covered by these Rules of at least thirty-six (36) months in the Engine Department including at least twelve (12) months as second electrician. 7. Within each ciass of seniority rating in the Steward Depart­ ment, priority for jobs of steward and third cook shall be given to those seamen who possess a certificate of recertification in their rating from the Steward Department Recertification Program, in the event such program is being offered. If there are no such re­ certified stewards avaiiabie, priority for jobs of steward shall be given to those seamen who have actual seatime of at least thirtysix (36) months in the Steward Department in a rating above that of third cook, or who have actual seatime of at least twelve (12) months as steward, in all cases aboard vessels covered by these Rules. 8. Within each ciass of seniority rating in every Department, priority for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sen­ tence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances warrant such waiver. 9. In the event an applicant for the Steward Department Recerti­ fication Program or the Deck Department Recertification Program for bosuns is employed in any unlicensed job aboard a vessel covered by these Rules at the tim/e he is called to attend such program, such applicant, after successful completion of the pro­ gram, shaii have the right to rejoin his vessel in the same job upon its first arrival in a port of payoff within the continental lim­ its of the United States. 10. A seaman who registers to ship pursuant to these Rules within two (2) business days following his discharge as an in­ patient from a U.S.P.H.S. or other accredited hospital and who produces official written evidence of such confinement, shall be issued a shipping registration card dated either thirty (30) days earlier than the actual date of registration if such confinement lasted at least thirty (30) days, or, if it lasted less than thirty (30) days, with the date such confinement commenced. 6. Standby and Relief Jobs ri'i' A. Priority for standby and relief jobs shaii be determined according to the provisions of Rule 2 C (3), except that a seaman who has had any standby or relief jobs during the period of his shipping registration card's validity shaii not have priority for such jobs over seamen of the same ciass of seniority rating who have had a lesser number of standby or relief jobs during the period of their shipping registration cards' validity. B. After the termination of standby or relief employment, the seaman involved shall receive back his original shipping registra­ tion card, unless the same has expired in the interim period. C. A seaman on a standby or relief job pursuant to these Rules shaii not take a regular job aboard any vessel until his standby or relief job terminates, he returns to the hiring hall, and he secures such regular Job pursuant to the provisions of Rule 2 C hereof. D. A seaman employed pursuant to these Rules on a regular job who requires time off and secures permission therefor shaii notify the nearest Union hiring hall, and a relief man shall be dis­ patched. No relief man shall be furnished for less than four (4) hours' nor more than three (3) days' work. The seaman shaii pay his relief man for the number of hours worked at the overtime rate applicable to the job Monday through Friday. On Saturday, I Sunday and Holidays, he shall pay the premium rate. Relief men I shall be requested oniy when required by the head of the Depart­ ment involved a.' ard the subject vessel. E. A seaman employed pursuant to these Rules who has been called to attend the Steward or Deck Department Recertification Programs may be temporarily replaced by a relief man. for the duration of such program. In. the event such seaman is not re­ placed by a relief man but terminates his job instead, the pro­ visions of Rule 5 A (9) shall apply. p. 7. Seafarers Appeals Board A.'The Seafarers Appeals Board shall have sole and exclusive authority to administer these Rules and to hear and determine any matter, controversy or appeal arising thereunder, or relating to the application thereof. 8. The Seafarers Appeals Board shaii have four (4) members, two appointed by the Union and two appointed by that committee representing the majority of contracted Employers for purposes of negotiations with the Union, commonly known as the Management Negotiating Committee. Each party shall also appoint two alter­ nates for the members so appointed, to serve in the absence of such members. C. The quorum for any action by the Seafarers Appeals Board shaii be at least one member appointed by each party. At any meeting of the Seafarers Appeals Board the members appointed by each party shall collectively cast an equal number of votes re­ gardless of the actual number of members present and voting. Ex­ cept as otherwise provided herein decisions of the Seafarers Appeals Board shall be unanimous. In the event of a tie vote the Board shall elect an impartial person to resolve the deadlocked issue. In the event the Board is unable to agree on such an im­ partial person, the matter shall be submitted to final and binding arbitration in New York City pursuant to the Voluntary Labor Ar­ bitration Rules then in effect of the American Arbitration Associa­ tion. D.' Any person or party subject to or a^rieved by the applica­ tion of these Rules shall have the right to submit any matter aris­ ing under these Rules to the Seafarers Appeals Board for determi­ nation. Such submission shall be in writing, shaii set forth the facts in sufficient detail to identify the matter at issue, and shaii be sent by certified mail, return receipt requested, to the Sea­ farers Appeals Board, 675 Fourth Avenue, Brooklyn, New York 11232. An applicant desiring to be heard in person before the Board shall request the same in his written application. In such event the applicant shall be notified at least two weeks prior to the Board's next regular meeting of the date and location off such meeting, and the applicant may attend such meeting at his own expense and be heard. E. AM applications to the Seafarers Appeals Board shaii be ruled on initially by the Chairman, subject to confirmation or overruling by the Board at its next meeting. Prior to the Board's action, howeve^ the Chairman may initiate such administrative steps as he deems necessary to implement his preliminary determination. F. The Board shall meet no less than quarterly and shall estab­ lish such reasonable procedures, consistent with these Rules, as it deems necessary. Meetings of the Board may be either in person or in writing. Meetings in writing shaii be signed by all members of the Board. 8. Discipline A. Although under no indemnity obligation of any sort, the Union will not be required to ship persons who, by their behavior in the course of employment aboard contracted vessels, during prograrhs of the Harry Lundeberg School of Seamanship and at hiring hails subject to these Shipping Rules, demonstrate that their presence aboard contracted vessels may prevent safe and efficient operation of such vessels or create a danger or threat of liability, injury or harm to such vessel and their crews. Persons not required to be shipped shaii include without limitation those guilty of any of the following: 1. 2. 3. 4. 5. 6. 7. 8. Drunkenness or alchoiism. Use, possession or sale of narcotics. Use or possession of dangerous weapons or substances. Physical assault. Malicious destruction of property. Gross misconduct. Neglect of duties and responsibilities. Deliberate interference with efficient operation of vessels, of the Harry Lundeberg School of Seamanship or of hiring subject to these Rules. 9. Deliberate failure or refusal to join vessels. 10. Any act or practice which creates a menace or nuisance to the health or safety of others. B. No seaman shall suffer any temporary or permanent loss of shipping rights under Rule 8 A hereof, except pursuant to the fol­ lowing procedures: 1. The Union, a contracted Employer, or the Harry Lundeberg School of Seamanship shaii initiate a proceeding under this Rule 8 by filing a written complaint with the Chairman of the Seafarers Appeals Board and mailing a copy thereof to the subject seaman. The Chairman shall thereupon name a committee of two persons, one representing the Union and one representing management, to hear and determine the complaint. 2. The hearing committee shall prepare a written specification of charges and notice of hearing, which shall be sent to the sub­ ject seaman by certified mail, addressed to his iast^ known resi­ dence. Such notice shall provide at least two weeks' time for the seaman to prepare his defense and shaii give the seaman up to one week before the hearing date to request a change of date or location of such hearing. The hearing committee shaii initiaiiy lo­ cate the hearing at the Union hiring hall closest to the subject seaman's last known residence. Pending the hearing, the seaman may register and ship in accord with these Rules and his current seniority status. 3. The hearing shaii proceed as scheduled, whether or not the accused seaman is present. The hearing committee shall give the charging and charged parties full opportunity to present their evidence, either in person or in writing. No formal rules of evidence shaii apply, but the committee shaii accept ail relevant evidence and give the same such weight as the committee atone may deem appropriate. 4. The hearing committee shaii render and announce its deci­ sion on the day of hearing, as soon as possible after the comple­ tion thereof. A decision upholding the complaint shall be unani­ mous. The committee shall reduce its decision to writing, sign the same, and send copies thereof to the Seafarers Appeals Board, to the complaining party, and to the accused seaman by certified mail, return receipt requested. 5. The seaman may appeal ail or any aspect of the hearing committee's decision to the Seafarers Appeals Board. Such appeal shall be in writing and shall set forth the basis for the appeal in sufficient detail to be understood. The seaman shaii send his ap­ peal by certified mail, return receipt requested, to the Seafarers Appeals Board, 675 Fourth Avenue, Brooklyn, New York 11232, within ten (10) days following the decision, except that the Board may extend the time for filing an appeal for good cause shown. 6. The Seafarers Appeals Board shall hear ail appeals arising under this Rule 8 at its next regular meeting after receipt thereof, provided the appeal has been received in sufficient time for the Board to give at least five (5) days' written notice to the seaman of the time and place of the meeting at which his appeal will be considered. 7. The Seafarers Appeals Board's decision on the appeal shall be in writing, and copies shaii be sent to the complaining party and the seaman by certified mail, return receipt requested. Pending hearing and determination of the appeal the decision of the hear­ ing committee shall be in full force and effect. 8. A final appeal shall be allowed by the Involved seaman from decision of the Board to the Impartial Umpire designated pursuant to Rule 8 C hereof. Such appeal shall be in writing and shall set forth the basis of the appeal in sufficient detail to be understood. Such appeal shall be sent by certified mail, return receipt request­ ed, to the Seafarers Appeals Board, 675 Fourth Avenue, Brooklyn, New York 11232, within ten (10) day^ following receipt of the Sea­ farers Appeal Board's decision. The Board shall forward ail such appeals to the Impartial Umpire, who shaii set the time and place of hearing of the appeal in New York City within thirty (30) days following receipt of the appeal and shall notify ail parties in writ­ ing. The Impartial Umpire may reasonably extend any time limit provided in this paragraph upon good cause shown. The impartial Umpire shaii render his decision in writing and shall cause copies to be mailed to all parties by certified mail, return receipt request­ ed. The decision of the Impartial Umpire shaii be final and binding and may be reduced to judgment by any party. C. The impartial Umpire provided for in the preceding para­ graph shall be a permanent arbitrator appointed by and to serve at the pleasure of the Seafarers Appeals Board. In the event the Board is unable to agree upon an Impartial Umpire, for each ap­ peal arising under Rule 8 B (8) hereof the Seafarers Appeals Board shaii request the chief executive officer of any Federal, State or City government agency maintaining lists of impartial arbitra­ tors to designate an arbitrator to hear and determine such appeal. D. Nothing in this Rule 8 shall be construed to prevent the Un­ ion from appearing by its properly designated representatives at any stage of the preceding. 9. Amendments A. The Seafarers Appeals Board may amend these Shipping Rules at any time and in any manner consistent with the require­ ments of applicable law and of outstanding collective bargaining agreements between the parties. 'did"Langua^" 10. Special or Emergency Provisions A. During the period of the Viet Nam conflict emergency, unj licensed seamen possessing Class B or C seniority who are in ^ Group III of the Deck or Engine Departments and who have ade(quate seatime to make application for endorsemerrt in Group II I rating or ratings in the Deck or Engine Department shall not be I registered for shipping unless they make application for and exIpeditiousiy comply with the requisite rules to secure such Group hi endorsement or endorsements. AM such unlicensed seamen In I lieu of such registration shall have noted the time and date of ap­ pearances for registration and provided they comply with the fore­ going shall upon completion of such requirement be deemed then ] registered as of the date of their appearance in the group in which |they thereafter have been found qualified. Ail such unlicensed Ipersonnel presently registered shall also be subject to the foreigoing rule, with their date of registration as presently in effect, in [the group in which they thereafter have been found qualified. I Any such unlicensed seaman may apply in writing to the SeaIfareis Appeal Board in connection with any dispute as to his Iperiod of seatime for exemption from this rule set forth above, on |the ground of hardship or physical disability and may If he tegqubsts in writing appear before the Seafarers Appeal Board.„The ^decision of the Seafarers Appeals Board shall be in writing and [sent to the person involved and to the Union hiring hall. The Seafarers Appeals Board shall determine the period of the Viet Nam conflict emergency or when this amendment is no longer necessary. In either event, upon such determination^ the Seafarers . Appeals Board shall then take appropriate action in writing to [ terminate and remove the amendment. B. Rule 2 J hereof is hereby suspended with respect to entry [ ratings only for the period of the Viet Nam conflict emergency, or until the suspension of that Rule is no longer necessary, as de.^ -termined by the Board. " • 10. Special or Emergency Provisions A. During any period of emergency, uniicensed seamen pos­ sessing Ciass B or C Seniority who are in the Entry Rating Department and who have adequate seatime to make appiication for endorsement in Group il rating or ratings in the Deck or Engine Department shaii not be registered for shipping un­ less they make application for and expeditiously comply with the requisite rules to secure such group li endorsement or en­ dorsements. AM such unlicensed seamen in lieu of such regis­ tration and provided they comply with the foregoing shall upon completion of such requirement be deemed then registered as of the date of their appearance in the group in which they thereafter have been found quaiified. AM such uniicensed per­ sonnel presently registered shaii also be subject to the fore­ going rule, with their date of registration as presently in effect, in the group in which they thereafter have been found quaiified. Any such uniicensed seamen may apply in writing to the Seafarers Appeals Board in connection with any dispute as to his period of seatime from exemption from this rule set forth above, on the ground of hardship or physical disability and may if he requests in writing appear before the Seafarers Ap­ peals Board. The decision of the Seafarers Appeals Board shall be in writing and sent to the person involved and to the Union hiring hall. The Seafarers Appeals Board shall determine the period of any emergency or when this amendment is no longer neces­ sary. In either event, upon such determination, the Seafarers Appeals Board shaii then take appropriate action in writing. B. During any period of emergency as determined by the Seafarers Appeals Board in accordance with Rule lOA, Rule 2 J may be suspended with respect to entry ratings oniy for the period of such emergency or until the suspension of the Rule is no longer necessary as determined by the Seafarers Appeals Board. C. 1. The Seafarers Appeals Board may, for good cause shown, in its discretion, and in accord with its authority under Article 1 ("Employment") Section 8 of the collective bargaining agreements between the parties and in accord with the several factors set forth below, upgrade to Ciass A seniority rating such unlicensed personnel possessing Class B seniority rating whom the Board deems qualified for the same. The factors to be utilized in determining whether an applicant shall be so upgraded are as follows: (a) Endorsement from the United States Coast Guard as a Lifeboatman in the United States Merchant Marine. (b) Possession of a certificate of satisfactory completion of the Harry Lundeberg School of Seamanship entry rating training pro­ gram. (c) Possession of special skills and aptitudes. (d) Employment record. (e) A minimum of twelve (12) months of seatime with any of the companies listed in Appendix "A" of the collective bargaining agreements. (f) Satisfactory completion of the course of training offered by the School of Marine Engineering sponsored by the Harry Lunde­ berg School of Seamanship, District No. 2, Marine Engineers Ben­ eficial Association and/or others in connection therewith. Factor (b) may be waived by the Seafarers Appeals Board in those cases where undue hardship will result. 2. The Seafarers Appeals Board shall upgrade applicants pursu­ ant to this Rule 10 C for a period of time not to exceed six (6) months, at which time it shall terminate such upgrading and shaii publicize such termination in the Union's hiring haMs and in such other places as will give notice thereof thirty (30) days prior there­ to. Thereafter, when it deems necessary, the Seafarers Appeals Board may reinstitute such upgrading program for additional periods of time not to exceed six (6) months' duration and shaii publicize the termination of same as required by the collective bargaining agreement. �•-• '• - • •- '•. f-T. *'' '• • • '•- •.,i,-^^!' 7:'^ .T-j' .'ii;..>-;'"?j- (r » "^ fife'' i;ssassss«a-" " iy A" A • •' .'Av.vr;:. Hr ' • fional Defender J,, j. Peace and Seafarers R^ seaman, and J- * ft^tioWender go to Russia. a'^o an as the maKes ready to �Wandering the seas Seafarers are men of great appreciation of the arts. The Seafarers Log, to further their .efforts in the poetry field, regularly makes space available for members* poems. To contribute to the Log poetry col­ umn members should send their poems to the Seafarers Log, 67S JFourth Ave., Brooklyn, N.Y. 11232. Vv-- ''H Captain Is Responsible The party was gay drinks and laughter. Mr. McNutt had just become ship's master— Of officers, crew and even the lifeboats, He's made responsible for nearly everything afloat. Now! He is a Captain, and he is responsible. To wear four bars, the highs you ascend. On every hand there's friend after friend. The engines break down, the troubles befall. There is not a damned soul, on whom you may call, But you're the Captain. You're responsible, It was in our first bed, of all times, That my girl first spoke of it. I knew, of course, it had plagued her thoughts. And I knew, as well, that we ought to Have spoken of it sooner. "I'll thank you to take your leave at once, Wilbur," she said and eye'd me eye to eye, "unless we exchange our vows here and now." Now, she might well have Used such strong language When we were only three. I had puffed her eye, when we romped naked in the sun. Then I fed her a dog biscuit as a peace offering. And I kissed her eye, of course. Abby, you see, has been my only girl Since our world was born, But one day and two houses apart. "Why make a public declaration, when it is only between the two of us." Down here on the main decks, We don't worry about any damned wrecks. For the man on the bridge I feel kind of sorry, None of his troubles do I want to borrow. Weight on his shoulders day after day. Look at his hair, it's premature gray. Because he's the Captain, and he's responsible. Well, I had not a word against that. Nor yet another notion to be coy. And so, we exchanged our vows in our first bed. Properly dressed, as we were. In nothing but the truth. The ship had been well secured. Of this he was more than assured. Safe at sea, and far from shore, A telegram came for seaman Moore; He had forgotten the allotment check, Children hungry, lose his brick shack. Now who do you think received that wire? Be damned! The Captain received that telegram. Well, he's the Captain, he's responsible, The owners are snug in their bed at home. Need anything, just pick up the phone. Out here the weathers gone wrong. Wet in a fog, whistle blowing, all alone. So you're the Captain, and you're responsible. My Abby is now laid to rest. It wasn't her frailty, you understand. That hastened her leave. It was her way of fussing about our comfort. And preparing for days and nights to come. "Only fools and men of stone presume themselves an entity, and choose to lie alone." She was wont to quote Nor could I fault her in that. And so, my next visit with her Will be much longer. Much longer, indeed. I've now resolved to excuse myself from life The sooner to lie again beside my wife. The ship is on time, there is no credit. Be two days late, and Capt. you've had it. You are minimized, criticized, then ostracized. But for any good thing are you ever recognized? That's a Captain, and you're responsible. What, after all, is A mere eighty years together Max Katzoff At two in the morning in the bed asleep, - Dreaming the mate would a vigilance keep. Hit a fishing boat, and it sunk. In court, they swore the Captain was drunk. But you're the Captain, You're responsible. Emotions Ride the Sunrise Awake again, jumping up in childish awe to gaze upon ships' masts silhouetting the sunrise as if pointing the way to heaven. How many have before me? Feeling so happy to be alive, and here pondering the unbelievable colors that follow this precious day's sunrise. Knowing that home is like that of a gull soaring high into the sky and over the horizon. Pretty young passenger, Third Mate pursued. He made love, and her heart he wooed. Nine months later the baby was due. Now who in the hell do they sue? That's right—the Captain was responsible! Ship left port, sailor Sam, at the wheel. You couldn't tell it, but he was drunk still. He took a wrong turn! A hellofa collision! They swore! It was the Captain's decision. The Captain, is responsible. They had patted him on the back, gave him a ship, They ran up his flag, right to the mast tip. The hull was rotten and full of rust. Get her home again, cross the ocean he must. To keep her from sinking was damned impossible. And sank she did! The Captain was responsible. Captain McNutt, wrote to his betters. He wasn't much on writting letters, But he said, I know Sir, my ability, I know the limits of my capability. But ah, lets talk Sir, Er-Ah—about responsibility? Thinking of all the brothers here amongst myself. All, seemingly, extending their hands, reaching for that step up into the dawn of another day. Secure in the belief jof a future as colorful and bright as the rising suit. Fortunate, with the knowledge of being in the right place at the right time in order to be a part of this journey to another way of life. All chasing the lure of the sea in all her gloiy. Watching the time fade away like the waves washing footprints from the sand. Feeling like the sunrise itself. To me this is Piney Point. I hope it is to you also. R. South Pecember 1972 When Next I Visit Abb y Roland Beldon Goodwin Page 19 �Boston Thanksgiving Philadelphia With SlU Members It's time to loosen the belt buckle for Seafarer Calvin Stewart after his Thanksgiving meal in Boston. Boston Port Agent Ed Riley greets the family of Sea­ farer John Chermesino to the Thanksgiving dinnner in that port. This year, in keeping with a tradi­ tion established by the SIU years ago^ Seafarers, their families and friends were, able to enjoy Thanksgiving din­ ner with fellow members at union halls throughout the country. Recognizing that a Seafarer's job necessarily entails many long days away from family and friends, the SIU sponsors these dinners at Thanksgiv­ ing and at Christmas each year to al­ low its members to partake of a holi­ day meal in an atmosphere of brother­ hood and friendship. Again this year the dinners proved to be enormously popular at all the various ports. The turnout was excep­ tional and the overall concensus was that the food and service was, as usual, excellent. The pictures on this and the follow­ ing pages attest to the "good time" enjoyed by Seafarers, their families and friends at the different ports. After dinner Is a good time for a group of Seafarers to pass the scuttlebutt. They are, from the left, Brothers William Condon, Charlie Moss, Vencenzo Russo, Domlnlck Messina and John Fay. t <•> <• I , J I i' Seafarer Kosta Hatglmlslos (center) and his brother, IBU member George Hatglmlslos brought their families together In Philadelphia for the Thanksgiving festivities. New York t"' {ii, ' Brother John Funk's three sons are nearly jumping for joy over the afternoon's activities. SIU Pensioner Antonio Gambino (center) Is all smiles as he spends a happy Thanksgiving afternoon with some friends. I r T Roast turkey, prime ribs, Maryland stuffed ham, and all the trimmings were on the menu for the Thanksgiving Day dinner at the Lundeberg School In Piney Point. Enjoying the heart meal are Upgraders Billy Mason, from the Port of Tampa; Wllllard Verzone, Houston; John Bermudez, New York, and Thomas MInton, from Tampa. ?<xge. 3^0 Seafarers attending the Upgrading Center In Piney Point over Thanksgiving were In for a special treat as the Lundeberg School's Steward Department staff went all out. Left to right are William Izzett, from the Port of Norfolk; Trawn Gooch, Baltimore, and John Hastings, from San Francisco. �Seattle Detroit yy ^ M t. * ... y. f y y > t ^ % : ^ The tiny son of Seafarer D. Nicholson is all tuckered out from his long Thanksgiving day, as he snoozes in big sister's arms. *y ' - < - f / , - - .J ^ In the Port of Detroit, clock-wise around the table. Burl Loew, Adolph Lange, Otto Nitz and Michael Pesenak en­ joy their meal. ; Houston In the Port of Houston scores of Sea­ farers and their families turned out for the Thanksgiving Day dinner. In the photo at right. Brother H. L. Moore (center) and his family take time out from enjoying a delicious meal to pose for the photographer. In the bottom left picture, UIW mem­ ber J. Jones and members of his family are obviously enjoying the festivities, especially the youngsters. In the bottom right photo, members of Seafarer A. Bertrand's family ap­ pear satisfied with their repast. Well, almost all! Brother Bertrand's 20-lb. tyke had to settle for applesauce. Brother Gayetano Zapatiro (left) enjoyed the Thanksgiving Day dinner with his family in the Port of San Francisco. . December 1972 Seafarer J. M. Gomez (left) sees something missing as he surveys the foodpacked table. Hey! Where's my pumpkin pie? �UIW members W. Lovelace, J. Sharp, Raymond Morris and B. Lovelace sit back and relax after a hearty meal. Seafarer C. Campbell and his wife beam their approval of a fine Thanksgiving meal. Both little Curtis Barnett (left) and sister, Wanda, want to sit next to dad, Sea­ farer Floyd Barnett. Seafarer Jerry Lopez (left) enjoys the afternoon with his family and friend, \ Brother Don Herbert, 2.1 �Thanksgiving With SlU Members Port,Adliur c ; I If [It's time to sit back and digest for SlU Pensioner Leroy Roberson and wife. The family of William Wynn Is all smiles after finishing a scrumptious meal. f Happiness Is a turkey dinner with all the trimmings for the huge gathering In the Port of New Orleans—a typical gathering that turned out at all ports. I December 1972 Page 23 fJSaSir:- • '*•" 1:^." T-. -ii Oy �Know How to Purchase Best Toys By Sidney Mai]golnis Consumer Expert There are powerful pressures on working people to spend a lot of money on Christmas. This is a time when many families go into debt, and sometimes quite deeply. Stores and finance companies push "easy credit" heavily at this time of year. Small-loan companies especially promote their high-cost loans hard this season, on radio and TV. The catch is that (1) you may spend more than you truly can afford, and (2) borrowing from loan companies or buying on time-payment plans usually adds from 18 to 42 percent to your Christmas bills. If you haven't got enough cash, finance gifts at no credit cost by using short-term charge accounts. Most stores allow about 30 days of free credit before charging interest on the balance you still owe. After that free period, they usually charge IV2 per cent a month, which is a true annual rate of 18 per cent. Some stores charge 22 per cent or more. Ask the store when interest does begin to accumulate on its charge plan. Not that a long "no interest" period is necessarily a boon. Often the highest-price stores allow the longest "no interest." If you have to stretch out your payments much longer than 60 days, ' it would be less expensive to borrow the cash from a low-cost source. The lowest-cost loans are those available from credit unions and commercial banks. They usually cost $6 to $7 per $100 borrowed, or the equivalent of true annual interest of about 12 to 14 per cent. Costliest Loans Costliest place to borrow is small- ^ loan companies, which usually charge 24 to 42 per cent per annum (depend­ ing on state regulations and amount of loan.) TOY PROMOTIONS:. Both chil­ dren and parents are being subjected to a heavy barrage of TV promotion again this Christmas. Beginning Jan. 1, the TV industry is going to cut down advertising on children's pro­ grams from the present 16 minutes an hour to 12. Conveniently for the toy manufacturers and TV stations, the new limit goes into effect after Christ­ mas. The annual price-cutting from in­ flated 'list" or "regular" price already is noticeable on the TV-advertised toys. These are used as traffic-builders by the toy stores and departments. Some of the lowest prices, however, may be only a "bait" to get you into the store, with little stock to back up the offer. If this happens, you should complain to your local consumer or marketing department. This is a year to be careful in what you buy to make sure the toys you choose have lasting play value and are not fleeting novelties, and that you buy them at a reasonable price. A number of heavily-advertised toys, such as the Marx Big Wheel, pool tables and some of the many action dolls now on the market, are 10 to 20 per cent higher this year—at least early in the shopping season. Expensive Dolls You can already see what the pricecutting leaders are among the TVadvertised toys. Action Jackson, which really is a kind of boy's doll, is selling anywhere from 97 cents to $1.52. The merchandising idea, as with Barbie and similar girls' dolls, is to sell you the doll cheap so you'll be under pressure from your children to buy the related costumes and equipment. Thus, addhional costumes for Action Jackson cost anywhere from $1.21 to $1.68, depending on where and when you buy them. Action Jackson's Re­ mote Control Jeep can cost from $5.56 to $9.97, with a couple of costumes thrown in, and his Dune Buggy, from $2.97 to $4.29. Another big promotion is for Gab- bigale, a TV-advertised version of the many talking dolls on the market this year. You can pay anywhere from $10 to $12.36 for this one in various stores we checked. HO over-and-under trains also are being used as price leaders with prices ranging from $19.97 to ,$21.88. Sesame Street, the much-praised public television program for children, now is being commercially exploited by the sale of hand puppets and stuffed toys based on Sesame Street characters at inordinately high prices such as $5 to $8. Military toys, which went under­ ground for several years after heavy criticism now are beginning to reap­ pear, sometimes in the guise of spy or "intelligence" toys. Nor are some toy makers above exploiting patriotism with such toy sets as System Control Headquarters: "They fight for truth, justice and the American Way!" This version of the American Way costs $2.50 to $10 for the various dolls and equipment, and is made in Hong Kong. \v Some of the lowest prices are for last year's leftover toys offered by some stores, such as computer cars which are programmed by plastic discs, and battery-operated Motorific custom cars; (as little as 69 cents), and Mattel Hot Wheels (as little as 59 cents), although,' of course, not all stores have them.' Science and electronic toys are avail-:> able in audio and electronic specialty stores at moderate prices such as $3 for a crystal radio kit which can make a radio which will pick up nearby sta-. tions. For the worst toys of the year we nominate battery-operated gambling" toys for children such as slot machines, roulette wheels, and- black jack and draw poker card-dealing machines. Gift Wraps Look at the labels on gift-wrapping, paper. The labels now are legally re­ quired by the "truth in packaging'!* law to tell you how many square feet, of paper is provided. Usually flat sheets give you more for the money, than rolls, and are as useful except for large packages. J S/U Arrivals a Stephen Habermehl II, bom Sept. 3, 1972, to Seafarer and Mrs. Stephen J. Habermehl, Alpena, Mich. Douglas Lolley, born Sept. 14, 1972, to Seafarer and Mrs. Donnie H. Lolley, Chickasaw, Ala. Michael Glbh, born May 19, 1972, to Seafarer and Mrs. James R. Gibb, Ludinton, Mich. John Wimmer, born Aug. 24, 1972, to Seafarer and Mrs. John P. Wimmer, Mobile, Ala. Brandy Lee, born Sept. 5, 1972, to Seafarer and Mrs. Robert Lee, Groves, Tex. Johnnie Johns, born July, 1972, to Seafarer and Mrs. Johnnie D. Johns, Eight Miles, Ala. Luis Santiago, born Oct. 14, 1972, to Seafarer and Mrs. Louis V. Santiago., Bayamon, P.R. Julie Ayers, born June 5, 1972, to Sea­ farer and Mrs. Philip E. Ayers, Jr.,'. Woodbury Heights, N.J. ". Patrick Gallagher, bora Oct. 14, 1972."*,] to Seafarer and Mrs. Charles J. Gal-/|| lagher, Nederland, Tex. Stacey McDanlel, born Oct. 18, 1972,( to Seafarer and Mrs. Woodrow W. McDaniel, Dunbar, W. Va. Jennifer Rice, born Aug. 11, 1972, toj Seafarer and Mrs. Freddie R. Rice, Low-j land, N.C. Charles Clemens, born Aug. 25, 1972,] to Seafarer and Mrs. Charles J. Clemens,Pittson, Pa. Know Your Rights Uj V FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for-safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agree­ ments. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expen­ ditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund finan­ cial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get^o know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Earl Shepard, Chairman, Seafarers Appeals Board 275-20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. Page 24 I CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract" rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, .from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right of obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employ­ ers. Consequently, no Seafarer may be discriminated against because of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. , f SEAFARERS POLITICAL ACTIVITY DONATION—SPAD. , SPAD is a separate segregated fund. Its proceeds are used to}' further its objects and purposes including but not limited to furthering the political, social and economic interests of Sea­ farer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason the above improper conduct, notify the Seafarers Un­ ion or SPAD by certified mail within 30 days of the con­ tribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade imioh concepts and Seafarer seamen. If at any time a Seafarer feels that any of the ahove rights .' have heen violated, or that he has heen denied his constity- 1 tional right of access to Union records or information, he should immediately notify SIU President Paul Hall at hea( quarters hy certified mail, return receipt requested. "V Seafarers Log. L �(Continued from Page 8) Machinist Course Description The course of instruction leading to endorsement as Machinist consists of classroom work and practical training to include Opera­ tion of the Lathe, Drill Press, Shaper, Milling Machine, Review of Hand Tools and Their Use, Types and Properties of Metals, Uses of Metals, Instructions in Welding, Soldering and Brazing, Fire Fighting and Emergency Procedures. Eligibility y^l candidates for endorsement as a Machinist must have 6 months seatime in the Engine Department. Length of Course The normal length of the course is 2 weeks. Boilermaker Course Description The course of instruction leading to endorsement as Boilermaker consists of classroom work and practical training to include Principle Parts of the Boiler and Their Function, Combustion Control Sys­ tems, Operation of the Boiler, Boiler Construction and Repair, Brick Work and Insulation, Types og Bricks, Laying of Fire Brick, Refrac­ tory Lining, Purpose and Repair, Fire Fighting and Emergency Procedures. Eligibility All candidates for endorsement as a Boilermaker must have 6 months seatime in the Engine Department. Length of Course The normal length of the course is 2 weeks. itt .,.1. Deck Engineer Course Description The course of instruction leading to the endorsement as Deck Engineer consists of classroom work and practical training to include Use of Hand Tools, Use of Metals, Piping and Valves, Operation and Repair of Pumps, Fire Fighting and Emergency Procedures, Basic Electric Theory. Eligibility All candidates for endorsement as Deck Engineer must have 6 months seatime in the Engine Department. Length Course The normal length of the course is 2 weeks. JuniOT Engineer Course Description The course of instruction leading to endorsement as Junior Engi­ neer consists of classroom work and practical training to include Use of Hand Tools and Measuring Instruments, Use of Metals, Piping and Valves, Principles of Refrigeration, Combustion of Fuels, • Boiler Operation, Lubricating Oil Systems, Electrical Theory, Opera­ tion and Repair of Motors and Generators, Starting and Securing Auxiliary Equipment and Main Engines, Fire Fighting and Emer­ gency Procedures. Eligibility All candidates for endorsement as Junior Engineer must have 6 months seatime in the Engine Department. Length ot Course The normal length of the course is 4 week to 6 weeks. (Continued on Page 26) �Deck Engine Mechanic Course Description The course of instruction leading to endorsement as Deck Engine Mechanic consists of classroom work and practical training to include Parts of a Boiler and Their Function, Combustion Control Systems, Steam and Water Systems, Fuel Oil Systems, Lubricating Oil Systems, Hydraulic Oil Systems, Boiler Construction and Repair, Hand Tools and Their Use, Use of Metals, Machine Tool Operation, Compressed Air Systems, Fundamentals of Electricity, Principles of Refrigeration, Safe Handling of Combustible Materials, Piping and Valves, Pumps, Evaporators, Auxiliary Diesel Engines, Starting and Securing Main and Auxiliary Units, Engineering Casualty Control, All Modes of Operation of Automated Ships, Fire Fighting and Emergency Procedures. the teachers and other academic staff members, feel they are adequately prepared. Remedial Reading Reading Specialists are available to coimsel Seafarers in both the vocational and academic education programs. The reading program is voluntary, and is designed to upgrade the reading levels and study skills of Seafarers to assist them in their upgrading and academic programs. Tutoring Members of the academic staff are available to provide individual tutoring, guidance and counseling to Seafarers in the areas of mathematics and science in order to assist them in their upgrading studies. EligibUity All candidates must have a minimum of 6 months seatime in any rating in the Engine Department. p- 'i to Length of Course The school offers a 6 weeks course approved by the U.S. Coast Guard. iPrainihg at the Lundeberg Upgrading Center, Piney Point, Md., is! Note: Since the course of instruction leading to endorsement for Deck | i; !lcontinUing process. Classes begin every two weeks according to the follow^ Engine Mechanic consists of instruction in all QMED ratings it will be •• ing schedule: . 4! possible to obtain many of the endorsements needed for QMED. November 30, December 14, December . 28, January 11, 1973; QMED tiary 25. Course Description Under a new U.S. Coast Guard ruling, graduates of the Harry Lundeberg The course of instruction leading to certification as QMED is The ihool will be able to qualify for upgrading with reduce seatime. Those same as that for Deck Engine Mechanic. i; wishing to upgrade to AB need only 8 months seatime as ordinary seamamr t Those wishing to upgrade to FWT, and Oiler need only 3 month seatime as Eligibility : a wiper. All candidates must have a minimum of 6 months seatime in any rating in the Engine Department. • Consult the following chart to see if you'qualify. Length of Course HLS Gradnate AO othMS ; 4' The normal length of the course is 6 to 8 weeks. AB • . 8 mos. 12 mos. 0.S; f; Fire Fighting Course jpWT, Oiler 3 moS. wiper 6 mos. Wiper Course Description 11 other QMED 6 mbs. wiper 6 mos. wipeh The Fire Fighting Course consists of classroom work and practical training to include Chemistry of Fire, Classes of Fire, Causes of s|j ln order to process aU applicants as quickly as possible it is necessary Fires, Fire Prevention, Methods of Fire Detection, Procedures of "^t each appliqajit enclose with his application: 4^^^^ Fire Containment and Source Elimination, Proper Use of Extinguish­ « 4 pjas^ ing and Personal Safety Equipment, First Aid Steps Coincidence • M^hant Maiitie personnel physical hsihg t^CQ fb With Injury Due to Fire and/or Smoke Inhalation (Group trips are ^pfe719K or S.I.U. Clinic. Those applicants also organized for practical fire fighting at an approved Marad Fire ileardy holding a rating other than wiper in the engine department or AB Fighting School). 1^0 hot require a physical. EligibiUty Sub-chapter B of the United Stateii Coast Guard regult^^ The course is open to all Seafarers no matter what particular endorse­ Ihat the offirdr ydshing <^ificatibn asia Tankerm^ *'shaH^ ment they are taking. factory documentary evidence to the Coast Guard that he is trained in, and ^Tcapable of performing efficiently, the necessary operation on tank vessels Length of Course V % which relate to. the handling of cargo." This written certification must be The course is included in all endorsements. b^ cbffljr^ IthtKMife^ and sighi^ by a res^hmbibdhTO i" • Only rooms and meals vdll be provided by Harry Lundeberg School, Each upgrader is responsible for his own transportation to and frorh Piney Point. No reimbursement will be made for this transportation, .j. 44 ;; Basic Course A basic four-week program is being developed for Steward De­ partment personnel who want to upgrade to Third Cook, Cook and Baker, Chief Cook and Steward. Name Age ... The basic four-week course will consist of lectures and practical training in the following areas: Home Address S.S. # • Vegetable preparation; how to recognize storeroom items; san­ itation and hygiene. Mailing Address Book # • Baking; safety precautions in the galley. • Menu-planning; purchasing inventory. Phone • Preparation of meats, soups and sauces. Upgrading—Steward Dept. Academic Enrichment Closely interrelated with the- vocational upgrading programs is an aca­ demic program designed to assist Seafarers in advancing their careers, and offering them an opportunity to continue their academic education. The Academic Department is staffed by qualified teachers, all certi­ ficated by the Maryland State Department of Education. A fully-equipped library is on the school campus to support the academic and the vocational education programs. The academic staff also includes two Reading Spe­ cialists, and the school has developed one of the finest reading laboratories in the country. EUgibility The High School Program is open to all Seafarers who have a desire to continue their education. Length of Course The study course is four to eight weeks, depending upon individual 5rogress. Students take their examination when thev. In consultation with 1 is Ratings Now Held What Rating Interested In Dates Available to Start HLS Graduates: Yes IX No Record of Seatime: Ship Rating Held Lifeboat Endorsement Yes No. Date of Shipment Date of Discharge High School Equivalency Seafarers who left school before receiving a High School Diploma can achieve a diploma through the Lundeberg School GED Program. Course Description Areas of study include English and Literature, Mathematics,, Gen­ eral Science, and Social Studies. The program is tailored to the indi­ vidual needs of the students, and small classes insure close attention to individual progress. At the completion of the study program, stu­ dents take a Maryland State GED Examination. Successful students receive a Maryland State High School Diploma. H •b Return completed application to the attention of: Mr. Robert Kalmus Director of Vocational Education Harry Lundeberg School Piney Pt., Md. 20674 �Questions Asked About the Upgrading Center Foll(min}> are some of the most frequently asked questions about the overall education program of the SlU's'Harry Lundeherg School at Piney Q ^ If I am an HLS graduate and have 8 months scatime as Ordinary Seaman, how long will I have to stay in the school? In order to qualify for the Able Seaman reduced seatime course, you must com­ plete the U.S.C.G. approved 30 day course. iQ I , Yes. You m:iy lake- any one part or all the parts of the course and take examina­ tions for just the areas you are interested in. Q How long does it take for a Pumpman's I endorsement? I Ak I Normally, about 2 weeks also. Where will I have to go to take the USCG examinations? The Coast Guard administers the examina­ tions right in your class room at Piney Point. What is the age limit? There is no age limit. Our students range in age from 16 to 70. Q If I don't pass my examination may I stay and re-take the course and try again? • •• • . Vs.-v. 0^ Q Where can 1 stay? A The Harry Lundeberg School has a com­ plete motel complex, large modern rooms which are provided at no cost to all upgraders. ; Q A w •• Q A Upon acceptance into the upgrading program, directions to the school will be mailed to you. The school is conveniently reached either by car or by bus. Who pays transportation? Fireman, Watertender, Oiler, Electrician, Refrigerating Engineer, Pumpman, Deck Engineer, Junior Engineer, Deck Engine Mechanic. Can I go home on weekends? If I do not have a rating but have over 6 mos. as wiper, will I qualify to take any other endorsements except Fireman, Watertender, Oiler? §A Yes. All the courses have some practical on the job training. Will I have to buy any books? No. All the study materials, paper, pens, pencils, etc. are supplied by the school. C.B. regulations require a 28-day waiting period before reexamination. Are there any recreational facilities? How long is the course for Quartermaster? Yes, the school has provided the facilities for playing cards, playing pool, a TV room, and there are also full length feature movies in the evenings. Additionally in the summer time, facilities for boating and swimming are available. The Quartermaster course lasts 2 weeks. If I have 3 mos. time as wiper and am an HLS graduate, how long will I have to stay in the school to get my Fireman, Watertender, Oiler? In order to qualify for the Fireman, Watertender, Oiler reduced seatime endorse­ ment, you must complete the USCG ap­ proved 30 day course. I .V V If I have 6 months seatime as wiper and would like to get my Fireman, Watertender, Oiler, how long will I have to stay in the school? 2 weeks. Yes. Who needs to have a physical? If I have only 2 mos. seatime in a rating but I would like to sit for endorsements as Electrician, or Pumpman, can I attend just that part of the Deck Engine Mechanic course? All men who are going for endorsements as Able Seaman in the Deck Department, and all men who hold no ratings in the Engine Department other than wiper must have a physical. After class hours the students are free to come and go as they please. It must be remembered, however, that daily home­ work assignments will be given and these must be completed prior to the next class. Q How long are the classes? A Classes run from 8 in the morning to 5 in the afternoon, Monday through Friday. Q If I have a Fireman, Watertender, Oiler endorsement, what other endorsements do I need to obtain my QMED Any Rating? A order to obtain a QMED—Any Rating, ;on your Merchant Mariner's Document, you must successfully complete the follow­ ing examinations: Fireman, Watertender, Qiler, Electrician, Refrigerating Engineer, Pumpman, Deck Engineer. Junior Engi­ neer, Machinist. Boilennaker, Deck Engine Mechanic. If I already have all endorsements except Deck Engine Mechanic, will I be required to re-take the Coast Guard examinations for those endorsements? How much seatime is required in order to qualify for the Deck Engine Mechanic course? How do I get there? The cost of transportation must be paid by the student. No. You only take the examinations for the endorsements that you do not already have. If I have 6 most, seatime as Electrician, will it qualify me? ' he entire program is free of cliarge to all members. Should I bring old clothes? 1^ How long must I wait before 1 can retake a USCG examination? \ -S f A. In order to obtain a certificate as QMED and sail in those ratings, what endorse­ ments must I have? Yes. After you have completed the 2 week Fireman, Watertender, Oiler course, you may stay on and take as many different endorsements as you want. Yes, as long as you are willing to study, the HLS staff is willing to work with you. In order to qualify you must have 6 mos. seatime in any rating or combination of ratings other than wiper. How much tines the school cost.' Over 90% pass the first time around. 2 weeks. The school also offers a complete remedial reading program where an upgrader can improve his reading skills while preparing for his endorsements. Q Do many men fail? If I have the required seatime to upgrade from OS to AB and I have a lifeboat en­ dorsement, how long will I have to stay in the school? I would like to come but I am a very poor reader and don't think I would be able to pass the test. How long does it take to get an Elec­ trician's endorsement? Normally, you would attend the 2 week Electrician course and take your examina­ tion at the end of the 2 weeks. If I have the required seatime to upgrade from OS to AB, but do not have a lifeboat endorsement, how long will I have to stay in the school? In order to qualify as Able Seaman you must first complete the 2 week lifeboat / " course, then you will take the 2 week Able Seaman course. Point, Md. The questions cover a broad range •f subjects, with ts'i 'lcular emphasis on the Upgrading Program. 1 went to the Coast Guard to take an ex­ amination for Deck Engine Mechanic and they informed me that I must go to a USCG approved school in order to get that rating, where is there such a school? The Harry Lundeberg School is approved by the USCG to issue certificates for those men who have completed the course for Deck Engine Mechanic. Q How long is the course for Deck Engine Mechanic? The entire course for Mechanic is 6 weeks. Deck Engine Can I take any other endorsements during the 6 weeks I am taking the Deck Engine Mechanic course? Yes, during the 6 weeks you will be trained in and qualified to sit for examinations as Electrician, Refrigerating Engineer, Pump­ man, Deck Engineer, Junior Engineer, Machinist, and Boilermaker. \ Are the meals expensive? The meals are provided free of charge to all upgraders. Can I bring my car? Yes. Parking facilities are available for all \upgraders. �1 New SlU Pensioners Roque Asencio, 65, is a native of Ponce, Puerto Rico. He joined the union in 1945 in the Port .of San Francisco and sailed in the deck department. Brother Asencio now makes his home in San Francisco, Cal. Bert Dawson, 72, was born in Peoria, 111., and now resides in San Francisco, Cal. He joined the union in the Port of New York in 1945 and sailed in the steward department. George H. Hlers, 65, is a native of Tampa, Fla., and now makes his home in Brandon, Fla. He joined the union in Tampa in 1947 and sailed in the stew­ ard department. John Bednar, 65, joined the SIU in 1947 in the Port of New. York and sailed in the deck department. A native of Chicago, he now resides in San Fran­ cisco, Cal. John Der, 65, was born in Yugo­ slavia and now resides in Akron, Ohio. He joined the SIU in 1952 in the Port of New Orleans and sailed in the engine department. Brother Der served in the U.S. Navy during World War II. James A. Johnson, 60, joined the un­ ion in the Port of New York in 1952 and sailed in the steward department. A life-long resident of North Carolina, he now resides in Lexington, N.C. Vincent Cipriano, 64, is a native of the Philippine Islands, and now resides in Baltimore, Md. He joined the SIU there in 1940 and sailed in the engine department. John Efstathlou, 62, was born in Marmara, Turkey, and now makes his home in Jamaica, N.Y. He joined the union in 1948 in the Port of New York and sailed in the deck department. Lloyd S. Johnston, 62, joined the SIU in 1938 in the Port of New Orleans and sailed in the deck department. A native' of Indiana, he now makes his home in Margate, Fla. Clyde F. Culpepper, 72, joined the SIU in 1954 in the Port of New York and sailed in the engine department. A native of Alabama, he now resides in New Orleans, La. William J. Hartlove, 65, is a life-long resident of Baltimore, Md. He joined the union three in 1947 and sailed in the steward department. David Knight, 62, is a native of Louisiana and now resides in Miami, Fla. He joined the union in the Port of New Orleans in 1941 and sailed in the steward department. Legal Aid Following is a list of attorneys to whom Seafarers with legal problems may turn in various port cities. The Seafarer need not choose the recom­ mended attorneys, and this listing is intended for information purposes only. The initial list of recommended counsel throughout the United States is as follows: New York—Schulman, Abarbanel & Schlesinger 1250 Broaway, New York, N.Y. 10001 (212) 279-9200 Boston, Mass.—Patrick H. Harrington 56 N. Main Stret, Bennett Bldg. Fall River, Mass. (617) 676-8206 Baltimore, Md.—Berenholtz, Kaplan, Heyman, Engelman 1845 Maryland National Bldg. • Baltimore, Md. 21204 (301) Lex. 9-6967 Tampa, Fla.-—Hardee, Hamilton & Douglas 101 East Kennedy Blvd. Tampa, Florida (813) 223-3991 Mobile, Ala.—Simon & Wood 1010 Van Antwerp Bldg. Mobile, Alabama (205) 4334904 Page 28 New Orleans, La.—Dodd, Hirsch, Barker Meunier 711 Carondelet Bldg. New Orleans, La. (504) Ja. 2-7265 & Houston, Texas—Combs & Archer Suite 1220, 811 Dallas St. Houston, Texas (713) 228-4455 Los Angeles, Cal.—Bodle, Fogle, Julber, Reinhardt & Rothschild 5900 Wilshire Blvd., Suite 2600 Los Angeles, Cal. (213) 937-6250 San Francisco, Cal.—Jennings, Gartland «& Tilly World Trade Center San Francisco, California .(415) Su. 1-1854 Seattle, Wash.—Vance, Davies & Roberts Rm. 425, North Towers 100 W. Hanison Plaza Seattle, Wash. 285-3610 Chicago, III.—Katz & Friedman 7 South Dearborn Street Chicago, 111. (312) An. 3-6330 Detroit, Mich.—Victor G. Hanson 15929 West Seven Mile Road Detroit, Mich. (313) Ver. 7-4742 Frcderico P. Magallanes, 67, is a na­ tive" of the Philippine Islands. He joined the union in the Port of Wilmington in 1956 and sailed in the steward depart­ ment. Brother Magallanes is a resident of San Francisco, Cal. Sam H. Manning,: 57, joined the un­ ion in 1942 in the Port of Baltimore and sailed in the deck department. A life-long resident of Florida, he now re­ sides in Melrose, Fla. Clarence J. Nail, 62, is a life-long resi­ dent of Mobile, Alabama. He joined the union there in 1938 and sailed in the steward department. Odd E. Olsen, 66, is a native of Ber­ gen, Norway. He joined the union in 1952 in the Port of New York and sailed in the deck department. He now makes his home in Brooklyn, N.Y. St. Louis, Mo.—-Gruenberg & Souders 721 Olive St. St. Louis, Missouri (314) Central 1-7440 •^ z Seafar^s �DISPATCHERS REPORT Ariantie, Gulf & inland Waters District NOVEMBER 1-30, 1972 DECK DEPARTMENT TOTAL REGISTERED Port Boston New York ..... Philadelphia ... Baltimore Norfolk Jacksonville ... Tampa Mobile New Orleans . Houston Wilmington ... San Francisco Seattle Totals TOTAL SHIPPED REGISTERED ON BEACH All Groups All Groups All Groups Class A Class B 4 2 61 104 8 7 31 11 16 11 32 15 11 7 56 11 88 16 121 57 20 17 93 62 26 41 620 308 Class A Class B Class C 3 3 0 77 56 8 4 0 7 37 9 0 14 0 7 28 8 0 4 5 0 34 16 0 47 26 6 99 38 15 8 9 0 74 48 0 26 17 1 455 249 30 Class A Class B 15 4 173 98 25 16 52 25 33 25 52 20 16 6 65 11 166 64 87 70 32 29 154 115 51 38 921 521 ENGINE DEPARTMENT TOTAL REGISTERED Port Boston New York Philadelphia ... Baltimore Norfolk Jacksonville ... Tampa Mobile New Orleans . Houston Wilmington ... San Francisco Seattle Totals TOTAL SHIPPED REGISTERED ON BEACH All Groups All Groups All Groups Class A Oass B 5 5 77 57 6 8 26 16 8 11 21 20 5 9 32 21 49 39 92 65 14 13 81 61 27 27 443 352 Class A Class B Class C 4 0 2 51 59 13 3 2 0 30 10 0 14 6 0 17 16 2 2 2 0 25 25 0 41 25 1 62 58 9 4 10 0 51 56 1 15 21 0 319 292 26 Class A Class B 6 4 83 145 15 20 58 21 20 21 27 21 8 14 49 19 131 85 94 71 19 25 113 121 35 45 734 551 STEWARD DEPARTMENT TOTAL REGISTERED Port Boston New York. Philadelphia ... Baltimore Norfolk Jacksonville ... Tampa •. Mobile New Orleans . Houston Wilmington ... San Francisco Seattle Totals TOTAL SHIPPED REGISTERED ON BEACH All Groups All Groups All Groups Class A Class B 3 2 39 67 7 2 33 10 14 10 23 23 6 0 23 11 55 31 63 64 8 22 70 55 19 10 405 265 Class A Class B Class C 3 2 1 41 50 18 4 0 1 25 11 1 8 9 0 11 12 1 0 0 2 23 19 0 36 15 3 45 32 7 0 7 2 50 55 2 13 11 2 268 218 36 Class A Class B 3 5 63 124 7 17 33 14 28 14 16 13 14 4 50 13 34 127 77 81 23 14 115 47 • 34 15 663 322 MEMBERSHIP MEETINGS' SCHEDULE SIU-AGLIWD Meetings Jan. 16—2:30 Jan. 17—2:30 Jan. 22—2:30 Jan. 18—2:30 Jan. 26—2:30 Jan. 8—2:30 Jan. 9—2:30 Jan. 10—2:30 Jan. 12—2:30 Jan. 15—2:30 United Industrial Workers New Orleans Jan. 16—7:00 Mobile Jan. 17—7:00 New York Jan. 8—7:00 Philadelphia Jan. 9—7:00 Baltimore Jan. 10—7:00 Houston Jan. 15—7:00 Great Lakes Tug and Dredge Section ^fSault Ste. Marie ..........Jan. 18—7:30 - Chicago.... Jan. 16—7:30 • Buffalo Jan. 17—7:30 Duluth Jan. 19—7:30 Cleveland Jan. 19—7:30 New Orleans Mobile Wilmington San Francisco Seattle New York Philadelphia Baltimore Detroit tHouston p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m! p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. Toledo Detroit Milwaukee Jan. 19—7:30 p.m. Jan. 15—7:30 p.m. Jan. 15—7:30 p.m. SIU Inland Boatmen's Union New Orleans Jan. 16—5:00 p.m. Mobile Jan. 17—5:00 p.m. Philadelphia Jan. 9—5:00 p.m. Baltimore (licensed and unlicensed) Jan. 10—5:00 p.m. Norfolk Jan. 11—5:00 p.m. Houston Jan. 15—5:00 p.m. Railway Marine Region Philadelphia Jan. 16—10 a.m. & 8 p.m. Baltimore Jan. 17—10 a.m. & 8 p.m. •Norfolk Jan. 18—10 a.m. &. 8 p.m. Jersey City , Jan. 15—10 a.m. «& 8 p.m. tMeeting held at Galveston wharves. tMeeting held in Labor Temple, Sault Ste. Marie, Mich. •Meeting held in Labor Temple, Newport News. r Directory of Union Haiis SIU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard " Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS 675 4th Ave., Blyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. Second Ave. 49707 (517) EL 4-3616 BALTIMORE, Md 1216 E. Baltimore St 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 SIU (716) XL 3-9259 IBU (716) TL 3-9259 CHICAGO, III 9383 Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio 1420 W. 25th St 44113 (216) MA 1-5450 DETROIT, Mich. .10225 W. Jefferson Ave. 48218 (313) VI 3-4741 DULUTH, Minn 2014 W. 3d St 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287, 415 Main St 49635 (616) EL 7-2441 HOUSTON, Tex. 5804 Canal St 77011 (713) WA 8-3207 JACKSONVILLE, Fla 2608 Pearl St 32233 (904) EL 3-0987 JERSEY CITY, N.J 99 Montgomery St 07302 (201) HE 5-9424 MOBILE, Ala 1 South Lavn-ence St 36602 (205) HE 2-1754 NEW ORLEANS, La 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3d St 23510 (703) 622-1892 PHILADELPHIA, Pa 2604 S. 4th St 19148 (215) DE 6-3818 PORT ARTHUR, Tex 534 Ninth Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. .1321 Mission St 94103 (415) 626-6793 SANTURCE, P.R 1313 Fernandez Juncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash 2505 First Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo 4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla 312 Harrison St 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St 43604 (419) 248-3691 WILMINGTON, Calif 450 Seaside Ave. Terminal Island, Calif. 90731 (213) 832-7285 YOKOHAMA, Japan Iseya Bldg., Room 810 1-2 Kaigan-Dori-Nakaku 2014971 Ext. 281 �jBnal irportiirrB h I i:| I'' 5 1^. 1J ' SIU Pensioner Frank Biandino, 66, died August 11 after a long ill­ ness at Coney Island Hospital in Brooklyn. He joined the union in 1958 in the Fort of New York and sailed in the steward department. Brother Biandino was a life-long resi­ dent of Brooklyn, N.Y. He was buried at Pinelawn Cemetery on Long Island, N.Y. Among his survivors are his brother, John, and his sister, Sarah. SIU Pensioner Fred Frederiksen, 75, passed away on October 20 of heart disease. A native of Denmark, he was a resident of New Orleans at the time of his death. He joined the union there in 1947 and sailed in the deck department. Brother Frederiksen was buried at St. Bernard Memorial Gardens in Chalmette, La. Among his survivors is his daughter, Nancy. SIU Pensioner MorrLs Schapiro, 84, passed away on November 10 after a^ long illness. A native of Lithuaniai he was a resident of New York City at the time of his death. He joineq the SIU in 1938 in the Port of New Orleans and sailed in the steward de' partment. Seafarer Schapiro was buried at the United Hebrew Ceme­ tery in Staten Island, N.Y. Among his survivors is his sister, Sylvia. Robert W. Buckingham, 51, passed away October 17 after a long illness. Born in Grand Rapids. Mich., he re­ sided in Manistee, Mich, at the time of his death. He joined the SIU in 1967 in the Port of Detroit and sailed on the Great Lakes. Brother Buckingham was an Army veteran of World War II. He was buried at Mt. Carmel Cemetery in Manistee. Among his survivors is his wife, Hilda Mae. James W. Harrelson, 56, passed away September 14 after a long ill­ ness. Born in Marion, S.C., he was a resident of Pasadena, Md. at the time of his death. He joined the union in 1938 in the Port of Boston and sailed in the engine department. Seafarer Harrelson was buried at Cedar Hill Cemetery in Glen Burnie, Md. Among his survivors is his wife, Dorothy. SIU Pensioner Viggo W. Sorensen, 53, died in an accident October 8. A native of Texas, he was a resident of San Francisco at the time of his death. Seafarer Sorensen served in the Navy during World War 11. He joined the union in 1945 in the Port of Balti­ more and sailed in the engine depart­ ment. He was buried at Calvary Cem­ etery in San Francisco. Among his survivors is his brother, Pete. Robert E. Carroll Jr., 56, passed away October 17 after a short illness. He joined the union in 1963 in the Port of Baltimore and sailed in the engine department. A native of Georgia, he was a resident of New Orleans at the lime of his death. He had been sailing for over 30 years. Brother Carroll was buried at Westover Memorial Park in Richmond County, Ga. Among his survivors is his sister, Elizabeth. James G. Keavney, 47. passed away on September 5 of illness in the Church Home and Hospital in Balti­ more, Md. He was a life-long resident of that city. He joined the SIU in 1955 in the Port of New York and sailed in the engine department. Brother Keavney served in the Marine Corps during World War II. He was buried at Parkwood Cemetery in Baltimore. SIU Pensioner Frederick J. V. Stansbeld, 68, died in an accident March 23. Born in Malta, he was a resident of Miami, Fla. at the time of his death. He joined the SIU in the Port of Buffalo in 1954 and sailed on the Great Lakes in the steward de­ partment. Brother Stansfield was buried at Dade Memorial Park in Miami. Among his survivors is his sister, Alice. SIU Pensioner Duncan Mackay, 69, passed away August 28 after a long illness. A native of Scotland, he resided in Wyandotte, Mich, at the time of his death. Brother Mackay had sailed for over 35 years on the Great Lakes. He was buried at Toledo Memorial Park in Sylvania, Ohio. Among his survivors is his wife, Goldie. SIU Pensioner George N. WhJle, 65, died August 20 of heart disease. He was born in Jersey City, N.J. and resided in Waldiwck, N.J. at the time of his death. He joined the union in the Port of New York in 1963. Brother White sailed in the deck de­ partment of the Railway Marine Re­ gion. He was buried at North Hardyston Cemetery in Hardyston Town­ ship, N.J. Among his survivors is his wife, Gertrude. SIU Pensioner Maurice C. McCafty, 72, passed away May 2 after a short illness. He was a native of the British West Indies and resided in Boston, Mass. at the time of his death. He joined the union in that city in 1938 and sailed in the steward department. Among his survivors is his wife, Miriam. Merle E. Williams, 56, passed away September 7 while serving aboard the S/ee/ Designer. A native of Casper, Wyoming, he was a resident of La Cre.scenta, Cal. at the time of his death. He joined the SIU in 1966 in the Port of Wilmington and sailed in the deck department. Brother Wil­ liams was buried at sea. Among his survivors is his wife, Norrene. Darrell L. Niffenegger, 42, passed away July 15. A native of Watertown, S. Dakota, he was a resident of San Dimas, Cal. at the time of his death. He joined the union in 1967 in the Port of Wilmington and sailed in the deck department. Brother Niffen­ egger served in the Navy during the Korean War. Among his survivors is his wife, Marlene. John E. Mere, 60, passed away August 30 after a long illness. He joined the union in 1961 in the Port of Ashtabula, Ohio. Brother Mero was a resident of that city at the time of his death. He had been sailing on the Great Lakes for over 20 years. He was buried at St. Joseph's Cemetery in Ashtabula. Among his survivors are his wife, Beatrice and his daugh­ ter, Arlene. Joseph H. Roberts, 61, passed away on October 16 after a short ill­ ness. A native of Arizona, he resided in Mobile, Ala. at the time of his death. Brother Roberts joined the un­ ion in 1952 in the Port of San Fran­ cisco and sailed in the engine depart­ ment. He was buried at Pinecrest Cemetery in Mobile. Among his survivors is his wife, Adelaide. Stephen R. Mehringer, 44, acci­ dentally lost his life on August 6 while serving aboard the SS Manhat­ tan in waters off the coast of Bangla­ desh. Born in China, he was a resi­ dent of Houston, Texas at the time of his death. Brother Mehringer joined the union in 1951 in the Port of • JPhiladelphia and sailed in the deck department. Seafarer Mehringer was \ buried at sea on August 13. Among his survivors is his wife, Ruth. Lester J. Carver, 60. died of heart failure September 15. Born in New Orleans, he resided in Covington, La. at the time of his death. He joined the union in the Port of New York in 1952 and sailed in the engine de­ partment. Seafarer Carter served in the Marines from 1934 to 1940. He is survived by his wife, Eltie and his daughters, Barbara and Leona. I Clarence W. Cobb, 58, passed away October 4 of heart disease. A native of Tennessee, he was a resident of New Orleans at the time of his death. He joined the union there in 1941 and sailed in the steward department. Brother Cobb was buried at Masonic Cemetery in New Orleans. Among his survivors is bis wife, Jeanne. SIU Pensioner Michael Filosa, 70, died of illness on September 13 at Coney Island Hospital in Brooklyn, N.Y. He was a life-long resident of Brooklyn. He joined the union in the Port of New York in 1947 and sailed in the deck department. Seafarer Filosa was buried at St. John's Cem­ etery in Queens, N.Y. Among his survivors is his wife, Philomena. Terrance L. Fox, 26, accidentally lost his life September 28. He was a native of Kearney, Nebraska and re­ sided in San Francisco at the time of his death. A graduate of the Harry Lundeberg School of Seamanship, Brother Fox joined the union in the Port of New York in 1966 and sailed in the deck department. He was buried at the Noonan Mortuary in Denver, Colorado. Among his sur­ vivors are his sister, Sheryl Ann and his brother. Stuart. �What They're Saying SlU Ship's Committee John Hoppe Several of my brother Seafarers have talked to me extrolling the many virtues of the H.L.S.S. Being aware of the necessity of upgrading to insure my future employment in the new ships coming down the ways, I enrolled in the H.L.S.S. upgrading program, I might add re­ luctantly. From the moment I came aboard my attitude changed and changed rapidly. Comfortable does not completely describe my room. It is a large modem furnished and exceptionally clean room—this was my first pleasant surprise. More years have passed than I care to recall since I last attended school. My fears were quickly dis­ pelled in minutes in my first class. All my instructors showed excep­ tional patience and knowledge, and went out of their way to impart this knowledge to the students. I wish to thank each one of them for this. I also learned what constitutes a good union brother. The hardships, decisions, and yes, the beating these early organizers withstood, so that I, and many other like myself could make a decent living in these sur­ roundings. They have fought for and won many benefits which we enjoy eveiy day. This school, which I am attending, is the finest Marine School in the nation, this is just one of the benefits. These men are note nesting on their lands. They are fighting every­ day in Congress around the bargain­ ing tables to insure what has been gained will not be taken away and to improve the future of their brother seaman. My insurance policy is called SPAD. STEEL DESIGNER (Isthmian)—From top to bottom the Steel Designer's com­ mittee includes: A. Maidonado, secretary-reporter; J. Diosco, educational di­ rector; F. Sodden, deck delegate; J. Bowman, ship's chairman; G. Jackson, steward delegate, and W. Brack, engine delegate. Questions Answered About Social Security By A. A. Bernstein Q. Because I'm retired, my 40-year^Id daughter, who has been severely lentally retarded since birth, gets lonthly social security checks on my [ecord. She has just been given a job |n the institution for the mentally rearded where she stays. The job pays pO cents an hour and she only works couple of hours each day. Do I need notify social security about her vork? A. Yes. You should call, write, or visit your social security office im­ mediately and notify them about your fdaughter's job. On the basis of the [information you gave, it does not ap[pear that your daughter's social security [payments will be affected by her job, [but the Social Security Administration [miist look into the situation carefully [before a decision can be made. Q. I am 25 years old. Because of [a severe heart condition that began Ifhen I was 12, I have been getting lonthly social security payments on ly retired father's work record. A ifouple of months ago, I got married knd, even though my heart condition ftas not changed, my monthly checks [topped. Can you tell me why my leeks were stopped? A. Your payments were stopped because of your marriage. Adults dis­ abled in^ childhood can continue to ^^g'et checks as long as they are depend[l ept upon their parents. Because you I- married, however, you are no longer If cbnsidered dependent upon your ||^,,December 1972 parents, and, therefore you are not eligible to get monthly checks on your father's work record. Q. I recently hear something about monthly social security payments for adults who have been severely dis­ abled since childbirth. I'm 25 but I was severely hurt in a car accident when I was 16 and I'm not able to work. Since my father is going to retire this year and get social security pay­ ments, will I be eligible for payments, too? A. You may be. Severely disabled adults who were disabled biefore 18 are eligible for monthly social security payments if a parent insured under social security retires, dies, or becomes severely disabled. Your father should ask about social security payments for you when he applies for his retirement benefits. Q. I'm 19 and get monthly social security payments as a student. I have been forced to drop the number of courses I'm taking to 11 credit hours. My college considers 12 hours as the minimum for a full-time student. Will this cause my monthly checks to be reduced? A. Your monthly payments will stop. Students can get social security payments only if they are in full-time attendance. Q. I'm a 20-year-old college stu­ dent getting monthly social security payments. I was recently suspended from school for 3 months, but I plan to return to classes again at the end of my suspension. Will my monthly checks continue during my suspension period? A. No, your payments will stop for the 3-month period of your suspension. Payments can not be made to a stu­ dent for the period in which he is suspended during a school year. Your payments will start again when you return to fulltime attendance if you file a new claim and reestablish your entitlement to benefits. Q. My husband, who's 66 and en­ rolled in Medicare, can't get monthly social security checks because he's still working full time and earning too much. I'm 62 and not working. Can I get a wife's payment on his record even thouh he isn't getting pay­ ments? A. No. Since your husband is still working and is not getting monthly checks you cannot get monthly pay­ ments as a wife. However, you may be eligible for payments on your own social security record if you have had enough work over the years in jobs covered under social security. Q. I'm planning to retire in Janu­ ary 1973. I heard that it takes about 6 to 9 monts for social security to get my latest wages on their records. How can I be sure my most recent wages will be included in figuring my monthly payments? A. When you apply for retirement payments, you should take a copy of your 1972 Statement of Earnings (form W-2) to the social security office. On the basis of the form W-2, all of your creditable earnings for 1972 will be recorded to your record. Q. I'm retired and getting monthly social security payments. My 30-yearold, mentally retarded son, who never worked, was also getting monthly checks on my work record until his death last month. Can I get a lump­ sum payment from social security to help with his funeral expenses? A. No A lump sum payment is made only when the deceased person himself had enough work under social security to be insured on his own. Your son was getting monthly pay­ ments based on your work record under social security. Q. My husband and I both get monthly social security retirement checks and have Medicare coverage. Last week, a woman who said she was from social security stopped in to see us and tried to talk us into taking out an additional health insurance policy. Does social security sell health insur­ ance to supplement Medicare? A. No. The Social Security Admin­ istration does not sell health insurance to supplement Medicare. The woman who visited you and your husband sounds like an imposter. Social secur­ ity representatives have identification cards, showing their pictures and other identifying information. Always ask them for identification, and, if you are not satisfied, call any social secur­ ity office. Page 31 �SEAFARERS^LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO- Bosun's Committee to Be Elected The special rank-and-file Bosuns Credentials Committee, recently elected by the membership to pass on the qualifications of those bosuns nom­ inated to serve on the SIU's Bosun Recertification Program Committee, reported to the general mem­ bership meeting in the Port of New York on Decem­ ber 4th that a total of 60 bosuns were found eligible to serve on the Comimttee among a total of seventyeight nominated. The union has prepared a special ballot contain­ ing the names of these 60 bosuns and the election of the seven man Bosun's Recertification Program Committee-will be held between the hours of 9 a.m. and 5 p.m. on Wednesday, December 20th in all SIU ports. Special provisions have also been made for a mail ballot which has been sent to all SIU bosuns aboard ships at sea, and to the home addresses of all SIU bosuns. In addition, ballots are now available in all SIU ports for the use of voting bosuns. All of the bosuns nominated to serve on the Re- certification Program Committee have met the same eligibility requirements, and the seven men elected" to the committee will each have "A" seniority. On December 27, 1972 an election tallying com­ mittee consisting of six active bosuns in good stand­ ing will be elected at the headquarters membership meeting. This tallying committee will make its re­ port no later than Wednesday January 3, 1973. Following the tallying committee's report the seven bosuns who have been elected to the Recerti­ fication Committee will then be notified to report to SIU headquarters by January 8, 1973 to begin their work. fied Seafarers for jobs aboard ships under contract to the union. The ship construction program provided by the , Merchant Marine Act of 1970 is producing ship*that utilize all of the latest innovations developesl, by modern technology. Many of the 300 new vessels scheduled to be built over the next ten years will bj manned by SIU members. ' The recommendation for the Bosun Recertifica^'^ | tion program is based on the fact that aboard SUL' manned vessels, the bosun is not only the most im-^ portant unlicensed seaman, he is also the ship'.-| chairman, which makes him the SIU's representaj tive at sea. In addition a good bosun must havi knowledge of every skill required in the deck deg partment. Working closely with union officials and the in­ structional staff at the SIU's Harry Lundeberg School, the seven man committee will lay the ground rules for the new program—including setting the eligibility for participation in the program and formulating the training program's curriculum. This is why the SIU's seniority upgrading pro gram has made provision for a program that will produce highly qualified and fully certified bosunslj In the past, the seniority upgrading programs conducted by the SIU have been responsible for producing the necessary numbers of highly quali- The SIU strongly urges every bosun to vote irij this election and to participate in the training pro-Tj gram by filing an application. OFFICIAL BALLOT s.Vg SEAFARERS INTERNATIONAL UNION OF NORTH AMERICAATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT BOSUN RECERTIFICATION PROGRAM VOTING IN ALL PORTS BETWEEN THE HOURS OF 9 A.M. AND 5 P.M. WEDNESDAY, DECEMBER 20, 1972 m (Provision has been made for a Mail Ballot) M'r.-. 'X-: Complete and final details regarding the conduct October 1972 edition of the SEAFARERS LOG. of this election and Program were published in the On December 1, 1972 a Committee was elected in Headquarters — Port of New York to pass on the nominations received. The following is a list of the nominees who were found to be qualified. INSTRUCTIONS TO VOTERS - In order to vote for a candidate, mark a cross (X) in voting square to the left of name. Vote for seven (7) only. o K . '''K '' mm t V - ^ % 1 • 2 • 3 • 4 • 5 • 6 • 7 • 8 • 9 • 10 • 11 • 12 • 13 • 14 • 15 • 16 • 17 • 18 • 19 • 20 • 21 • 22 • 23 • 24 • 25 • 26 • 27 • 28 • 29 • 30 • Chester L. Anderson, A-465 George H. Atcherson, A-551 Nicholas Bechlivanis, B-39 David Berger, B-22 Jan Beye, B-93 Mack D. Brendle, B-869 George Burke, B-168 William Burke, B-586 Joseph .Busalacki, B-639 Daniel Butts, B-628 Hurmon Burnell Butts, B-385. Richard A. Christenberry, C-lOSr Charles D'Amico, D-67€ Robert Dillon, D-88 James B. Dixon, D-16 Fred Dorney, D^e®! Thomas D. Fostn^il Carl Francun, F-19^ William Funk, F-289 Vincent Grima, G-825 Walter Gustavson, G-36 Burt T. Hanback, H-766 Lee J. Harvey, H-400 Thomas Heggarty, H-78 Orlando Hernandez, H-838 Donald Hicks, H-694 Charles Hill, H-573 Stephen Homka, H-169 Chester lannoli, 1-7 Sven E. Jansson, J-70 Johnson, J-44 nson, J-168 feph, J-316 Cennedy, K-228 mt 8. Kuhl, K-273 Larsen, L-121 Walter Le Clair, L-636 Jacob Levin, L-462 Constantinos Magoulas, M-1355 Melville McKinney, Jr., M-428 Stephen Mosakowski, M-543 Ervin Moyd, M-150 William Morris, M-722 William M. O'Connor, 0-126 Anthony Pa lino, P-90 Leo Paradise, P-270 Uuno Paulson, P-35 Ewing Rihn, R-99 Anthony Sakellis, S-1054 Anthony Ski 11man, S-^ Jim L. Spencer, S-474 John B. Swiderski, S-258 Thomas Trainor, T-230 Juan Vega, V-46 John Walken, W-529 Malcolm B. Woods, W-49 John Worley, W-254 Luke Wymbs, Vy-560 Thomas Yablonsky, Y-61 Roberto Zaragoza, Z-8 • 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 • • • • • • • • • • • • • • • • • • • • • m < O — "'Hi ,^^if THE COMMITTEE SHALL CONSIST OF SEVEN (7) BOSUNS WITH CLASS "A" SENIORITY, CERTN FIED AND IN GOOD STANDING, THEREFORE YOU MAY VOTE FOR SEVEN (7) NOMINEES ONLY. Page 32 Seafarers Log- ........ tp • ' » � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource December 1972 Description An account of the resource Headlines: SIU SHIPS BEGIN WHEAT CARRIAGE $1 MILLION FUND HONORS DR. WEISBERGER SEIDMAN SUCCEEDS FAUPL ON ILO GOVERNING BODY GARMENT WORKERS WANT IMPORT CONTROLS SIU MEN BOARD FIRST NAVY TANKER THIS IS THE HARRY LUNDEBERG SCHOOL DR. ATKINSON DOUBTS 'RUNAWAY' TANKER SAFETY A VERY GOOD YEAR NIXON NAMES BRENNAN NEW LABOR SECRETARY BOOK CAPTURES MANY SIDES OF MEANY REVIEW OF 1972 MARITIME EVENTS CHANGES IN SIU SHIPPING RULES NATIONAL DEFENDER SAILS TO RUSSIA THANKSGIVING WITH SIU MEMBERS KNOW HOW TO PURCHASE BEST TOYS QUESTIONS ANSWERED ABOUT SOCIAL SECURITY BOSUN'S COMMITTEE TO BE ELECTED Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 11/1/1972 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXIV, No. 12 1972 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/44244e5ae8a58992f995685912303c15.PDF b0da838f4155263f4b1e4ec560efb440 PDF Text Text Annual Repotf of Great Lakes Tug and Dredge Pension Plan / (See Page 20) onidal orsan ot the SEAFARERS INTERNATIONAL UNION Atlantic, Cult, Lake* and Inland Rhten Diatrict AFL-CIO Security In JJnity SEAFARERS LOG Vol. XXXiV No. 11 November 1972 SID members at a classroom session on SL-7's at Upgrading Center. : SlU Representatives George McCartney (right) and John Dwyer (second from right) join in applauding defeat of a measure to transfer control of the Staten Island PHS Hospital. les Oliver �'I '1 Applications, Nominations Still Being Accepted For Bosun Recertification Course/ Committee^ Applications for participation in the SIU's Bosun Recertification Training Program are now being accepted—along with nominations of tosuns to serve on a seven-man rank-and-file committee to pass on the rules for this new program. At the August 1972 monthly membership meet­ ings in all ports, Seafarers voted unanimously to adopt a recommendation calling for the institution of a Bosun Recertification Training Program. This action was reaffirmed at the September 1972 port meetings. Members Establish Committee As a first step towards setting up the new pro­ gram, the membership also provided for election of a committee of qualified bosuns to pass on the eligibility of applicants for the program. This com­ mittee shall be composed of seven bosuns. The SIU Executive Board designated November 1 through November 30 as the period of nomination for service on the committee. During this period, appli­ cations for participation in the program itself are also being accepted and will continue to be accepted until further notice. Every SIU bosun with full "A" seniority who also has one or more years of Coast Guard discharges in the rating of bosun, will be eligible for service on the committee or participation in the training program. Every bosun wdio meets these requirements may nominate himself or be nominated to serve on the Recertification Committee. Selecting the Committee On December 1, 1972, the day after the close of nominations, a special meeting will be held at headquarters to elect a six man committee to pass on the credentials of nominees. On December 4, during the general membership meeting at SIU headquarters, the Credentials Com­ mittee will report the names of those nominees eligible for service on the Recertification Committee. The election of bosuns to the Recertification Committee will be held in all ports on Wednesday, December 20, 1972. In order that all those eligible may have an opportunity to either be nominated or nominate themselves to the Bosun Recertification Program Committee, the union has made provision for a mail ballot. Any bosun unable to cast his ballot in a SIU port on that date should submit a request for a mail ballot to headquarters no later than Tuesday, December 5, 1972. On December 27, 1972, an election tallying com­ mittee consisting of six active bosuns in good standing will be selected at the headquarters mem­ bership meeting. This tallying committee will make its report na later than Wednesday, January 3, 1973. Following the tallying committee's report the seven bosuns who have been elected to the Recerti­ fication Committee will than be notified to report to SIU headquarters by January 8, 1973, to begin their study and review of all applications for partici­ pation in the program. In the past, the seniority upgrading programs conducted by the SIU have been responsible for producing the necessary numbers of highly qualified Seafarers for jobs aboard ships under contract to the union. New Technolo^ Coming The Merchant Marine Act of 1970 provides for a construction program of 300 ships at the rate of 30 ships per year for 10 years. The new vessels will utilize all of the latest innovations, including on board automation. Many of the vessels will also feature unique methods of propulsion and cargo handling. The recommendation for the Bosun Recertifica­ tion program is based on the fact that aboard SIU manned vessels, the bosun is not only the most important unlicensed seaman, he is also the ship's chairman, which makes him the SIU's representative at sea. In addition a good bosun must have knowl­ edge of every skill required in the deck department. This is why the SIU's seniority upgrading pro­ gram has made provision for a program that will produce highly qualified and fully certified bosuns. Two SIU-Contracted Vessels Expect Soviet-Bound Cargo Two SlU-contracted vessels were the first to be awarded conditional subsidy contracts for participation in the carriage of grain to the Soviet Union. The Maritime . Administration an­ nounced that the vessels are the tank­ ers National Defender and Western Hunter. I The actual amount of subsidy for these two ships will depend on the charter rate to be negotiated with the Soviet Union. It is expected that the two SIU tankers would be formally booked with cargo within the next several days, making them the first American ves­ sels to participate in the movement of grain under terms of the SovietAmerican shipping agreement signed recently. The Maritime Administration has subsidy applications for grain carriage from approximately 35 American-flag vessels, among them other SlU-contracted ships. the PRESIDENT'S REPORT: - II •I Time to Implement Cargo Preference Laws Paul Hall There is a growing trend among the maritime nations of the world to reserve for their own fleets the cargo needed to keep them strong. Nearly all of the world's mer­ chant fleets are protected by the "cargo preference" laws and regulations and pol­ icies. And those cargo preference decrees are strictly enforced. That is a primary reason that the fleets of other maritime nations transport between 30 percent and half of all of their own oceanborne commerce. The Congress of the United States has adopted legislation that reserves for the American-flag fleet a portion of our gov­ ernment cargoes. Even if fuUy enforced, those laws would fall far short of providing for the American-flag fleet a decent share of our home-nation cargoes. But the laws are not being enforced. Bureaucrats, particularly in the Departments of State and Agriculture, do everything in their power to evade our minimal cargo preference legislation. The SIU, along with many other maritime unions, has long held that cargo preference laws are a must if the American Merchant Marine is to survive. For 20 years now, we have been arguing that the nation^s economy and national security are directly dependent on a strong merchant fleet. And for that fleet to be strong requires that the United States implement the cargo preference prac­ tices that are now in general use in world trade. Argentina, for example, demands that all imports and exports of government agencies —as well as all products manufactured with the help of government financing—^be car­ ried by ships of the Argentine fleet. The same is true of Brazil. And Brazil, in addition, not too long ago gave its ship­ ping industry a monopoly on the transporta­ tion of all petroleum and petroleum prod­ ucts. France, too, gives preference to its own fleet in the carriage of oil. The French in­ sist that two-thirds of all oil imports be brought to their shores by tankers flying the French flag. Spain reserves for her ships many im­ ports, including petroleum and tobacco. And Israel has decreed that only Israeli vessels may be used to import meat. The Republic of Korea uses cargo pref­ erence to aid its fleet of more than 100 ves­ sels with a deadweight tonnage in excess of 1.2 million. Special rates and waivers guar­ antee that Korean ships get first choice in the carriage of both government and non­ government cargoes. While the rest of the world is building modern fleets that are guaranteed a profit­ able future through cargo preference laws, the U.S. maritime industry is forced to fight its own government agencies for even the minimum amount of cargo that Congress has said must be reserved for the American fleet. We will keep up our battle to receive our legitimate share of government cargoes. Be­ yond that, we will be working to extend the scope of America's cargo preference laws when Congress convenes in January. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, New York 11232. Published monthly. Second Class postage paid at Washington, D.C.. CanfarArs i a« 1 �SlU Continues Battle to Save PHS Hospitals Concenfrafed Efforts Rescue Sfafen Island Facility from Private Controls I: ir. The SIU, in cooperation with other maritime unions and various civic groups, has successfully defeated a proposal that would have allowed the Health Insurance Plan of Greater New York (HIP) to acquire and operate the U.S. Public Health Service Hos­ pital on Staten Island, N.Y. (See Editorial, Page 10.) Ever since the U.S. Department of Health, Education and Welfare an­ nounced its intention to phase out the remaining USPHS facilities across the country, a number of proposals have been made to transfer the eight re­ maining hospitals to community con­ trol or to private medical service providers. The SIU has consistently main­ tained the position that the hospitals should remain a function of the fed­ eral government, an obligation the government has had since the found­ ing of the hospitals in 1799. SIU Pushes Fight In addition, the union has pointed out at numerous hearings across the country and before Congress that the cost of operating the hospitals private­ ly would far exceed the present costs because the various private medical service providers must operate at a profit—and have that profit as their major objective. Of further concern to thd SIU is the likelihood that seamen and others presently served by the USPHS system would not receive the same high quality of medical care under community or private operation that they now receive from the USPHS doctors and staff who have a unique knowledge of the merchant seaman's particular medical needs and the hazards created by his livelihood. SIU Representatives John Dwyer and George McCarthy vigorously reaffirmed the SIU's position during a meeting on the HIP proposal held in the auditorium of Prall Intermediate School on Staten Island in October. Both men hit the deck to present the reasons Seafarers have for opposing conversion of not only the Staten Island Hospital, but all of the other USPHS facilities. Financial Woes McCartney told those present that shortly before the meeting, the Health Insurance Plan had informed the New York City Central Labor Council that it was having serious financial difficulties. This, McCartney pointed out, only served to highten the SIU's fears that a transfer of the Staten Island Hospital to HIP would lead to higher medical care costs and further widen the gap between present operating costs and the future cost of medical care at the hospital, should the hospital be transfered to HIP. Rep. John M. Murphy (D-N.Y.) was also present at the meeting and said that the federal government would announce later this month or in December that it would not only SIU Representatives George McCartney (left) and John Dwyer voiced the op­ position of Seafarers to the proposal that the operations of the U.S. Public/" Health Service hospital on Staten Island be transferred to the control of the Health Insurance Plan of Greater New York. retain control over the Staten Island hospital, but further expand its operations to better sreve the needs of its patients. Murphy said that Dr. "Vernon Wilson, administrator of the federal Health Services and Mental Health Administration had assured him of this. PHS hospitals, in addition to the one on Staten Island are located in Boston, Norfolk, New Orleans, Gal­ veston, Mobile, San Francisco and Seattle. In addition, the PHS operates clinics, open to Seafarers, in 32 other port cities across the nation. They represent the continuation of a tradition of nationally-financed med­ ical care for merchant seamen that dates back to 1798 when the first U.S. Marine Hospital opened in Boston. Rep. John Murphy (D-N.Y.) assures meeting that the Staten Island facil­ ity will remain under the auspices of the U.S. Public Health Service. Seafarer's Heroism Averts Disastrous Fire Aboard Steel Designer on Far East Run Seafarer James Oliver .. . Prevents Tragedy November 1972 .«=sa» A young Seafarer's heroic action aboard the Steel Designer, helped save his ship from the disaster of a po­ tentially explosive fire at sea when he volunteered to climb aloft against heavy smoke and acid fumes to close the ship's vents and smother the blaze. Seafarer James Oliver, a recent graduate of the SIU's Harry Lundeberg School sailing as a wiper aboard the Steel Designer, a 12,600-ton freightship, headed towards the Pan­ ama Canal on a voyage to the Far East on July 7th. At approximately 10' a.m., the ship's fire alarm sounded. By coinci­ dence, all hands had just secured from a routine fire drill called by the ship's master. Captain Dennis, and at first it seemed as if the alarm was an error. As all hands quickly returned to their fire stations, the word passed below that this second general alarm was for the real thing—a smokey fire in number one hatch. Bosun Recalls Brother John Bowman, busun aboard the Steel Designer, recalls: "This time around there was ten­ sion in the air—we knew this was for real—but there was no panic—only teamwork.' It soon became apparent that the hot spot was centered in the shelter "deck area. A check of the ship's cargo plan showed that the cargo on fire was shipment of spdiuiri hydroclorite. "This presented crewniembers with a critical situation because sodium hy­ droclorite forms sulphur dioxide when burned and has a highly explosive nature. The task faced by all hands was really twofold—keep the fire from spreading, while at the same time pre­ vent an explosion. Captain Dennis' first order was to secure the ship's vents and hose down the top of the hatch and the deck. In addition, all of the inflammable cargo carried on deck was immediately moved aft of number two hatch, and the lockers were emptied of all com­ bustibles. Ready to Abandon As a further precaution, the Steel Designer's lifeboats were swung out and the sea painters let out so that an "abandon ship" could be accomplished in short order. The blaze had to be smothered quickly, for the danger to the ship and her crew increased with each passing moment. One hundred and three bottles of CO 2 were available, but they would have to be carefully util­ ized and sent in at the proper intervals to control the hot spot while still stretching the supply. After the first bottles were sent in, the tenseness of the situation was com­ pounded by the fact that it was not known if the CO 2 was having any effect on the fire—and the possibility remained that an explosion could oc­ cur at any moment. "It felt like sitting on a powder keg," said Bowman. In order to secure the ship's vents -the most important move in fire control—a hazardous climb up the king posts through heavy smoke and breath-denying fumes had to be made by a crewmember. It was at this point that Seafarer Oliver, a member of the engine de­ partment, stepped forward and with­ out hesitation volunteered to take on the dangerous job of going aloft. Has Success High above the ship's waterline, hardly visible through the smoke. Brother Oliver worked quickly to secure the vents, one after another, and reduced the fire's air supply. After spending several anxious min­ utes aloft. Seafarer Oliver completed the task and returned to the deck be­ low to help his shipmates in other fire control maneuvers. Throughout the fire fighting efforts of the next two days, the ship main­ tained her course toward the Panama Canal. At the entrance to the Canal, she was met by fire boats and another 200 bottles of CO 2 were sent into the hatch. After an examination of the situa­ tion by Canal Zone fire officials, the Steel Designer was permitted to dock at a remote berth where she remained on fire alert for the next four days. Finally, as a tired but relieved SIU crew stood by, the hatch was opened and it was found that the fire was out. The area was then vented for another 24 hours before longshoremen wearing gas masks climbed below to remove the charred cargo. "It is the most harrowing experience I've had during my 27 years of sail­ ing, but I must say that our coolheaded SIU crew, working together as a team, saved the day," emphasized Bosun Bowman. Page 3 �Education of Union Members Urged by AFL-CIO's Davis Walter G. Davis, director of the AFL-CIO Department of Education, told a luncheon audience that union education programs are aimed at help­ ing make a social force of "American workers armed with the facts." He spoke at a limcheon sponsored by the 8 million member AFL-CIO Maritime Trades Department in E. L. Bartlett Memorial Auditorium in Washington, D.C. At present, said Davis, the problems the union education programs encoun­ ter include, the tiredness of the worker at the end of the workday, lack of self-confidence in those eligible for programs and the inattention of imiversity administrators. At All Levels He said, "we concern ourselves with education issues at all levels," experience has shown that the learn­ ing process never ends and thus in order to serve their members, unions must continue to be channels of edu­ cation for workers and their families. He proposed that a national task force of union leaders and universities be established "which will work under the direction of the AFL-CIO to de­ velop several models of a labor educa­ tion system to which unions and uni­ versities may address themselves, thus ending the present fragmented sys­ tem which makes no contribution to­ ward strengthening our movement or our individual affiliates." Davis said, "it is time to get ori with the task of training union officers and staffs, who have a wealth of experi­ ence and expertise in trade union affairs, to teach those now entering the ranks of labor." As a step in that direction, he said, the AFL-CIO is establishing a short course in teacher training, in coopera- ^^4 (^1 .r • y, " .i'j •.I ^j AFL-CIO Education Director Walter G. Davis, second from left, discusses union education concepts with trainees from the Harry Lundeberg School. Trainees, left to right, are Dan Cummings, Jim Acord and James Carroll. tion with Columbia University, "to help improve our communicative skills through sounder methods and tech­ niques of preparation and delivery of material in education conferences, in­ stitutes and summer school programs." Education Is Strength "The trade union movement will remain strong so long as its commit­ ment to education remains strong. We will ride through the turbulent times ahead," Davis said, "to effectively represent the best interests of Ameri­ ca's workers because we will be equipped to apply reason and intelli­ gence to ouir problem solving," through the methods to be taught in labor education programs. "In the final analysis," he conclud­ ed, "there is no alternative to the labor movement. Let us never forget that." : ^ •'( 4 Standard Oil Goofs, Union Worker Gets Option on 'Tony the Tiger' James Warren Brooks Your father, J. W. Brooks, asks that you contact him immediately. BUI Wilson RUey Carey Please contact Jerry at 212-EL-1-6867 as soon as possible. John McLoughlin Your old shipmate, Mark Sweet, asks that you contact him at 119 Robert Drive, South Windsor, Conn. 06074 Thomas £. Howell Please contact Mary Christine Burke at 29-07 22 Ave., Oakland, Cal. or call 415-536-8468 James M. Green Anyone knowing the whereabouts of James M. Green, please have him con­ tact his wife immediately at 1711 N. Broad Ave., New Orleans, La. 70119 Walter Ammann Please contact G. J. Janis of the Admanthos Shipping Agency Inc. at One World Trade Center, New York, N.Y. 10048. Vincent R. Merrill It is urgent that you contact your wife at 1020 Thompson Avenue, Roselle, New Jersey. Luis A. Freyre Please write to your mother, Mrs. Alicia C. Rivera, as soon as possible at 180 South St., New oYrk, N.Y. George Peteusky Contact your wife, Frances, imme­ diately, at 8020 Ave. B, Houston, Texas 77012, or your sister, Mary Ludwig in New York. Chuck Wagner Please contact Mr. John Sclease as soon as possible, at 4395 W. Jackson Street, Pensacola, Florida 32506 Otis J. Parker Anyone knowing the whereabouts of Otis J. Parker, please have him contact his son Donald at Rt. 4, Box 289E, Waynesboro, Mississippi 39367 Floyd Leo Montgomery Anyone knowing the whereabouts of Floyd Montgomery, please have him contact his sister, Mrs. C. V. Hietala at 1255 W. Calvary, Duluth, Minn. 55803 Joseph Spak Your brother, William, requests that you contact him as soon as possible, at 4208 Biddulph, Cleveland, Ohio 44109 or call 216-661-0257 Former Secretary of British Merchant Marine Makes Visit to MTD Luncheon CapL D. S. Tennent Page 4 A 'U'- - Captain Douglas T. Tennent, for­ mer general secretary of the Merchant Navy and Airline Officers' Association of Great Britain, recently was a spe­ cial guest at an AFL-CIO Maritime Trades Department luncheon in Wjishington, D.C. Captain Tennent was the union's secretary from 1943 to 1971. During his career. Captain Tennent was chair­ man of the Seafarers Section of the International Transport Workers Fed­ eration, and vice chairman of that group's Civil Aviation Section. He also chaired the Seafarers Group of the International Labor Organiza­ tion and led the group at the 1970 Maritime Conference in Geneva. Captain Tennent, a commander in the Order of the British Empire, visited Washington on a personal tour of the United States. • Union oil workers in France en­ joyed their biggest chuckle of the year when the multi-billion dollar Standard Oil Company of New Jersey found itself completely outwitted by an unknown chemical worker, and all because it boasted too much. Standard Oil spent hundreds of thou­ sands of dollars publicizing in 21 European countries its plan to change its worldwide trademark from Esso to Exxon. But while it was busy grinding out press releases, Standard Oil forgot to register its new name in the 21 countries, and that's where a bright chemical company employee, Robert Aries, stepped in. Aries registered the Exxon trademark in his own name and now, for all legal purposes, he owns it. And Standard Oil can't use the name unless Aries gives his consent or sells his rights to the giant oil firm. It was a devastating blow to Standard Oil which had announced just the week before that it had spent five years hunting for a name— which turned out to be Exxon—which would be pronounceable in 55 lan­ guages. Test Your Knowledge When Seafarers sit around and pass the scuttlebutt, conversation often centers on the ports of the world. A Seafarer takes pride in the number of ports he has visited in his sailing career, and treats them as a kind of collection. Here are a few questions that will test your knowledge of world ports and their activities. The following are some guidelines by which you may score your knowl­ edge: Number Correct 8 to 10—World Traveler 5 to 7—So-So below 5—The world has passed you by. 1) 2) 3) 4) 5) 6) 7) 8) 9) 10) Questions What port is the leading U.S. exporter of iron ore? The largest U.S. port in tonnage shipped is New York. What is the second largest? What port is the world's leading exporter of silk? What major U.S. port is located on the Elizabeth River and Hampton Roads? The largest Hawaiian port in tonnage shipped is Honolulu. What is the second largest? Besides being a major naval base and aircraft manufacturing center, this port possesses the largest tuna fishing fleet in the U-S. Can you name it? It is exactly 10,222 nautical miles, via the Panama Canal, from New York to this Far Eastern Port. Use your knowledge of world-wide shipping lanes to determine what port this is, In tonnage shipped, what is the largest port in Alaska? What port possesses the largest wool market in the U.S.? What port is the major shipper of coal in the U.S.? Answers •oiHO 'opajox (01 •SSBW'uojsoa (6 nsfSBiv'JoqjBH uBJiiqojs]^ (g najo^'uos -nj (L V^D 'oS^ia (9 !!®At®H 'nqBQ 'juiod sjaqiBg (s '^A '^ffoj -JON (f uBdBf 'BuiBqo^ioA (C cq 'suBsjiO M3N iz 'uuiJM 'mninQ (i Seafarers Log " .i| •I i! �:I The Seafarers listed below should immediately coritdct Texas CSfyi; Tankers Corp., P.O. Box 1271, Texas City, Texas 77590 (713) 945-4451;; to claim wages being held for them by the company. 464-80-0867 Estes, Frederick Ws OS 157-22-6074 Bosun Gribbon, Lamar 576-16-6392 2 Pump Hopkins, Thomas C. 242-42-3327 Bosun Baker, E. 434-70-7713 DM-AB Carvajal, C. 234-12-1588 OS Berwdd, E. 241-09-8614 AB Former, M. ^ f ' 424-22-6573 AB Mclntyre, L 531-18-4781 ,.C'' Quantz, L. AB 423-28-0053 AB Fox, C'.H. " V ~i 454-32-4851 AB McCurley, G. , . . 409-30-8408 AB Darrow, H. V-, ^ " 218-14-0362 AB King, E; >vi 367-18-1564 AB Seiferth, J. ' " 075-36-2257 AB Kenney, 237-34-2731. AB Gahagan, K. 1 L'.i.. •* 439-4(W519 Guitreau, J. ^ .... OS * >• ' P y'^* .f 264-11-4875 Hobson, J. . < -.Jr' OS . 461-03-3908 McCormick, S. L. . ' i AS . ^ ,'.^^'1 -'458-05^927 ir., s' . Meachum, J. L., Jr. AB „ 419-20-8139 AB Weems, T. •; ' 438-74-9851 OS Venus, S. .- ' 079-05-2501 OS Scherhans, C, 059-42-3851 OS . ' • , . ' Maroney, V. 073-34-6663 OS Saji, Gi . 217-64-9765 Conklin, Craig .v" " : ' OS 449-60-9083 Graham, K, L OMer * ^ ""'i 457-42-2912 Stegall,H. ,1 4 Oder 437-16-8851 ..Nash, J. ... "'-V ^ '437-86^838 ••Sharp,.,a • Wiper ^ " 427-42-3449 Pritchett, W. ' « CH Pumps 112-32-2378 Mata, J. \ 2nd Pumps 465-66-5804 Jarvis, G. ': ' Oiler 202-20-0258 ^ Kemrer, C. ; ^ Oiler . 214-26-5118 Dou^as, D. ' . ' ' 012-18-5120 Uwis, K. •'r'Oiler L-.276-18-7591 Spak, J. •; 237-10-2227 •FWT s Gabriel, C '-'iV 267-32:-5796 -Smith, R.-H FWT. 461-12-5049 Floumoy» R. K :' Wiper . , ' S. 424-60-9347 . Long,-L*A- Wiper .-r' ^ 421-70-3853 Kirksey, C.. ra' Wiper 422-03-4394 Cooper, . E. . " ' Steward •--f.". 450-40-5872 S. Chief Cook 416-30-2845 Chief Cook . Loper, 433-34-0505 Third CoOk Malone, G. 563-10-8472 Third Cook Williams, 036-07-8810 Pantryman Paine, N. 335-32-1151 S. Mess Hove„.P. . ^/- -.f . 458-26-8106 S. Mess Dies, J. '• ^ . 419-03-0230 C. Mess Scopolitis, L. / 461-96-5311 Byers,:,D. • 201-16-9877 BR , Davitian 433-96-0639 S..-.Mess.';s..'' Pretious, L. 564-16-4827 BR' Granger, D. m The following Seafarers have checks due them for Wages earned aboard thtSSJian in 1964. Each of these Seafarers should immediately contact the offices of Berenholtz, Kaplan & Heyman at 1845 Maryland National Bank Bldg., 10 Light St., Baltimore, Md., in person, by mail or by calling 301—539-6967, in order to obtain the amount due them. Richard S. Asmoht Carmelo Attard Henry J. Broaders Claude A. Brown Edmond L. Cain, Jr. Douglas A. Clark ' Elmer C. Dahner George Dakis >: James M. Davis , , Rudolph G. Dean Juan M. DeVela v , George Fossett Eugene C. Hoffman , Charles J. Hooper jfoseph Horahan ^Marshall V. Ho\vton ; Francis X. Keelan ' • "~.c Kontos Allan E. Lewis m.. Armando Lupari Hazel L. McCleary Edward McGowan Gerald R. McLean Terral McRaney Peter J. Mistretta Murphy, Theodore Joseph J. Naurocki David Nelson Reginald Newbury George Papamongolis Jeremiah E. Roberts Arthur Rudnicki Leonard Russi George Schmidt Ray F. Schrum \ James D. Smith Ray Smith Bella Szupp . ilus S. Veach, Jr. ' ' Joseph Wagner . Robert F. Wurzlcr . Xed Murphy.^'.,: V ^1- By B. ROCKER Congress concluded its business and adjourned on Oct. 18 to allow the members to return home to campaign. Almost to the very end of the 92nd Congress it was touch-and-go as to whether they could adjourn or whether they would have to come back after election for a "lame-duck" session. Congress is a very different body from the First Congress in 1789, when members met for short sessions, and then went back home to plow and plant. In those early days of this small nation, members expected to rep­ resent their districts for a short time, not as a lifetime career. Government was much simpler, and deliberations were carried out on the chamber floor where all members were assembled. Then a special com­ mittee was appointed to work out details of a bill. Government Grows With.Country Population in the United States has increased and government business has grown more complex in the years since the First Congress. Members need to deal with legislation concerning education, civil rights, crime, pollu­ tion, employment, foreign affairs, veterans' benefits, trade agreements and many other matters of a very technical and increasingly complex nature. " Because its work is complex, Congress has been decentralized and work is divided among committees. There are 21 standing committees in the House and 17 in the Senate; there are more than 250 subcommittees, which are subdivisions of the committees. All of them are coinposed of members of the majority and minority parties, with the majority party having a greater number in each case. Committee appointments are made at the beginning of each new Con­ gress. In practice, this really only means assignment of new members and filling vacancies caused by death or transfer, since a member who has an assignment to a "good" committee will usually remain there to gain senior­ ity. Seniority puts a majority member in line for chairmanship; if the ma­ jority party changes, the ranking minority member then becomes the new chairman. The Democrats have been the majority party in the House since 1931 with the exception of the 80th and 83rd Congresses (1947-8 and 1953-4). The seniority system is a custom, not a rule. Opponents argue that, it gives power to old men, that they are unrepresentative of the country, and they are unresponsive to their party and to the leadership. Arguments For Those who favor the system say that seniority gives niembers experi­ ence and expertise in the work of the committees, it avoids competition for the chairmanship among the members, it eliminates pressure group in­ fluence in choosing chairmen, and it, works better than any system which has been proposed. No system is perfect. Whether or not a committee is a "good" one for a member simply means, "Does it permit him to help his constituency and does it give him personal job satisfaction. It is not unfair to add, "Does it help to get re­ elected?" If he cannot be re-elected, he cannot represent anyone. Appointments are made on the basis of personal preference, length of service in Congress, regional distribution (is there already a member from the same region as the congressman being appointed?), etc. A member may be appointed to the Agriculture Committee because he is from a farm dis­ trict or to Merchant Marine & Fisheries because he has a port city in his district. Members traditionally must serve an apprenticeship on minor commit­ tees before being appointed to major committees. This has been modified in the Senate since 1953, with the so-called "Johnson Rule," under which freshman Senators are given at least one major committee assignment each. ill . t ' c.j'*- ""'jS; %|>ort SP/IP , j Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the securitj' of every Seafarer and his family. Page 5 hii h. "i • I'l'' j'J' '• ',/J» 'i. •/' �Labor Officials Give Views on Multinationals, Support Burke-Hal^t^e Bill Meany Says Tast Buck Artists Hurting U.S. Economy A sharp warning that "fast buck" American industrialists abroad are destroying the American market for their products has been sounded by AFL-CIO President George Meany. In a wide-ranging speech on the deteriorating international trade position of the United States, Meany told the annual banquet of the Aluminum Association that American trade policy today not only threatens the American worker, but also is a matter of deep concern to the trade imion move­ ment and should be of equal concern to American business and to all Americans. Noting that run-away industry makes big profits by low wages abroad but is dependent on the American market to sell its foreign-made goods, Meany declared: "But the American worker who loses his job is a lost customer for the products of American business. He is also a lost taxpayer. He can't buy much on unemployment insurance payments. When they run out, he may be forced to go on welfare. That adds to the burden of the commu­ nity. "However, we're not talking about one worker or one plant. We are talking of entire industries and entire communities that are being hit. We are talking of scores of thousands of jobs that are being exported each year," As examples of whole industries that have been lost to the United States—industries producing products almost uniquely American—^Meany cited automobiles, typewriters, steel and consumer elec­ trical goods. Meany blamed the worsening of the American trade position on a combination of circumstances: foreign subsidies and exports and barriers to im­ ports; the export of American production facilities to take advantage of cheap later abroad; the ex­ port of American patents and production knowhow plus tax advantages, sometimes by foreign nations and other times by our own. Meany charged that a large part of American trade deterioration was "related to the activities of American companies"—activities, he declared, that "were short-sighted even in terms of Ameri­ can business." "The basic source of American economic strength is here, in the United States—in our peo­ ple, in our free institutions, in our schools and skills, in our research and development," Meany continued. "Yet part of that basic strength is being given away ... it is being given away cheap. And equipment. This great emphasis on foreign sub­ sidiaries and imports is misplaced." it involves defense-related capabilities, as well as technology for consumer goods and industrial It is for these reasons, Meany said, that the AFL-CIO is strongly supporting the Burke-Hartke bill "which is aimed at dealing with the causes of America's deteriorating position in international economic relationships." George Meany AFL-CIO's Jager Claims 'Day of Reckoning Coming The damage being done to people by multinatoinal firms has extended beyond the borders of the United States, and is approaching a day of reckoning around the world. This was the conclusion drawn by AFL-CIO Economist Elizabeth R. Jager in a luncheon ad­ dress to leaders of later, management and govern­ ment sponsored by the 8-milIion-member AFLCIO Maritime Trades Department. "The multinationals will ultimately face a day of reckoning," she said. "I point to the rising na­ tionalist sentiment in Canada and to expropriation in Chile." Multinationals, she reported, are using for profits the frailties in the tax laws, the economic systems, the trade policies and the political struc­ tures of nations around the world. "Of the 100 largest economic units in the world, 50 are nations and 50 are multinationals," she said. Many, but not all of the top 50 multination­ als are U.S.-based. Yet even the top 50 U.S. multinationals have more than 1,500 foreign affil­ iates, she reported. "And that only skims the surface of the prob­ lem, because you don't need many foreign affiliates to export thousands of jobs," she said. 'We want full employment abroad as well as "We at home," she said. Yet we do not believe it is in the interest of the U.S. worker or the foreign worker to increase full employment outside the U.S. at the expense of our jobs." Multinationals create a heavy drain on the U.S. Treasury, she said, adding that "legislation has created a tax holiday for U.S.-based multinationals at a cost of billions to the U.S. Treasury." The Burke-Hartke bUl, a measure expected to receive major attention in the next Congress, pro­ vides a workable solution to the problems engen­ dered by the multinationals, Mrs. Jager said. "The rest of the world is beginning to leam that Burke-Hartke is to their advantage, too, because the world needs a strong industrial United States economy and a large and growing United States market," she asserted. "We're willing to share. But we cannot afford to play musical chairs with jobs and production. "Neither can other countries," she said. "And the multinationals are going to have to face the facts of change. "Nations around the world consist of govern­ ments and governments must respond to people's needs," she said. "That's what the Burke-Hartke Burke bill is all about—the duty of government and gov­ ernment policy to respond to the real problems of the people in the nation they represent. "We do not hate multinational firms," she noted. "We are not opposed to foreign trade. We are not old-fashioned isolationists or protectionists who would slam the door in the world's face. But we recognize that the world is real." Elizabeth Jager Power Charges U.S. Taxpayers 'Pay Consequences' Joseph T. Power, president of the Plasterers' and Cement Masons' Union, has called for passage of the Burke-Hartke import restriction bill "in order to stop the folly of permitting American-owned multinational corporations to write their own ticket while American taxpayers and the American econ­ omy pay the consequences." He said that unregulated imports and govern­ ment policies which encourage companies to build plants abroad have seriously affected the Ameri­ can economy and work force. "I'm disturbed that America is losing billions of dollars of tax revenue every year multinational corporations get tax breaks that are denied work­ ers. And I'm worried when America's number one export becomes jobs, instead of the products pro­ duced by American labor." According to Power, U.S. corporations invest more than $l5 billion abroad every year and he asked a series of rhetorical questions to point out how American industry has suffered because of this: "How many plants would have been built in the U.S. if this money were invested here, instead of abroad? How many new homes? How many Page 6 shopping centers? "How many unemployed workers would be working today, drawing paychecks instead of wel­ fare checks? "And what about the cities who have had to lay off employees because there was no more tax base when the plants closed?" He claimed that this $15 billion invested over­ seas annually "would finance one heckuva lot of jobs at home." And, he said the "most sickening thing about it is that these corporations also get a tax break from the U.S. government for setting up foreign operations. "Many of these corporations are larger than some countries. They respect no international boundaries. Their only allegiance is to profits and more profits. They manipulate governments, ex­ ploit workers and thumb their noses at regulatory agencies. "But, Burke-Hartke would stop that." Power rejected the argument espoused by oppo­ nents of the bill that the only one to blame for the import problem is the American worker with his high wages and lack of productivity. "That's just so much garbage. Yes, the wages of American workers are high, when you compare them to the $.15-an-hour sweatshops of Taiwan and Hong Kong," he said. "Industry seems to for­ get that the dynamic economy that has served so well to fatten up the captains of industry was built on workers earning enough to purchase what they produce." Joseph Power 1 �MTD Promoting Industry^ Workers Through Port Councils The Maritime Trades Department is the constitutional arm of the AFLCIO charged with paying special at­ tention to the needs and organizational strength of maritime workers. The SIU is affiliated with the de­ partment, and SIU President Paul Hall serves, also, as president of the MTD. Among the eight million MTD members are trade unionists from every phase of maritime life, and members of unions whose interests in­ clude maritime affairs. One of the most important facets of the MTD is its 27 local Port Coun­ cils across the land. At a series of recent banquets, these Port Councils paid tribute to a number of people who have made significant contribu­ tions to maritime in the past year. I Buffalo MTD Executive Secretary Peter M. McGavin (center) is flanked by Richard E. Livingston, general secretary of the Carpenters (left) and William 0. Hoch, president of the MTD's Buffalo (N.Y.) Port Council, as they review the pro­ gram for the council's sixth annual dinner. Livingston, president of the Buffalo District Council of Carpenters un- til he moved to Washington in 1957, told the gathering that foreign trade problems are wiping out American jobs and depleting the U.S. Treasury. Livingston and Congress­ man Jack Kemp were presented special awards by the Port Council. New York The Maritime Service Award of the Maritime Port Council of GreaterNew York and Vicinity has been awarded to Assistant Secretary of Commerce for Maritime Affairs Rob­ ert J. Blackwell. Paul Hall, president of the MTD and the Seafarers International Un­ ion, presented the award to Blackwell, who has been in charge of ef­ forts to revitalize the maritime indus­ try, at the organization's 10th annual dinner. Hampfon Roads The annual banquet of the Hampton Roads (Va.) Port Council featured several guest speakers, with the principal address being presented by U.S. Senator William B. Spong, Jr. of Virginia. Pictured during the festivities are (top, from left) Virginia Lieuten­ ant Governor Henry Howell, Port Council Pres­ ident Peter Buono and MTD Executive SecretaryTreasurer Peter M. Mc­ Gavin. Addressing the group (bottom photo) is the Honorable George H. Hearn, of the Federal Maritime Commission. New Orleans Lindsey William, Gulf Area vice president of the Seafarers Interna­ tional Union, was honored for his "leadership, dedication and loyalty to the labor cause in Texas and Louisi­ ana" at the annual dinner of the MTD's West Gulf Ports Council in Houston. Williams, who began his deep sea career 30 years ago and sailed in all deck department capacities, was lauded for his activities as an SIU organizing leader, as well as his ex­ tensive work in community affairs in the New Orleans area. Page 7 I; �McLean: The Sea-Land McLean and the Sea-Land Galloway, both 946-feet long and capable of carrying 1,096 containers at speeds up to 33 knots, pres­ ently share the distinction of being the world's largest and fastest containerships. They are the first of eight such super ships designated as the SL-7 series and scheduled "Sli to be placed in service by 1974. •' .ll These two ultra-modem giants and their sister ships to come are a concrete example of the American maritime in­ dustry's determination to meet the challenge presented by foreign-flag vessels on the high seas. Sea-Land expects delivery of the final six SL-7's by the end of 1974. According to a company public relations spokesman, the most important aspect about the arrival of the new SL-7's is the fact that they "will provide proof that an American-flag company, em­ ploying American crews at American wage scales can provide fast, efficient ocean transportation service without subsidy and can prosper never­ theless." Sea-Land is in the process of completing an extensive overhaul and enlargement of its terminal facilities at Eliza­ beth, N.J. Being built in three stages on reclaimed land be­ tween the N.J. Turnpike and ' Newark Bay, the 232-acre Sea- . Land terminal will triple the company's present facilities and will provide the berthing . space and the marshalling area necessary for the efficient load­ ing and unloading of the new SL-7 class of containership. The photos on these pages are taken from the first two voyages made by the Sea- . Land McLean on her Euro­ pean run and clearly show what the SL-7's have to offer. 1 In the photo at top left the Log photographer, hundreds of feet above the McLean's main deck, captures a "fish-eye" view of the deck of the vessel and the surround­ ing facilities of the containership port. In the photo at bottom left, another "fish-eye" shot taken from the vantage point of one of the port's cranes high above the water gives a long-range view of the McLean at her berth. �Another SL-7 In Operation for Sea-Land Baker Lonnie Dukes (rear) and third cook Warren Cassidy.are part of the McLean's steward depart­ ment—cotitlnuously turning out good chow. Chief cook Alvin Carpenter prepares a tasty meal in the ship's ultra-modern gallery. Carpenter has been sailing with the SlU for over 25 years. Engine utilityman T. Tobias tends to one of the largest burners found aboard any ship in the American-flag fleet, outside of the SL-7's. i! : ? ij.\ . .1^ SlU Reps. Red Campbell (left) George McCartney get a rundown on the McLean's first voyage from veteran Seafarer E. Sieradzki (right) Marvin McKenzie (2nd from right). The McLean's deck department has meticulously flaked out the ship's lines at the stern of the vessel as the giant containership prepares for another European run. 'I I I'v I Seafarer Pedro Remos, who sails as ordinary seaaboard the McLean, untangles the spider-web-1ike catch net on the ship's gangway. November 1972 Page 9 �•-;.<*« 1, etters I lipSSauR:.-.: ^ Return to Murmansk Plenty of Seafarers remember the famed World War II Rim to Murmansk—that perilous dash through enemy-infested waters to bring the things of war to an ally. And Seafarers who did not personally make the run know of it through the har­ rowing stories of those who did. Now we're about to begin a new Run to Murmansk—a run with holds filled with the things of peace. The return to Murmansk and to other Russian ports is possible through a new trade agreement between the United States and the U.S.S.R. At the insistence of the SIU and other maritime unions, that agree­ ment contains definite assurances that at least one-third of all water-borne shipping commerce between the two countries will be reserved for American-flag ships. This principle of bilateralism—as it is called—is something we've been favoring for a good many years. We believe it is a first step toward setting up similar agreements with other nations. This principle is not new. Other nations long have insisted that a percentage of cargo to and from their shores be carried on their own ships. But the United States, for the most part, has maintained an ultra-liberal trade policy which permitted virtually all foreign-flag vessels to freely conduct commerce in our ports. Now that policy is changing. And that's good. It's good because it means more jobs for Seafarers and for other maritime work­ ers. It's good because it means more com­ merce for many segments of the economy. It's good because it could lead to a better national balance of payments. There seems to be a new awareness, both in government and with the general public, an awareness that the nation's merchant marine has been allowed to deteriorate. And there seems to be an acknowledge­ ment that this should never have been allowed to happen and cannot be allowed to continue. All of which means that when we return to Murmansk, we'll return with pride, strong in the knowledge that we're moving ahead. And we'll keep yanking at our own boot­ straps to help keep up that momentum. USPHS Victory The SIU and other groups opposed to the transfer to private hands of the eight remaining U.S. Public Health Service Hospitals have scored a clear victory in the long struggle to keep the hospitals open and in government hands. (See related story, page 3.) The announcement that the Staten Island PHS hospital would not be transferred to the Health Insurance Plan of Greater New York, (HIP) and will instead become an improved hospital is welcome news indeed. The arguments that apparently prevailed in the Staten Island case are the same that we have presented in hearing after hearing across the nation. • The hospitals cannot possibly be operated as cheaply in private hands and Page 10 thus another contribution would be made to soaring medical costs. • There is grave danger that transfer to private hands will cause a lessening of the priority now given merchant seamen by the -PHS, and thus effectively endanger their health. As an underline to the point about high costs, HIP admitted to being in serious financial difficulty, and it took no great intelligence to conclude that their financial difficulties would be translated into high costs of hospitalization to allow them to meet their monetary goals. So, the Staten Island hospital remains alive and well in government hands. We have an obligation to keep it that way, and to be ever watchful for developments concerning the other seven hospitals. That is a task that men's lives and health depend on. It is not one we will ever shirk. I , have just received a form letter regarding the new Bosun Recertificatiort Program. Since I hope to be back Sf at sea by the first week in November, I am requesting that > a mail ballot be mailed to me at your earliest possible convenience. ^ r, "I assure you that I would be both proud, and happy lb serve on the Bosim Recertification Program Committee if nominated and elected. However, at this time my Ship^ ping Card expires on 7 Nov. next, and since I have recently been certified as "Fit For Duty" by the United States Public Health Service Hospital in San Francisco, (after six months NFFD) I feel that, financially, my first choice must be a ship, if possible. ; Please extend my sincerest thanks to our union,-and it's training programs. You, and the Other members of the. Board deserve more than a simple "thank you", be assured that I pledge my wholehearted support to our union, and i it's officials and please feel free to call on me whenever/ and if ever I can be of assistance, regardless of the circum# stances. . .f With vvarmest personal regards. ' 'Ridiard A. Cliii^tenliHBir® . ^ Faiifidd, Calif. Job Well Don As one who has had occasion to use the Public Heal ' Service hospital facilities on Staten Island, I was proud o# the way the SIU represented itself at the hearing in (October on the proposed transfer of control of the hospitad. / Our representatives George McCartney and John Dwyer ' really had the information, both on the hospitals and on the Health Insurance Program (HIP), that was supposed to operate the hospitals after PHS left. I agreed most Of all that the hospital should remain under government control because of the understanding that PHS personnel have of tnerchant seamen and their particular problems. I've been there and I can say that from my experience, that argument is absolutely correct. ~ And if someone were to come along and change that kind of understanding, I think our medical benefits would be / substantially reduced. That is why it was good to see the SIU strongly repre^ senting its members at those important hearings. And it was good to hear Congressman Murphy say that he had y.. learned that the Staten Island PHS hospital will expand its '|/pperations, not close down. |/!V We need those hospitals and the special kind of service 'V;-they offer. It is nice to know that the union recognizes |his and will continue its fight to keep them all open. Raymond Flynn Pouj^keepsie, N.Y. November l?72 Volume XXXIV. No. II SBAFABKBSli^LOO Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Executive Board Paul Hall, President Cal Tanner, Executive Vice-President Joe DiGiorgio, Secretary-Treasurer Al Tanner, Vice-President Earl Shepard, Vice-President Lindsey Williams, Vice-President Robert Matthews, Vice-President Published monthly at 810 Rhode Island Avenue N.E., Wash­ ington, D.C. 20018 by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO 675 Fourth Avenue, Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Washington, D.C. Seafarers Log jl 1 �Unfair fo Labor Farah Boycott Drive Intensified by Labor AFL-CIO President George Meany has made labor's boycott of Farah products a major campaign by all AFL-CIO state and local central bodies. The boycott of the firm—with plants in Texas and New Mexico— was instituted by the AFL-CIO Ex­ ecutive Council on July 19 and has had a wide response by the labor movement including "enthusiastic" cooperation by the labor press. In his call for a stepped-up boycott program, Meany reported that so far many state federations and local cen­ tral bodies "have responded in a most encouraging manner"; that many na­ tional and international unions have agreed to "adopt a Farah family" and have pledged $100 a month for this purpose; that a widley-based citizens' committee headed by Senator Gaylord Nelson, Wisconsin Democrat, has been formed and that the Senate La­ bor and Public Welfare Committee has been urged to make a full-scale Congressional investigation of the "gross misuse of the court by Farah" in defying the rulings of the National Labor Relations Board. Meany urged central bodies to step up their "Don't Buy Farah" cam­ paigns; to make sure that publicizing of the boycott is continued and that plans be made now for making the Thanksgiving and Christmas seasons "a little more enjoyable for the Farah strikers and their families." Meany said that AFL-CIO Com­ munity Services Department would be contacting central bodies "in connec­ tion with labor's campaign for special holiday food for the strikers and toys for the children." "This strike, for economic justice, dignity, and security, merits and must have the complete support of all of us in the AFL-CIO. With that support the strikers can win the victory they richly deserve," Meany said. The Amalgamated Clothing Work­ ers, 3,000 of whose members are on strike at Farah, also issued a call in support of Meany's boycott message, notably in asking Congress to investi­ gate the "arrogant misuse of the courts and the NLRB" by the Farah Com­ pany. Dressed in prison garb to focus attention on wholesale arrests of Clothing Workers' strikers, young unionists picket a Washington department store for its continued sale of Farah slacks. ACWA Vice-President Jacob Sheinkman, general coimsel for the union, has sent letters to three key Congressmen urging a "full-scale in­ vestigation with public hearings of the company's attempt to use the courts and Federal agencies to help flout the law of the land." The Congressmen were: Sen. Harri­ son A. Williams (D-N.J.), Chairman of the Senate Labor and Public Wel­ fare Committee; Rep. Carl Perkins (D-Ky.), Chairman of the House La­ bor and Education Committee; and Rep. Frank Thomson (D-N.J.), Chair­ man of the Special Subcommittee on Labor of the House Labor and Edu­ cation Committee. The 3,000 members of the ACWA have been on strike since May 3 in protest against numerous unfair labor practices of the company. Most of the workers are Mexican-Americans. Aid for them can be sent to: Amalgamated Strike Headquarters, P.O. Box 26842, El Paso, Texas 79926. Public Interests Suffer As Congress Adjourns; Lobbying Efforts Pay Off for Special Groups The closing days of the 92nd Con­ gress were marked by frantic activity on the part of various lobbying con­ cerns—all seeking the enactment or defeat of bills of special interest to them. In most instances the general public suffered. There were at least six major pieces of legislation marked for defeat by business interests opposed to them. All six were killed, or watered down, four of them with the aid of the Ad­ ministration. / Consumer Agency. Creation of an agency to protect consumer rights has been a top priority in Congress for the past few years. Passage of the bill seemed imminent when a coali­ tion of some 150 business groups opened up fire against the measure with the behind-the-scenes aid of the Nixon Administration. In the early days of the fight for the consumer agency, the Administration had supported the idea but advocated a weaker version than consumer groups wanted. When the chips were down, however, there was a "deafen­ ing silence" from the Administration, as Sen. Charles H. Percy, Illinois Republican, put it, and the measure was talked to death in the Senate. / Mass Transit. The highway lobby killed that bill. Here again, a last-minute decision of the White House not to intervene as environ­ mental and community groups had expected help to put the measure on ice. The legislation, which would have open^ up the Highway Trust Fund to urgently needed mass transit, was effectively killed in the House Rules Committee when a majority of Repub­ lican voted to bar a mass transit amendment from the Highway bill. The House, itself, supported the Rules Committee and mass transit was left out, November 1972 / Minimum Wage, The same business groups that had ganged up against the Consumer Agency Bill were again in the field against legisla­ tion that would have increased today's $l,60-an-hour minimum wage for most non-farm workers to $2,00-anhour now and $2.20 in 1974. The U.S. Chamber of Commerce, the National Association of Manufac­ turers, the National Cotton Council, the American Sugar Cane League and the big restaurant and carry-out chains were-highly active in persuading top House members to refuse a conference with the liberal Senate version of the bill and the measure died, / Pesticides, It was the agricul­ tural products industry that turned the heat on Congress to weaken a pesti­ cide control bill that would have tightened up pesticide regulations. The National Agricultural Chemicals Asso­ ciation with the aid of the Senate Commerce Committee softened penal­ ties against the use of dangerous chemicals. So powerful were the lobbyists, both in Congress and the Administration, that the staff counsel to a Commerce subcommittee, com­ menting on the maneuvers, remarked: "We wanted to take it to the floor. The Administration said, 'You can't do that,'" / Strip Mining, Here again mining industry lobbied to prevent control of strip mining which has been devastat­ ing great areas of the major mining states. A proposal to prevent surface mining on sharply sloping land roused the full force of the lobbyists. Despite softening of the regulation, the Amer­ ican Mining Congress opposed the entire bill and while the House passed a compromise bill, the Senate took no action, / Pension Protection, Although it has become increasingly clear that some 30,000,000 workers have little or no protection against pension losses through no fault of their own. Con­ gress did nothing to correct the abuses that exist. The Senate Labor Commit­ tee held year-long hearings pointing up the tragedy of thousands of work­ ers whose pension hopes were a delu­ sion when plants closed down or went broke. Yet between the Administration and the U,S, Chamber of Commerce, the bill was shifted to the conservative Finance Committee which considered it for a week and then stripped it of its major protective provisions. Such labor-supported provisions as vesting, funding, portability and re-insurance were knocked out of the measure and in the end nothing was done. Every one of these bills had labor support to one degree or another, yet every one of them was weakened or destroyed through a last-minute lobby drive that took advantage of the con­ fusion and haste that almost always marks the last days of a Congress. What is clear is that the upcoming 93rd Congress faces a legislative work­ load of vital importance to the Amer­ ican worker and the American people in general. Obviously the make-up of the new Congress is crucial, if these key measures are to be given the urgent attention they demand and selfinterest lobbying defeated. AFSCAAE Charges Fringe Benefits' Report Misleading The State, County and Municipal Employees has challenged as "mis­ leading" a study that purports to show that the Nation's cities are providing employees with more fringe benefits than private industry. The report by the Labor-Manage­ ment Relations Service of the National League of Cities, the U.S. Conference of Mayors and the National Associa­ tion of Counties found that city gov­ ernments pay 28.2 percent of payroll costs in fringe benefits to general per­ sonnel and 33,8 percent for police and firemen, compared with 27,4 percent in private industry. However, an AFSCME spokesman said that the percentage comparison isn't as important as another fact shown in the report—that is, the ac­ tual amount put into fringes for each hour worked by employees is iW,04 in the private sector compared to 93 cents for city employees, "This clearly shows that city work­ ers are getting less in fringes and it also reveals the great disparity be­ tween wages paid in public and private employment," he added. The union also noted that .the study, based on 1969 and 1971 private and industry outlays compiled by the Chamber of Commerce, gave 75 per­ cent "weight" to the 1969 figures and only 25 percent "weight" to the 1971 figures. The latter statistics, it was pointed out, showed that private industry's percentage of payroll costs for fringe benefits was 30,8 percent—"a clear indication that fringe benefits are going up at least as fast if not faster in the private sector than in local govern­ ment," Despite the challenge to the "inter­ pretation" of the study, AFSCME in­ dicated it welcomed the study for its important compilation of statistics on fringe benefits to include such areas as pensions, vacations, holidays, sick leave, uniforms, death benefits and bonuses. Page 11 �Union matters taken care of, SlU Patrolman Ted BabkowskI (right) exchanges some scuttlebutt with veteran steward Harvey M. Lee. Page 12 Deck delegate Pete Erazo (right) squares away some union matters concern­ ing his department with Patrolman Jack Bluitt. Seafarers Log �j» Chief cook, Jim Johnes, prepares to carve one of his masterpieces for the well-fed crew of the Houston. Fifty pounds of heavy duty detergent doesn't deter Stanley Lee George from greeting the Log photographer. Fireman Frank Sullivan tends to some engine department tasks in port that time did not allow at sea. n I' .i.i i The overcast skies, at dusk, in the Port of New York gives the dimly lit decks of the Houston a look of quiet serenity. lit Page 13 �Labor Dept. Figures Show 'Control' Inequities Proof of labor complaints that the Administra­ tion's wage-price controls program is unjust to workers has been nailed down by latest statistics published by the U.S. Department of Labor for the past year. These show clearly that while prices based on the Profits Soaring Profits of U.S. corporations soared during the three months that ended Sept. 30, two business surveys reported. A Wall Street Journal survey shows a 15.9 percent increase in after-tax third-quarter profits of 570 companies over the same period in 1971. The surge in profits, furthermore, was shared by practically dl industry groups. The outlook for the remainder of the year is more of the same, says the Journal study. Another survey—this one by the Economic Unit of U.S. News &. World Report magazine—confirms the rise in third-quarter profits. The magazine examined the earnings reports of 1,263 companies and found that profits after taxes totaled just over $7.9 billion in the September quarter. The same firms earned more than $6.9 billion in the third quarter of 1971. The latest profits increase is 14.3 percent over a year ago. Much of the profits increase is due to a considerable impetus from the steel industry which staged a sharp comeback from the third quarter of 1971, the two studies reported. Nine of the nation's 10 largest steel producers have reportt:^. third-quarter results and, with only one exception, they show major earnings gains from a year ago. In the auto industry, General Motors alone registered a decline a 43.8 percent drop from the $217 million earnings level of the like period in 1971. GM blamed the steep drop on high start-up costs on 1973 models, expenses of new safety items and loss of production at a major plant because of strikes. Among other industry groups, privately-owned utilities posted profits gains averaging 20 percent, with approval of rate increases coming more easily. Earnings are increasing so rapidly. Price Commission Chairman C. Jackson Grayson said about one company in five may be "at or near their profit-margin ceilings" set by the Nixon Administra­ tion's economic stabilization program. Gross National Product have gone up 2.2 percent over the past year, unit labor costs in the total private economy have gone up only 1.3 percent due to stringent hold-downs of wage increases by the Pay Board. The statistics cover the first full year of the Nixon New Economic Policy. They show: / That output per man-hour during that period went up sharply by 4.3 percent as compared with the post-Korean War average of 3 percent. / That compensation per man-hour went up only 5.7 percent during the past year as compared with a rate of 6.6 percent for the previous year. / That unit labor costs in the private non-farm sector of the economy actually dropped during the past six months. During the first quarter of 1972 they went up 3.8 percent; during the second quarter they dropp^ by five-tenths and during the third quarter by three-tenths. / That productivity in the total private economy rose 3.7 percent during the third quarter, down from the 6.2 percent gain of the second quarter, but well above the long-term growth rate of 3 percent. / That in the non-farm sector, productivity went up 6.2 percent, even higher than the 5.1 percent gain during the second quarter. / That manufacturing productivity went up 3.3 percent, a drop-off from the 6.6 percent rise in the second quarter, but again above the long-term 3 percent average. All in all, the past year—^from September 1971 to September 1972—showed an increase in produc­ tivity of 4.3 percent for the total private economy; 5.3 percent for the private non-farm sector, and 3.6 percent for manufacturing—all above the 3 percent rate of the past twenty years. These increases in productivity combined with a soft program of price hold-down are reflected not only in the cold Labor Department statistics, but also in the daily financial pages of the press. With unit labor costs down, profit margins are up. / "U.S. Industry Profits Rose in Third Quarter," says the Wall Stret Journal for October 30. / "Survey of 5570 Concerns Shows Increase of 15.9 Percent," says a subhead over the same story. / "Gulf & Western Reports Record for Fiscal 1972; Operating Profits Set Highs" . . . "GTE Net Surged 16 Percent—a Third Period High" . . . "Four Oil Firms Had Profit Surge in Third Quarter" . . . "ABC Net Revenue Surged" . . . These repre­ sent a random selection of current reports. What is at stake here is not so much the boost in profits as is the obvious discrepancy between the surge in profits and the hold-down on wage increases at a time when living costs are still mounting and are showing no signs of going down. Wages Creeping Average wage increases negotiated in major collective bargaining agreements during the first nine months of the year dropped to 6.6 percent a year over the life of the contract, down from the 8.1 percent average for the same period in 1971, the Bureau of Labor Statistics reported. The preliminary estimate is based on 390 settle­ ments approved during the nine-months period by either the Pay Board or the Construction Industry Stabilization Committee. They cover 1,471,000 workers—primarily in the aerospace, railroad, construction and maritime industries. The average effective wage gain showed an even sharper drop—5.3 percent in the first nine months this year as against 10.3 percent in full-year 1971. The average effective wage gain is arrived at by combining first-year increases imder new settlements with scheduled deferred wage increases under existing contracts and cost-of-living escalator adjustments actually going into effect. BLS said the new contracts had an average duration of 24.7 months compared with the 27.8 month average for the expired contracts. This would indicate some tendency towards shorter contracts since economic controls were imposed. The decline in contract duration was particularly noticeable in the construction industry, which also registered the sharpest declines in amount of settlements. Construction settlements, affecting 312,000 workers, averaged 6.6 percent over the life of the contract, down sharply from last year's 10.8 percent average gain. First-year wage increases dropped to 7.1 percent from 12.6 percent. In manufacturing, the 495,000 workers affected by major settlements in the first nine month of 1972 received a first-year increase of 6.9 percent compared with 10.9 percent n 1971, while the annual gain on a life-of-contract basis was 5.6 percent as against 7.3 percent a year before. •(! 1) J Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid October 30, 1972 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily Hospital & Hospital Extras Surgical Sickness & Accident Special Equipment Optical Supplemental Medicare Premiums Seaman Specialist-Medical Reimb DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits in Hospital Surgical Maternity Blood Transfusions Optical Special Equipment PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors'Visits & Other Medical Exp Surgical Optical Blood Transfusions Special Equipment Meal Books Dental Supplemental Medicare Premiums Scholarship Program TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan Total Seafarers Vacation Plan Page 14 Number MONTH YEAR TO DATE Amount MONTH YEAR TO DATE 12 321 183 20 2 6,860 3 240 3 " 251 6,984 3,111 179 54 81,175 22 2,809 1,406 28,000.00 321.00 549.00 11,298.50 438.00 54,880.00 760.70 4,751.92 333.00 483.302.00 6,984.00 9,333.00 31,130.80 4,201.50 649,400.00 4,392.43 54,139.16 10,137.70 488 43 141 20 3 165 — 3,793 7,363 1,362 257 45 2,137 1 95,955.38 1,146.50 17,273.50 5,000.00 164.50 3,093.95 — 838,991.23 35,684.31 160,538.50 70,391.80 2,392.20 40,544.97 28.50 9 125 119 39 57 1 8 1,161 2 1,381 14 119 1,276 8,672 150 695 16 62 11,393 12 15,885 75 27,000.00 29,499.68 4,017.66 2,704.00 952.27 38.00 1,262.13 11,610.00 730.00 8,537.20 4,197.74 282,000.00 211,195.26 45,211.12 19,936.00 13,236.50 595.00 7,804.34 113,930.00 2,626.00 91,338.90 29,382.67 11,420 1,985 1,124 149,304 21,143 12,686 314,514.63 475.625.00 491,056.77 3,218,847.89 5,095,034.46 6,265,463.30 K iI ^ . ' ' �rir f. ^ SEAFARERS^LOG • OFFICiAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT . AFL-CIO Lundeberg Upgrading Center Ladder to a Better Future . Upgrading—the chance to advance to more responsible jobs, to move up 'to higher pay, to keep pace with ad­ vancing technology—is the goal of most professional J^afarers. . The Lundeberg Upgrading Center at Piney Point, Md., was established to provide the professional Seafarer with the finest available instruction to 'assist him in advancing up the ladder ,to a better job and a better future. Since the Upgrading Center opened •on June 1, Seafarers have achieved more than 150 deck and engine en'dorsements. Thirteen Seafarers have •advanced to Q.M.E.D, ratings; three have qualified as Quartermaster; more 'than 30 have secured Lifeboat en­ dorsements. In addition, two crews have been drained for the new SL-7 container• ships of Sea-Land Service. • Nearly 90 percent of the Seafarers •who have taken the Coast Guard Ex­ aminations after preparing at the Up­ grading Center passed with flying .colors on the first try. All of the instructors at the Up•grading Center have years of experi­ ence at sea. They were selected as in'structors for the center because of .their technical knowledge and teach-ing ability. The very latest in training -manuals, visual aids and mock-ups are used in the various training programs. Also, the environment of the 54acre Lundeberg School campus is pleasant and conducive to learning. There are plenty of year-round recre­ ational activities available for relaxing after classroom and study periods are over and the dining accommodations and living quarters are attractive and inviting. Instruction at the Upgrading Center is available to virtually all Seafarers under the minimum rules spelled out elsewhere in this Special Section, which also tells how to apply for upgrading. Study courses are available for the following endorsements: Deck Department Able Bodied Seaman (Blue) Able Bodied Seaman ((Green) Engine Department Fireman-Watertender Oiler Electrician Reefer Engineer Junior Engineer Deck Engineer Pumpman Machinist Boilermaker Tankman All Departments Lifeboatman Two of the 23 Seafarers who have achieved Q.M.E.D. ratings at the Lundeberg Upgrading Center receive certificates and congratulations from Vocational Education Director Bob Kalmus. They are George Elot, left, from New York and Robert Ohier from Florida. While at the Upgrading Center, Seafarer Ohier earned endorsements for fireman, watertender and oiler; refrigeration engi­ neer; electrician; pumpman; deck engineer; and junior engineer. Seafarer Elot received endorsements for deck engineer, junior engineer, pumpman and machinist. Five Upgraders Earn High School Diplomas 1 /A.'-;' •%M Bancroft , 1i i'l ri' i ,l! These five Seafarers recently did what any interested SIU member can do: They achieved their high school diplomas under the General Educational De•velopment program at the Harry Lundeberg School, Piney Point, Md. All five—Dennis Maupin, Dyrell Davis, James Bancroft, Keith Williams and • James Bennett earned their diplomas while taking courses at the Lundeberg Upgrading Center. However, the GED program is available to all SIU members. • Seafarers who, for one reason or another, missed out on their high school diplomas can make use of the GED program to earn their certificates now. 'Application should be made by writing to the Harry Lundeberg School, Piney Point, Md. 20674. Once he has applied for the program, one of two things happens to the SIU • member. Some applicants will be invited to enroll at the Piney Point school immediately. Other applicants will be given materials to study, either at home or Williams Bennett aboard ship. These materials will help the Seafarer to participate by giving him a head start before attending the school itself. At the school, the Seafarer is pre-tested to find out his academic strengths and his weaknesses. Then they will be given intensive study courses and as much personal attention as needed to help them prepare for the final examination. This exam is administered by the Maryland Department of Education under procedures that are accepted by the American Council on Education and standardized throughout the United States. The five Seafarers pictured above took advantage of the GED program while attending the Lundeberg Upgrading Center. But it is not necessary to attend the Center to participate. It is stressed that the program is open to ALL SIU mem­ bers as a part of the union's overall education program. �What Upgraders Are Saying... Oscar Wiley, San Francisco: "I think that this is one of the most wonderful things that any job can offer is for its member to better equip and train themselves for life as well as in the security for which they work and also for which they pray and live." 1 Larry Hayes, San Francisco: "A few weeks of concentrated study has done for me what would have taken years to do aboard ship. The pro­ gram has gotten my Q.M.E.D. en­ dorsement for me." Christos Pesanis, New York: "It's much different to train on shore than it is on board ship. This is a wonder­ ful place for everyone—not just the young people. There are fine people here and excellent facilities. Even though the school is on land, the men are trained on board ships and can be shown right there what they will need to know at sea." Svend Hommem, New York: "The school is a very good idea for us and also for the younger fellows. They can come here to get their high school education besides learning seamanship." George Elot, New York: "The up­ grading program is of great benefit to oldtimers. They get a chance to come here and study and upgrade. It is important to the advancement of our careers." Frank Burmudez, San Francisco: "Even if you don't pass your exam the first time around, you leave with more knowledge and experience than you came with, that you can apply to your work aboard ship. I ' ' ''' ' > .. . . . -i;?r" '«' . ..."if-, .... i.f. I' i'f y I'i - Instructor James Aelick helps upgrader James Smitko of New York prepare for his examination for machinist. The instructors at the Upgrading Center are ail ex-seamen or still sailing. They are always available for individual help. Page 16 The machinist endorsement was the last one Seafarer Smitko needed to receive his Q.M.E.D. rating and he passed his exam vyith ease. Seafarers Log �LC ... About the Upgrading Center f , i B. D. Elliott, Norfolk: "When you come here to study, you have the best eats, the best bed, cleanest rooms. No school has no better, no matter what they say, and the In­ structors are the best." h Svend Hommen, Bob Ohier and James Smitko pore over study ma­ terials as they' prepare for examina­ tions for the Q.M.E.D. ratings, while Oscar Wiley, in foreground, practices knot-tying for his Lifeboat exam. All of these Seafarers passed their tests with flying colors. i \ I I Arthur L Mallory, Tampa: "I per­ sonally think that each and every member should visit here at base once, so that he can make his own opinion for himself. At this time I will like to thank all of the instruc­ tors for a job well done. Keep up the good work." Upgrading Instructor Joe Wall watches as Seafarer Oscar Wiley demonstrates his skill in knot-tying as he prepares for his Lifeboat ex­ amination. All instructors at the Lundeberg Upgrading Center in Piney Point are experienced seamen who have been selected because of their ability to instruct and en­ courage Seafarers who are seeking to upgrade their skills. Imro E. Salomons, New York: "The Harry Lundeberg School at Piney Point, Maryland is one of the best training schools for seaman I have ever seen. I hope that all S.I.U. members will come here at Piney Point to see the facilities that are available to all S.I.U. members for the purpose of educating yourself. Please do not criticize this school." Jean Morris, San Francisco: "Any S.I.U. member, who has doubts about our Union direction or the quality of our leadership should come to Piney Point." Exequiel Liwag, Norfolk: "I find the courses here at the Upgrading Center very rewarding. We have very highly qualified instructors, plus the surroundings are so pleasant." l-.l Tf III r 'l\ The variety of study programs offered at the Lundeberg Upgrading Center is illustrated here during a coffee-break study period. James Smitko, left, and Larry Hayes, right, concentrate on preparing for their Q.M.E.D. endorsements, while Oscar Wiley, in foreground prepares for his Lifeboat test and Frank November 1972 Burmudez studies for his Able Bodied Seaman's endorsement. Seafarers have achieved more than 150 endorsements at the Upgrading Center in Piney Point since the program got under way June 1. Page 17 �SEAFARERS^LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO Honor Roll of SlU Upgraders Here is the Honor Roll of some of those who, at press time, had successfully completed training at the Lundeberg Upgrading Center, Piney Point, Md. Russell Rowley, 22, Seattle: Fireman, Watertender, Oiler Pedro Gago, 28, Baltimore: Oiler Mario Nolasco, 51, New York: Oiler Charles Pniitt, 34, Piney Point: Tankerman - • James Fitzgerald, 17, Fireman, Watertender, Oiler Richard Bellmore, 19, Norfolk: Fireman, Watertender, Oiler Russel Fisher, 18, New York: Fireman, Watertender, Oiler Larry White, 22, Piney Point: Fireman, Watertender, Oiler Michael Piteris, 51, New York: Deck Engineer William Heater, 46, New York: Pumpman, Deck Engineer Eugene Gore, 46, New York: Deck Engineer, Reefer, Junior Engineer, Electri­ cian, Machinist Allen Batchelor, 60, New York: Deck Engineer, Reefer Biyden Dahlke, 57, New York: Deck Engineer, Machinist John Copado, 25, Piney Point: Fireman, Watertender, Oiler Paul Kerney, 18, New York: Fireman, Watertender, Oiler Kevin Conklin, 21, New York: Deck Engineer, Pumpman, Junior Engineer, Reefer, Electrician James Hart, 55, San Francisco: Deck Engineer, Reefer Stan Gondzar, 51, Baltimore: Pumpman, Junior Engineer, Machinist, Boilmaker Charles McCue, 43, New York: Deck Engineer Ronald Shaw, 22, New York: Deck Engineer, Junior Engineer, Reefer, Elec­ trician, Pumpman, Machinist, Boilermaker Herb Spencer, 24, San Francisco: Reefer, Deck Engineer William Burgess, 33, Piney Point: Fireman, Watertender, Oiler, Deck Engineer, Pumpman S. Simpson, 25, New York: Reefer, Electrican, Pumpman, Deck Engineer, Junior Enginerr, Machinist Patrick Rogers, 43, New York: Reefer Clarence Hemby, New York: Reefer, Pumpman Robert Prater, 22, New York: Reefer Perry Ellis, 25, Texas: Electrician Guy Campanella, 19, New York: Fireman, Watertender, Oiler Gerald Nixon, 22, Piney Point: Fireman, Watertender, Oiler Joseph McGauley, 35, San Francisco: Reefer, Electrician Robert Ohler, 22, Florida: Reefer, Fireman, Watertender, Oiler, Pumpman, Deck Engineer R. McDonald, 24, New York: Reefer, Junior Engineer, Deck Engineer, Ma­ chinist, Pumpman, Boilermaker Svend Hommen, 50, New York: Reefer, Electrician, Pumpman, Deck Engineer Larry Hayes, 27, New York: Reefer, Electrician, Deck Engineer, Junior Engi­ neer, Boilmaker, Machinist James Smitko, 32, New York: Pumpman, Fireman, Watertender, Oiler, Deck Engineer, Junior Engineer, Boilermaker, Machinist Lee J. Rogers, 40, Baltimore: Tankerman, Machinist Cosimo Melpignano, 44, New York: Electrician Ursel Barber, 21, New York: Electrician, Reefer Anthony Novak, 49, New Orleans: Pumpman, Deck Engineer, Reefer, Junior Engineer R. Tomaszewski, 38, New York: Machinist, Deck Engineer, Reefer Earl Rogers, 41, Baltimore: Deck Engineer, Junior Engineer George Elot, 46, New York: Deck Engineer, Junior Engineer Robert Trainor, 24, New York: Able Seaman Julio Bermudez, 39, Florida: Lifeboat, Able Seaman Charles Pruitt, 34, Piney Point: Lifeboat, Able Seaman Jess Etheridge, 27, Piney Point: Lifeboat, Able Seaman Dan Hamilton, 27, Philadelphia: Lifeboat Kamin Lambertson, 20, Piney Point: Able Seaman Patrick Knox, 19, Mobile: Able Seaman James Wilkerson, 19, Mobile: Lifeboat, Able Seaman Steward Marshall, 44, Philadelphia: Lifeboat Carl Johnson, 33, Norfolk: Lifeboat, Able Seaman Dyrell Davis, 19, Texas: Lifeboat, Able Seaman John Parker, 29, Florida: Lifeboat, Able Seaman Monte Grimes, 20, San Francisco: Able Seaman Elex Gary, 39, New York: Lifeboat, Able Seaman Scott Myhre, 20, San Francisco: Able Seaman Tom Kilbride, 24, New York: Able Seaman John Alden, 49, Florida: Quartermaster . Mosel Myers, 20, New York: Able Seaman Oscar Wiley, 33, San Francisco: Lifeboat, Able Seaman Frank Bermudez, 23, New York: Able Seaman Christos Psanis, 38, New York: Quartermaster Jan Kolodziej, 62, New York: Quartermaster William Bellinger, 48, Texas: Lifeboat Name Tf . §01::'• : [: TVaining ^ tih© Lundeberg Upgrading Piney P'oint, Md., is a continuing process. Classes be^n every two vreeks according to the follow­ ing schedule: November 30, Dumber 14, December 28, January 11, 1973; Jan;-naiy 25. Under a new U.S. Coast Guard ruling, graduates of the Harry Lundeberg S^wl will be able to qualify for upgrading with reduced seatime. Those wishing to upgrade to AB need only 8 months seatime as ordinary seaman. Those wishing to upgrade to FWT, and Oiler need only 3 month seatime'as •'a-wiper. AB FWT, Oiler All other QMED HLS Gradnate V :8 mos. O.S. 3 mos. wiper 6 mos. wiper All otiiens ' .• ' 6 mos. wiper 6 mos. wiper In order to process all applicants ^ quickly as possible it is necessary that each applicant enclose with his application: 5 g • 4 passport photographs (fuU face). f : • Merchant Marine personnel physical examinations using USCG form ^ p<3-7l9K given by either U.S.P.H.S. or S.I.U, Qinic. Those applicants ; ^eardy holding a rating other than wiper in the engine departmimt or AB p do not fequire a physical. • Sub-chapter B of the United States Coast Guard regulate state I diat the officer wishing certification as a Tankerman "shall furnish satisI factory documentary evidence to the Coast Guard that he is trained in, and I capable of performing efficiently, the necessary operation on tank vessels f Which relate to ffie handling of cargo." This written certification must be loij company stationery and signed by a responsible company official. • Only rooms and meals will be provided by Harry Lundeberg Scliodl. ch upgrader is responsible for his own transportation to and from Piney nt-No rpimbursement will be made for this transporf|!|p^; r ii Page 18 Home Address S.S. # Mailing Address Book # Phone Ratings Now Held What Rating Interested In Dates Available to Start Consult the following chart to see if you qualijfy. , v? JRatiii^ Age "-i ' -ti HLS Graduates: Yes No Record of Seatime: Ship Rating Held Lifeboat Endorsement Yes Date of Discharge Date of Shipment Return completed application to the attention of: Mr. Robert Kalmus Director of Vocational Education Harry Lundeberg School Piney Pt., Md. 20674 No :- i "iff �Digest of SlU V I fi'/Hh', M Ships 'iWeetings III 'i' il FALCON COUNTESS (F a i c o n Tankers), June 11—Chairman Joe Richburg; Secretary Jimmie Bartlett. No beefs. Everything running smoothly. Vote of thanks to the steward depart­ ment for a job well done. ANDREW JACKSON (Waterman), June 11—Chairman B. F. Fimouicz; Secretary Sherman Wright; Deck Dele­ gate Lawrence B. Kelly; Engine Dele­ gate Stephen A. Jones; Steward Dele­ gate Harry Casby. Disputed OT in deck and steward department. TRANSFANAMA (Hudson Water­ ways), May 28—Chairman Herbert Leake; Secretary J. B. Harris; Deck Delegate C. Adkins; Engine Delegate Earl Shaw Rogers; Steward Delegate A. J. Severe. No beefs were reported. Vote of thanks to the steward department. STEEL TRAVELER (Isthmian), June 4—Chairman Clarence Pryor; Secretary I. R. Llenos; Deck Delegate I. J. Frey; Engine Delegate John Dunn; Steward Delegate Tobe Wansley. $7 in ship's fund. Some disputed OT in steward de­ partment, otherwise everything running smoothly. Vote of thanks to the steward department. TRENTON (Sea-Land), July 30— Chairman James A. Shortell; Secretary Gus Skendelas; Engine Joe Kordeck; Steward Delegate Hollis Huff. $36 in ship's fund. Beef regarding day's wages due will be taken up with patrolman. SEATRAIN CAROLINA (Hudson Waterways), Aug. 20—Chairman B. Edelmon; Secretary W. Sink; Deck Delegate F. Johnson; Engine Delegate James McCrory; Steward Delegate Quenton Braun. $97 in ship's fund. Some disputed OT in deck and engine departments. fBERVILLE (Waterman), Aug. 27— Chairman J. M. Ard; Secretary W. J. Moore; Deck Delegate Tohmas Shoe­ maker; Engine Delegate William Saun­ ders; Steward Delegaet Harry Schorr. Disputed OT in deck and engine depart­ ments. MOHAWK (Ogden Marine), July 21—Chairman Hans S. Lee; Secretary Eddie H. Jackson. No beefs were re­ ported. Vote of thanks to the steward department for a job well done. SEATRAIN GEORGIA (Seatrain), July 23—Chairman Claude Pickle; Sec­ retary J. M. Davis; Deck Delegate Peter E. Dolan; Engine Delegate Eugene W. Bent; Steward Delegate C. E. Mclntyre. $239 in ship's fund. No beefs were re­ ported. Vote of thanks to Brother Claude Pickle for his efforts in squaring away beef in deck department on last trip. STEEL ADVOCATE (Isthmian), Aug. 6—Chairman A. Kerageorgiou; Secretary L. Ceperiano; Deck Delegate Charles J. Seymour; Engine Delegate W. R. Daniel; Steward Delegate Jesse Baker. No beefs were reported. Every­ thing is running smoothly. LA SALLE (Waterman), Aug. 20— Chairman T. Marullo; Secretary Mario Sanalejo, Sr. Some disputed OT in deck and engine departments. Vote of thanks was extended to the crew for making this a very good voyage. FALCON PRINCESS (Falcon Tank­ ers), Aug. 27—Chairman John Eddins; Secretary Harold P. DuCloux; Deck Delegate Stephen Fuford; Engine Dele­ gate Homer Starling; Steward Delegate Moses E. Coleman. $110 in movie fund. Disputed OT in deck and engine depart­ ments to be taken up with boarding patrolman. SAN FRANCISCO (Sea-Land), Aug. 6—Chairman C. Christiansen; Secretary H. Galicki; Deck Delegate Earl D. Potter, Engine Delegate W. H. Walton. $80 in movie fund and $20 in ship's fund. Few hours disputed OT in deck and engine departments. OVERSEAS ALASKA (Maritime Overseas), Aug. 23—Chairman H. B. Butts; Secretary D. G. Chafin; Deck Delegate Nicholas R. Tater; Engine Elelegate Patrick J. Cleary; Stewards Delegate John W. White. $12 in ship's fund. Few hours disputed OT in the deck and steward departments was settled. MADAKET (Waterman), Aug. 20— Chairman Charles Reed; Secretary F. Fredone; Steward Delegate Cesar A. Guerra. Some disputed OT in engine department. Everybody happy. Vote of thanks to the steward department for a job well done. TOPA TOPA (Waterman), Aug. 20— Chairman B. T. Hanback; &cretary L. Nicholas. Disputed OT in deck and en­ gine departments. Vote of thanks to the steward department for a job well done. Vote of thanks to the 4-8 watch for keeping the pantry and messhall clean throughout the voyage. OGDEN WILLIAMEITE (Ogden Marine), Sept. 10—Chairman G. F. Hamilton; Sroretary F. S. Paylor, Jr.; Deck Elelegate Wm. I. Parker; Engine Delegate Emmett L. Every. Some dis­ puted OT in deck department. OVERSEAS TRAVELER (Maritime Overseas), Oct. 1—Chairman S. Johannsson; Secretary J. B. Davis. $98 in ship's fund. Some disputed OT in engine department. Discussion held regarding repairs. Vote of thanks to the baker for a job well done. STEEL ARTISAN (Isthmian), June 18—Chairman Joseph Wolanski; Secre­ tary S. Garner. Everything is running smoothly in all departments. Vote of thanks was extended to the bosun and the entire steward department for a job well done. NOMA (Excelsior Marine), Aug. 4Chairman Roy H. Meller; Secretary George E. Pretare; Deck Delegate H. A. McClung; Engine Delegate Patrick J. Donovan; Steward Delegate George Putan. No beefs were reported. Vote of thanks was extended to the steward de­ partment for a job well done. TAMPA (Sea-Land), Aug 6—Chair­ man C. James; Secretary J. R. Delise. Everything is running smoothly. Few hours disputed OT in each department. RAPHAEL SEMMES (Sea-Land), Aug. 13—Chairman B. Mignano; Secre­ tary D. Hall. No beefs were reported. Everything is running smoothly. V ,v I'- I' SlU-Contracted Falcon Lady Replenishes Navy Ships Off Vietnam Sandwiched between two Navy ships, the SlU-manned Falcon Lady performs refueling job for the pair as she rides the waters outside of Da Nang, Vietnam. The Falcon Lady is presently under government contract. November 1972 Page 19 �ANNUAL REPORT For the fiscal year ended March 31, 1972 Great Lakes Tug & Dredge Pension Plan 275 20th Street, Brooklyn, N.Y. 11215 to the SUPERINTENDENT OF BANKS of the STATE OF NEW YORK 4. Receipts from Sale of Assets: a. Sales to parties-in-interest b. Sales to others c. Total Receipts from Sale of Assets (Schedule 2) 5. Other Receipts: a. Loans (Money borrowed) b. Other (Specify) See attachment c. Total Other Receipts 6. Total Receipts $ 948,286.64 948,286.64 $ 16,554.46 16,554.46 $1,307,483.30 CASH DISBURSEMENTS 7. Insurance and Annuity Premiums Paid to Insur­ ance Carriers and Payments to Service Or­ ganizations (Including Prepaid Medical Plans) 8. Benefits Provided Directly by the Trust or 57,068.41 Separately Maintained Fund 9. Payments to an Organization Maintained by the Plan for the Purpose of Providing Bene­ fits to Participants (Attach latest operating Part rV statement of the Organization showing detail Part IV data for trust or other separately maintained fund are to be completed for a of administrative expenses, supplies, fees, plan involving a trust or other separately maintained fund. It also is to he completed etc.) for a plan which: (1) Has incurred expenses other than: (a) Payments for unfunded benefits or (b) Insurance or annuity premiums or subscripton charges paid to an insur­ 10. Payments or Contract Fees Paid to Inde. pendent Organizations or Individuals Pro­ ance carrier or service or other organization; or (2) Has assets other than: (a) Insurance viding Plan Benefits (Clinics, hospitals, doc­ or annuity contracts or (b) Contributions in the process of payment or collection. tors, etc.) Part IV Section A 11. Administrative Expenses: Statement of Assets and Liabilities 10,470.02 a. Salaries (Schedule 3) GREAT LAKES TUG & DREDGE PENSION PLAN 3,173.60 b. Allowances, expenses, etc. (Schedule 3) File No. WP-157217 688.52 c. Taxes For Year Beginning April 1, 1971 and Ending March 31, 1972 d. Fees and commissions (Schedule 4) 13,468.69 e. Rent 937.96 ASSETS! 81.72 f. Insurance premiums End of End of 39.00 g. Fidelity bond premiums Reporting Year Prior Year Item h. Other administrative expenses (Specify) See $ 24,575.33 $ 27,328.61 16,420.93 1. Cash attachment 45,280.64 2. Receivables: i. Total Administrative Expenses 12. Purchase of Assets: a. Contributions: (See Item 18) (1) Employer a. Investments: (Other than real estate) (2) Other (Specify) $ (1) Purchased from parties-in-interest b. Dividends or experience rating refunds 1,191,544.38 (2) Purchased from others 6,450.26 411.65 c. Other (Specify) See attachment b. Real Estate: 3. Investments: (Other than real estate) (1) Purchased from parties-in-interest 1,191,544.38 a. Bank deposits at interest and deposits or (2) Purchased from others shares in savings and loan associations .... c. Total Purchase of Assets b. Stocks: 13. Loans (Money loaned) 223,426.76 14. Other Disbursements: (Specify) 261,203.33 (1) Preferred (2) Common 687,615.17 496,236.24 $ 16,343.21 a. See attachment c. Bonds and debentures: b 16,343.21 (1) Government obligations: c. Total Other Disbursements (a) Federal 133,814.25 15. 138,460.45 $1,310,236.34 Total Disbursements (b) State and municipal GREAT LAKES TUG & DREDGE PENSION FLAN (2) Foreign government obligations ATTACHMENT TO THE ANNUAL REPORT—FORM D-2 (3) Nongovernment obligations 1,013,195.43 923,399.45 d. Common Trusts: YEAR ENDED MARCH 31, 1972 Part IV, Section A (1) (Identify) Other Receivable—Item 2c (2) (Identify) $ 45.59 e. Subsidiary organizations (See Instructions).. Accrued interest paid on bonds purchased $411.65 6,404.67 (Identify and indicate percentage of owner­ Advances on administrative expenses —0— $ 6,450.26 $411.65 ship by this Plan in the subsidiary) (1) % Part IV, Section B (2) % Item 5c—Other Receipts $ 9,572.50 4. Real estate loans and mortgages Receipts on behalf of other Plans 226.00 5. Loans and Notes Receivable: Other than real Advances returned 6,755.96 estate) Reimbursement of tabulating expense of prior period $16,554.46 a. Secured b. Unsecured Part IV—Section B 6. Real Estate: Cash Disbursements—Item lib a. Operated Other Administrative Expenses $ 5,936.91 b. Other real estate Employee benefits 7. Other Assets: 2,189.89 Stationery, supplies and printing 184.05 a. Accrued income Postage,' express and freight b. Prepaid expenses 241.23 Telephone and telegraph c. Other (Specify) 641.43 Equipment rental 8. Total Assets 150.15 Repairs and maintenance $1,847,039.73 $2,194,077.2C (447.86) Miscellaneous LIABILITIES 6,816.70 Tabulating service 9. Insurance and annuity premiums payable $ 39.23 Microfilming 10. Unpaid claims (Not covered by insurance) 3.10 Office improvements 11. Accounts payable 29.67 Dues and subscriptions 12. Accrued expenses 636.43 Personnel recruiting 13. Other liabilities (Specify) Unapplied contribution 4.00 $16,420.93 14. Reserve for future benefits 1,847,035.73 2,094,077.23 Other Disbursements—Item 14 15. Total Liabilities and Reserves $1,847,039.73 $2,094,077.23 $ 140.04 Accrued interest paid on bonds purchased 6,404.67 Advances u thi.s statement mu.st be valued, on the ba.sis regularly u.sed in valuing imestments held in the fund and reported to the U.S. Trea.sury Department, or .shall be valued 9,798.50 Disbursement on behalf of other plans .... n • value, whichever i.s lower, if such a statement is not so re­ quired to be filed with the U.S. Treasury Department. $16,343.21 ( )Indicates negative figure Part IV—Section B Employ STATEMENT OF RECEIPTS AND DISBURSEMENTS CASH RECEIPTS Item 1. Contributions (Exclude amounts entered in Item 2) a. Employer (Schedule 1) $ 172,429.78 b. Employee 71,220.98 c. Other (Specify) d. Total Contributions $ 243,650.7C 2. Dividends and Experience Rating refunds from Insurance Companies 3. Receipt from Investments a. Interest $ 66,437.10 b. Dividends 32,554.40 c. Rents d. Other (Specify) : e. Total Receipts from Investments 98,991.50 The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment, refer to the Annual Statement, copes of which may be inspected at th office of the fund, or at the New York State Banking Department, Employee Welfare Fund Division, 100 Church Street, New York, New York 10007, Page 20 �Sea-Land's Boston Overcomes Obstacle •* A tugboat skillfully maneuvers the cargo-laden Boston into position for the completion of its uncommon docking procedure. A maze of dredging pipes, blocking a chan­ nel in the Port of New York, caused the 497foot containership, Bos­ ton to abandon her usual docking proce­ dure on a recent stop­ over in that port. She was forced to overrun the dock and then be pulled in by her stern, in order to clear the obstruction. The tricky operation was slowly but deliberately carried out. r : . . .A. Docking instructions from the Boston's flying bridge are carefully relayed by walkie-talkie to the tug's captain. iri.: > i Si 'W Veteran Seafer Manuel Rial makes a minor adjustment of an engine room valve before the Boston embarks on another voyage. November 1972 Fireman Alfredo Rios, with an educated eye on the ship's control board, makes sure the Boston's boilers continue to function properly. Page 21 �SlU Ships' Commitfees - •, ••-.v, -.}A . W Questions Answered About Social Security Q. Last summer I operated an ke cream stand and earned almost $250. Do I have to pay social security con­ tributions (» these eaniings? A. No. Your net self-employment income must be at least $400 before it is covered imder social security. If your net earnings from self-employ­ ment were over $400, you would be required to pay the social security contributions by April 15 of the next year. You pay the contributions to the Internal Revenue Service when you file your income tax returns for the year, V^'- A'IAAA ' Q. ni be 65 near the end (d tihls year and Fm planning to retire then. Since my earnings up to the time 1 retire wiD be well over $1,680, should I delay applying fm- retirement payments until eariy next year? A. Definitely not. You should ap­ ply for payments about 3 months before your 65th birthday. Regardless of your earnings for the year, you can still get a social security payment for any month in which you neither earn $140 in wages nor perform sub­ stantial services in self-employment. You can also apply for Medicare pro­ tection at that time, ANCHORAGE (Sea-Land)—^Another' intercoastal run has been logged by the Anchorage. From left are: E. Gorum, steward delegate; R. Myers, deck dele­ gate; J. Urzan, ship's chairman; J. Windham, engine delegate; J. Atherton, educational director, and 0, Gibson, secretary-reporter. Q. Fm 66 and have my own busi­ ness. I dmi't work fiill time anymore and I understand I can collect monthly social security retirement payments if I do not '^render sub­ stantial services'* in my business. How can I tell whether my work in my business is "substantial?" A. It depends on the amount of time you devote to your business, the kind of work you do, how your work compares with the work you did in past years, and other circumstances of your particular case. You should call, write, or visit any social security office to get detailed information. I« .> Q. Fll be 72 next month, but I intend to go on working as long as 1 can. I know I can earn as much as I want after Fm 72 and still get all my social security checks. But will my earnings from the first part of this year, before I was 72, still affect my social security payments? A. Yes. You will get a social se­ curity check for every month begin­ ning with the month of your 72nd birthday—^no matter how much you work or earn. However, your earn­ ings for the entire year in which you become 72 are used in figuring what payments can be made to you for the months you were still 71. PORTLAND (Sea-Land)—^After a voyage from Puerto Rico are, from left: N. Reiddi, educational director; W. Pollard, engine delegate; H. Halfhall, deck delegate; N. Bechlivanis, ship's chairman; J. Rodriguez, steward delegate, and D. Panagopoulos, secretary-reporter. Q. When Fm 65 next month, I plan to retire and apply for monthly social security payments. However, next year Fm going to visit friends in Norway for a year. Can my checks be sent to me in Norway? A. Yes. Social security checks can be sent to most foreign countries, in­ cluding Norway. But be sure to notify the Social Security Adminis­ tration of your address in Norway before leaving for your visit. life Q. My husband is 67 and gets monthly social security retirement payments. Fm 58 and totally disabled. Can I get disability benefits on my husband's woik record? A. No. You are not eligible to re­ ceive a wife's benefit until you're 62 unless you have a child in your care TAMPA (Sea-Land)—Another intercoastal run has been logged by the containership Tampa. From left are: F. F. Kopf, steward delegate; E. Bennett, deck delegate; J. DeLise, secretary-reporter; R. E. Voss, educational director, and G. H. Doest, engine delegate. Page 22 • -'.V- •. -• ..i---.'!?- i y-f t I'-Tft-".'4'' '• - who is entitled to cash payments on your husband's work record. But, if you've worked long enough and re­ cently enough, you may be eligible for disability benefits on your own work record if your disability will keep you from working for a year or more. Q. My three children, all under 18, and I get monthly social security checks. If my oldest dai^hter works part time and earns nearly $2,000 durii^ the year, does she have to make an annual report her earn­ ings to social security? A. Yes. An annual report of earnings is required from every social security beneficiary who is under 72 and has earnings of more than $1,680 in 1972. The annual report is due by April 15 of the following year. Q. Fm 63 and want to retire. 1 have a wife and two chUdren under 18. I know my monthly payments will be lower if I retire no winstead of when Fm 65, but will the payments to my wife and children be figured on my reduced payments? A. No, Checks for your famUy will be figured on your unreduced amoimt. Q. I just recently retired. Last month I got my first monthly social security check and Fm not satisfied that the amount of my check is correct. What should I do? A. As a first step, talk to the people in your social security office. They may be able to explain to your satisfaction why your monthly pay­ ment is the amount it is. If not, they can help you request a review, the first step in an appeals process that is open to you if you don't think the decision is correct. Q. Fm planning to retire later this year, but Fm worried about prov­ ing my age for social security retire­ ment benefits. The only proof I have is a notation of my birtii in a large family Bible, but my sister who has the Bible lives over 300 miles away. Should I have her send the BiMe to me? A. No. It would be easier and less expensive for both of you if your sister took the Bible to a social se­ curity office near her home. They would copy it, certify its authenticity, and then mail the information to our office. Q. I just found some doctor bills from last year and was wondering if I could stUi send them in to Medicare for payment Can you tell me if there's a time limit on claiming medical ex­ penses from 1971? A. Yes, there's a time limit. It's December 31, 1972, for services re­ ceived from October 1, 1970, through September 30, 1971. It's December 31, 1973, for services received from October 1, 1971, through September 30, 1972. Q. When I start college this fall, Fll be working in the college cafe­ teria part time. Since I paid social security on my part time job this summer, will I also have social se­ curity withheld on my college job? A. No. A student's work for a college where he's enrolled and regu­ larly attending classes is excluded from social security coverage. Seafarers Log �SlU Ships' Committees Wandering the Seas W/\7 Seafftrers are men ot great appreciation of the arts. The Seafarert JLogf to further their efforts in the poetry field, regularly makes space available for members* poems. To contribute to the Log poetry col­ umn members should send their poems to the 5ea/arer» Log, 675 Fourth Ave., Brooklyn, N.Y, 11232. Ofttimes when I am all alone, In the wee hours of the night, I think of times in days gone by As I turn out the lyht. n And in the still of darkness 1 can plainly .see, the ships and Men I sailed with in days that. . Used to be. Ji- '• ' . ,r .fe Ji ::: tfl' "-r^ >^'V-, -••rrv- ' /I,vtiie.j?::.'-:--:.'-r:. v,-. -=;• N. •• 'i '• W JL'"''' ' J,''" . v.; • •f-' . --c 'f ,v ^ - I miss them aD, each and every one • The living and the dead And pray that God watch over them , ^ As I crawl into bed. . ' ' •• IV . . For I've lived a full life in my time^ And traveled far and wide I lie here in my single bed With no cme at my ade. ' So please do me one last favor For my years are growing lean And have my final resting place % On a hill in Fiddler's Green. . ' , 4"^ ti- ^ James C. MitcheD ^aa.>: Why must I live offering my hands Through the galloping years And feel the harness Grind into my flesh And be content with bread alone? ~ . -ri Why must I forgo forest and mountain For smokestack /i 'S ', And keep pounding hammer _• With waning strength ., . Until death and I are One? . Why must Life te ground Amid constant shadow Caging my emotions? FALCON PRINCESS (Falcon Carriers)—Ports of call for the Falcon Princess included stopovers in France, the Virgin Islands, Piney Point and New York. From left are: P. Ravosa, steward delegate; A. Starling, educational director; J. Eddins, ship's chairman; F. Kustura, secretary-reporter, and S. Fulford, deck delegate. ^ Ill -J-- Why must the content of . my life Be confined to gutter level? I who enrich the land with toil ; Claim more than bread alone!! I live with poetiy My wealth— And sing of forests ahd peoples Of marching workers, Of galloping brains and wheels Racing for the stars And of my faith in man. i' hi'li" 'X 1 ' November 1972 '' u. •TJ Henri Percikow Here I catalogue my treasuresr My working tools and old garrnentsi A bartk-book iti three figures, MeUow pages of Walt Whk^ African violets upon the W'indow-sill My'• vA'u'S'beart^^^.^ child's' tenderness v A^ [• r, t .• ™ /"'(• y v»»•« '' fi'i' • \i'.••' • •' :.y, JACKSONVILLE (Sea-Land)—Having completed another voyage to New York from San Juan the Jacksonville's committee takes a moment out topside dur­ ing payoff. From left are: H. Bjerring, deck delegate; J. Hernandez, steward delegate; G. Rathliff, educational director; I. Buckley, secretary-reporter, and P. Konis, ship's chairman. T" K • -» Henri Percikow HOUSTON (Sea-Land)—Off another intercoastal trip are, from left: 0. Morales, ship's chairman; D. Erazo, deck delegate; H. Lee, secretary-reporter; D. Papagergiou, educational director, and E. Newhall, steward delegate. Page 23 Ii �I / Sgseibo, Yo/coftomo, Saigon . . ^ SMS W-~C: K •: A vital part of the SItJ fleet serves the many active porte of the Far East and South East Asia. These ships run a constant shuttle of cargo between ports, and only rarely; do they make a trip^ back to the United^ States. ... Many SIU members remain on this run for a year or two and then return home. Still others have found the particular lure of a port like Yokohama irresistible, and have settled down to make their permanent home there. Tiny outdoor stores are a common sight in downtown Saigon. Here, Bosun Stanley Sokol, of the Beauregard, does some "window shopping" at an open air art shop. '^all (left) holds 3 pair of gas masks, which came in very handy the C3ll bdck bodrd. 0il6r John R3U63 (loft) snd AB Willj3ni Reid 3r6 m3k" 3bo3rd tho StQQl Dos/finor Ho 3nd Brother Herschsl Mpvpr^ tp;^mpH im tn ing sure they will not be left behind when the Longview Victor, sails for Guam, extinguish a s™key Size in the engine ?oom. * Page 24 Seafarers LOG �V . . 4// fom/Z/of'^Porfs O' Co^ il A geography lesson In the messroom? No! But Seafarer James Oliver must have gotten "A" in Ship Safety at the Harry Lundeberg School of Seamanship. He is pointing out the Port of Sattahip, Thailand on the map, where a recent fire occurred aboard the Steel Designer. He voluntarily went aloft, closing the main vents, which smothered the flames. Brother Oliver's swift action pre­ vented what could have been a costly disaster. Pictured in the inset are ship­ mates Jimmy Kusumoto (left), Richie Sohl and Pancho Harado (right) enjoy­ ing an afternoon in Sasebo, Japan. i f i! k •f 1 '> •f �New SlU Pensioners Terrence Jones, 66, is a native of South Carolina and makes his home in Charleston. He joined the union in the Port of Savannah in 1944 and sailed in the deck department. Nils E. Gronberg, 57, is a native of Finland and now makes his home in New Orleans, La. He joined the union in the Port of Boston in 1943 and sailed in the engine department as an electrician. John W. Carlson, 61, is a native of Georgia and now resides in Savan­ nah, Ga. He joined the union in the Port of Baltimore in 1941 and sailed in the engine department. Armas E. Jansson, 68, is a native of Finland and now makes his home in Fitchberg, Mass. Brother Jansson joined the SIU in the Port of New York in 1944 and sailed in the deck department as a bosun. He is closing out a sailing career of nearly 40 years. James J. Swank, 53, is a native of Louisiana and makes his home in New Orleans. An early member of the SIU, he joined the union in the Port of New Orleans in 1938 and sailed in the steward department. He served in the Army from 1942 to 1945. John J. Knowles, 61, is a native of Alabama. An early member of the union. Brother Knowles joined in the Port of Mobile in 1938 and sailed in the steward department. He makes his home in Mobile, Ala. Thomas R. Parrett, 56, is a native of Missouri. Brother Parrett joined the union in the Port of Baltimore in 1943 and sailed in the steward de­ partment. He now makes his home in Long Beach, Calif. Agustin Oquendo, 61, is a native of Puerto Rico. A veteran union member. Brother Oquendo joined the SIU in the Port of New York in 1939 and sailed in the engine depart­ ment. He now resides in New York City. Legal Aid Following is a list of attorneys to whom Seafarers with legal problems may turn in various port cities. The Seafarer need not choose the recom­ mended attorneys, and this listing is intended for information purposes only. The initial list of recommended counsel throughout the United States is as follows: Nevr York- -Schulman, Abarbanel & Schlesinger 1250 Broaway, New York, N.Y. 10001 (212) 279-9200 Boston, Mass.—Patrick H. Harrington 56 N. Main Stret, Bennett Bldg. Fall River, Mass. (617) 676-8206 Baltimore, Md.- -Berenholtz, Kaplan, Heyman, Engelman 1845 Maryland National Bldg. Baltimore, Md. 21204 (301) Lex. 9-6967 Tampa, Fla.—Hardee, Hamilton & Douglas 101 East Kennedy Blvd. Tampa, Florida (813) 223-3991 Mobile, Ala.- -Simon & Wood 1010 Van Antwerp Bldg. Mobile, Alabama (205) 4334904 Page 26 New Orleans, La.—Dodd, Hirsch, Barker Meunier 711 Carondelet Bldg. New Orleans, La. (504) Ja. 2-7265 Edwin M. Thomas, 65, is a native of Virginia. He joined the union in the Port of Norfolk in 1942 and sailed in the engine department. He is closing out a sailing career of more than 30 years. Gervacio VInluan, 65, is a native of the Philippines. He joined the SIU in the Port of New York in 1947 and sailed in the steward department. He is a veteran of World War II, having served in the Navy from 1942 to 1945. He now makes his home in Seattle, Wash. William B. Rentz, 67, is a native of Florida. He joined the union in the Port of Tampa in 1943 and sailed in the engine department. He now makes his home in Tampa, Fla. Arthur Sulla, 59, is a native of Estonia, and now lives in Fairview, N.J. He joined the union in 1943,"' in the Port of New York. Brother Sulla has sailed in both the deck and engine departments. & Houston, Texas—Combs & Archer Suite 1220, 811 Dallas St. Houston, Texas (713) 228-4455 Nickolas Sushko, 56, sailed in the engine department after joining the union in 1944, in the Port of Balti­ more. Brother Sushko was born in Hastings-On-Hudson, N.Y., and now resides in Bloomfield, N.J. Los Angeles, Cal.—Bodle, Fogle, Julber, Reinhardt & Rothschild 5900 Wilshire Blvd., Suite 2600 Los Angeles, Cal. (213) 937-6250 San Francisco, Cal.—Jennings, Gartland & Tilly World Trade Center San Francisco, California (415) Su. 1-1854 . Seattle, Wash.—Vance, Davies & Roberts Rm. 425, North Towers 100 W. Harrison Plaza Seattle, Wash. 285-3610 Chicago, III.—Katz & Friedman 7 South Dearborn Street Chicago, 111. (312) An. 3-6330 Detroit, Mich.—Victor G. Hanson 15929 West Seven Mile Road Detroit, Mich. (313) Ver. 7-4742 St. Louis, Mo.—Gruenberg & Souders 721 Olive St. St. Louis, Missouri (314) Central 1-7440 Charles A. Naasko, 67, has sailed the Great Lakes since 1960, after joining the union in the Port of Detroit. Born in Toivola, Mich., Brother Naasko now lives in South Range, Mich. He sailed in the en­ gine department. Joseph F. ColUton, 52, is a native of Staten Island, N.Y., and now resides in Spotswood, N.J. He is a U.S. Army veteran of World War II. Seafarer Colliton joined the union in the Port of New York in 1960, and was a member of the Railroad Marine Region of the SIU: Seafarers Loi �New SlU Pensioners Genaro Bonefont, 60, was born in San Juan, Puerto Rico and now re­ sides in the Bronx, N.Y. He joined the union in 1941 in the Port of Balti­ more, Md. Seafarer Bonefont sailed in the engine department. Raymond J. Moran, 51, is a resi­ dent of North Olmsted, Ohio. He served in the U.S. Army during World War II. Brother Moran joined the union in 1961 in the Port of Cleveland, Ohio. He sailed on the Great Lakes in the deck department. James W. Wood, 54, joined the union in 1952 in the Port of New York. He is a native of Florida and now resides in New Orleans, La. Sea­ farer Wood sailed in the engine de­ partment. V* ir Dan E. Bannen, 65, joined the un­ ion in the Port of Savannah, Ga. in 1938. A native of Georgia, he now lives in Jacksonville, Fla. He sailed in the deck department. Melvin C. Dart, 61, joined the un­ ion in 1962 in the Port of Detroit. He is a life-long resident of Sturgeon Bay, Wisconsin. Brother Dart sailed in the deck department on the Great Lakes. Agustin G. Diaz, 66, is a native of Puerto Rico and now makes his home in the Bronx, N.Y. He joined the un­ ion in the Port of New York, and sailed in the engine department. John D. Morgan, 65, is a life-long resident of Mobile, Ala. Brother Morgan joined the union there in 1943, and sailed in the deck depart­ ment. William A. Padgett, 44, joined the union in 1948 in the Port of New York, and sailed in the engine depart­ ment. Brother Padgett is a life-long resident of Jacksonville, Fla. Harris E. Phillips, 56, is a native of Mobile, Ala. He joined the union there in 1939, and sailed in the deck department. Seafarer Phillips is now a resident of Satsuma, Ala. Ralph W. DuffeD, 67, was born in Lynchburg, Va. and now resides in Eau Gallie, Fla. He joined the union in 1958 in the Port of New York. I Brother Duffell sailed in the engine department. Floyd H. Smith, 60, is a native of Oklahoma and now makes his home in New Orleans, La. He joined the union there, in 1939, and sailed in the engine department. William E. Evitt, 66, joined the union in 1951 in the Port of Mobile, Ala., and sailed in the engine depart­ ment. A native of Georgia, Brother Evitt now makes his home in New Orleans, La. Rollan R. Teets, 65, is a native of Illinois and now resides in Annandale, N.J. He joined the union in 1942 in the Port of New York. Brother Teets sailed in the engine de­ partment and served many times as engine delegate. Robert Lester, 65, is a native of New York City and now makes his home in Edgewater, N.J. He joined the union in 1941 in the Port ot New York, and sailed in the deck de­ partment. Karl Treimann, 69, is a native of Estonia and now makes his home in Yonkers, N.Y. He joined the union in 1943 in the Port of New York. and sailed in the engine department. WflUam W. Worthington, 59, was born in Yuma, Arizona and now re­ sides in Oroville, Cal. He served in the U.S. Navy during World War II. Brother Worthington joined the union in 1955 in the Port of San Francisco, and sailed in the deck department. Vincent J. Tomasello, 53, is a life­ long resident of Buffalo, N.Y. He joined the union there in 1939, and sailed in the deck department. Brother Tomasello has been sailing on the Great Lakes for over 30 years. Carl R. Johnson, 65, is a native of Norway and now makes his home in Seattle, Wash. He joined the union in 1944 in the Port of New York, and sailed in the deck department. Brother Johnson has been sailing for over 45 years. Ethan M. Mercer, 60, is a life-long resident of Mobile, Ala. He joined the union there in 1945, and sailed in the engine department. He last sailed with a rating of chief second elec­ trician. UIW Pensioner in Philly UIW Member Mrs. Margaret Nuskey becomes that union's first pensioner in the Port of Philadelphia. Mrs. Nuskey is shown receiving her pension check from Philadelphia Port Representative Grover Browne. Page 27 �Product Safety Law Is Enacted by Congress; Consumers Cautioned Against Effectiveness Ir It by Sidney Margolius Consumer Expert After six years of argument, in­ vestigation and recitals of accidents caused by hazardous products, a natoinal Consumer Product Safety law has finally been enacted. The new law provides for an independent commis­ sion with authority to enforce safety standards for the design and per­ formance of many household products. An investigation by the temporary National Commission on Product Safety had recommended such an agency after finding that many of the 20 million accidents each year asso­ ciated with consumer products were due to their faulty or inadequate design. But don't be lulled into thinking that Uncle is now guarding you against unsafe products. For several years or more, if not forever, you will still need to scrutinize the potential hazards of many of the products you buy and use, from children's toys to power tools. It will be months before the new Commission is operating and even longer before it decides what groups of products need safety stand­ ards; gives the industries involved a chance to set adequate standards themselves; and develops its own man­ datory standards if the industries in­ volved don't. Milestone Reached Rep. John Moss, chairman of the House subcommittee that worked out the final bill, called it a milestone, and it really is. This is the first time the federal government has undertaken to establish standards for non-food items on a broad scale. From my experience as one of the former product safety commissioners, I know that the new law has weak­ nesses. The provision for insuring the safety of new products is weak. The law says that the new commission "may" prescribe procedures so that manufacturers of any new consumer product which has a capacity for in­ jury should notify the Commission before marketing it. That "may" should have been "shall." The require­ ment was watered down from the original, more farsighted proposal. This section may prove to be an Achilles heel since many safety haz­ ards are associated with new prod­ ucts. The industry representative on the original Product Safety Commismission had stubbornly resisted great­ er protection for consumers from hazards of untested new products. Most of the other Commissioners were too inexperienced in actual merchan­ dise to realize the hazards. Other Weaknesses Another provision that was dan­ gerously weakened in the final law related to setting the actual standards. The new Commission will not be allowed to go ahead and set a stand­ ard if it accepts an offer by an indus­ try association or other outside orga­ nization to develop a standard. The Commission, however, can go ahead with its own research on the particu­ lar problem while waiting for submisson of a standard, Michael R. Lemov, counsel to Congressman Moss, points out. A third potential weakness is that Congress defanged the provision for criminal penalties. The criminal provi­ sion is effective only "after notice." In effect, an erring manufacturer or seller is given one free bite. In the final analysis, much of the effectiveness of the new law is going to depend on the expertise and deter­ mination of the people the President appoints to the Commission. Rep. Moss named a number of high-priority items that should be considered for action as soon as the new Commission is established. This list gives you clues as to what products you should especially buy and use with care: • Unvented gas heaters. • Aluminium house wiring (Un­ derwriters Laboratories found the fire potential of such wiring seven times greater than that of copper; all for the sake of saving perhaps $25-$30 in wiring a new house.) • Rotary lawn mowers. • Minibikes (there already are over IVi million in use. They have been criticized for poor handling qualities because of their short wheelbase and small tires, inadequate brakes, and low profile which makes it hard for car drivers to see them.) • Especially-hazardous ordinary bikes. • Architectural glass not tem­ pered to make it less hazardous if shattered. • Hazardous toys (which Con­ gressman Moss feels have not been sufficiently policed.) I would also suggest watching out for hazards associated with snow blowers; fire extinguishers with carbon tetrachloride still in many homes and work places even though no longer manufactured; power tools and saws, and aerosol products. Lynne Anne Trevisano, born Mar. 11, 1969, to Seafarer and Mrs. Dominick Trevisano, Brooklyn, N.Y. Raynd Lopez, born Aug. 29, 1972, to Seafarer and Mrs. Raul I. Lopez, Hous­ ton, Tex. Charity Hall, born Aug. 15, 1972, to Seafarer and Mrs. George M. Hall, Mo­ bile, Ala. Nicholas Robertson, born Sept. 28, 1972, to Seafarer and Mrs. John L. Robertson Jr., Gretna, La. James Werda, born Aug. 15, 1972, to Seafarer and Mrs. James R. Werda, Alpena, Mich. Jennifer Reyes, born Jan, 9, 1972, to Seafarer and Mrs. Ruben B. Reyes, Daly City, Gal. Lisa Kropp, born Aug. 8, 1972, to Seafarer and Mrs. James R. Kropp, Ossineke, Mich. John Vito, born Aug. 9, 1972, to Sea­ farer and Mrs. Feliz Vito, San Fran­ cisco, Gal. Douglas Darville, born Feb. 20, 1972, to Seafarer and Mrs. Richard E. Dar­ ville, Houston, Tex. Christopher Rockwell, born May 30, 1972, to Seafarer ind Mrs. Loyde W. Rockwell, Benzonia, Mich. Michael Curnow, bom July 17, 1972, to Seafarer and Mrs. Lawrence J. Cur­ now, Duluth, Minn. Cynthia Wallace, born May 3, 1972, to Seafarer and Mrs. Welden O. Wal­ lace, San Francisco, Gal. April Razor, born Aug. 29, 1972, to Seafarer and Mrs. Norris E. Bazor, Wilmer, Ala. Courtney Biyan, bom June 27, 1972, to Seafarer and Mrs. Heath G. Bryan, Simi Valley, Gal. Jayson Lang, bom June 9, 1972, to Seafarer and Mrs. Arthur R. Lang, Sr., Jacksonville, Fla. Dara Horn, born Sept. 1, 1972, to Seafarer and Mrs. Robert R. Horn, St. Ignace, Mich. Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spcr cific provision for safeguarding the membership's money and Union finances. Tlie constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agree­ ments. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expen­ ditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund finan­ cial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Eail Shepard, Cbainnan, Seafarers Appeals Board 275-20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. Page 28 CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employ­ ers. Consequently, no Seafarer may be discriminated against because of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION—SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Sea­ farer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In con-'fcction with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason the above improper conduct, notify the Seafarers Un­ ion or SPAD by certified mail within 30 days of the con­ tribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade imion concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitu­ tional right of access to Union records or information, he should immediately notify SIU President Paul Hall at head­ quarters by certified mail, return receipt requested. Seafarers Log �Atkmtle, Guff & InNid Woten District OCTOBER 1-31, 1972 'Ti'i "• Wjf %: ' ' vi.'- !4.,.W 'Port r i'* 16 41 14. 7 8 20 .:538 10 •«34- '"-''A. m 69 116 34 619 REGISTERED ON BEACH All Groups Class A Class B Class C •;:r .r;S«i,. 15 29 :Ni 131 ' •. ' /•'. TOTAL SHIPPED AB Groups Class A Class B 5 8 40 83 Boston .••••••«•>•••«< New York ..... Philadelphia ... Baltimore ....... Norfolk .-..i.,.^ Jacksonville ... Tampa ...w...... Mobile New Orleans . Houston .l..,iV.. Wilmington >»,. San Francisco Seattle ........... Totals ............ • DECK DEPARTMENT TOt^t REGISTERED Port -&s 7 56 6 30 10 19 "49 57 17 92 26 385 ''' -1'9' 86 22 335 ENGINE DEPARTMENT ' TOTAL REGISTERED , , , v''{ ", AB Groups^ " Class A ClassB Boston . 4 New York 73 Philadelphia 6 Baltimore'. 31 Norfolk 13 Jacksonville:..........'..,...,....,..; 13 Tampa 7 Mobile 22 New Orleans 69 Houston 85 Wilmington 11 San Francisco ........; 81 Seattle 14 Totals..... 429 3 47 5 22 14 13 6 -11 31 51 14 75 31 323 " TOTAL SHIPPED tiisiS'iERED^ ON':^EACH:: ; U All Groups A Class B 3 > •• 99 :.-'';-.-153' 13 i: :^-19 35 110 19 29 26 21 3 -•x' 7 37 : 49 75 140 85 109 19 15 112 117 34 29 560 803 ; All Groups Class A Class B OassC 2 30 5 27 9 12 3 5 40 47 7 64 12 263 3, " . ' 0 35 6 3 0 13 3 8 1 24 0 6 0 6 0 23 1 26 1 8 0; 50 0 21 1 226 13 STEWARD DEPARTMENT TOTAL REGISTERED Y! a - • . . i. I,>, f t' Port : ¥i»t- Boston New York Philadelphia ,.,... ^ Baltimore Norfolk ...a Jacksonville Tampa Mobile New Orleans .... Houston Wilmington San Francisco .. Seattle 1 Totals • 9jnif •• •• - TOTAL SHIPPED REGISTERED ON BEACH All Groups All Groups Class A Class B Class A Class B Class C 5 0 3 1 137 2 12 62 0 17 1 2 1 74 Wll. 0 21 9 7 1 ':. 17 11 0 7 8 0 , ' . 56 W 5 4 AH Groups OassA Oass B 6 2 37 63 2 9 25 6 20 11 5 15 7 , 8 31 10 44 40 13 63 76 15 21 225 368 23 21 12 66 9 244 10 25 - , .. 1 38 6 148 MEMBERSHIP MEETINGS' SCHEDULE •f. r*. • i SIU-AGLIWD Meetings New Orleans. Dec. 12—2:30 Mobile Dec. 13—^2:30 Wilmington ; Dec. -18—2:30 San Francisco Dec. 14—2:30 Seattle Dec. .22—2:30 New York .Dec. 4---2:30 Philadelphia... Dec. 5—2:30 Baltimore Dec. 6—2:30 Detroit........... Dec. 8—2:30 JHouston '.. Dec. 11—2:30 United Industrial Workers New Orleans. Dec. 12—7:00 Mobile Dec. 13—7:00 New York ;....; Dec. 4—^7:00 Philadelphia Dec. 5—7:00 Baltimore.! Dec. 6—7:00 Houston ....Dec. 11—7:00 Great Lakes Tug and Dredge Section tSault Ste. Marie Dec. 14—7:30 Chicago Dec. 12—7:30 Buffalo Dec. 13—7:30 Duluth ....Dec. 15—7:30 Cleveland Dec. 15—7:30 p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. Directory of Union Halls Toledo Detroit Milwaukee Dec. 15—7:30 p.m. Dec. 11—7:30 p.m. Dec. 11—7:30 p.m. SIU Inland Boatmen's Union New Orleans ; ......Dec. .J 2—5:00 p.m. Mobile Dec.''l3—5:00 p.m. Philadelphia Dec. 5—5:00 p.m. Baltimore (licensed and unlicensed) Dec. 6—5:00 p.m. Norfolk , ...Dec. 7—5:00 p.m. Houston..... Dec. 11—5:00 p.m. Railway Marine Region Philadelphia Dec. 12—10 a.m. & 8 p.m. Baltimore Dec. 13—10 a.m. & 8 p.m. •Norfolk Dec. 14—10 a.m. & 8 p.m. Jersey City Dec. 11—10 a.m. & 8 p.m. tMeeting held at Galveston wharves, t Meeting held in Labor Temple, Sault Ste. Marie, Mich. •Meeting held in Labor Temple, Newport News. SIU Atlantic, Gulf, Lakes & Inlantl Waters Inland Boatmen's Union United Industrial Workers PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams A1 Tanner Robert Matthews HEADQUARTERS 675 4th Ave., BIyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. Second Ave. 49707 (517) EL 4-3616 BALTIMORE, Md 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 SIU (716) XL 3-9259 IBU (716) XL 3-9259 CHICAGO, III 9383 Ewlng Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio 1420 W. 25th St 44113 (216) MA 1-5450 DETROIT, Mich. .10225 W. Jefferson Ave. 48218 (313) VI 3-4741 DULUTH, Minn 2014 W. 3d St. 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287, 415 Main St. 49635 (616) EL 7-2441 HOUSTON, Tex 5804 Canal St. 77011 (713) WA 8-3207 JACKSONVILLE, Fla 2608 Pearl St. 32233 (904) EL 3-0987 JERSEY CITY, N.J 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala 1 South Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3d St. 23510 (703) 622-1892 PHILADELPHIA, Pa 2604 S. 4th St. 19148 (215) DE 6-3818 PORT ARTHUR, Tex 534 Ninth Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. .1321 Mission St. 94103 (415) 626-6793 SANTURCE, P.R 1313 Fernandez Juncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash 2505 First Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo 4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla 312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 450 Seaside Ave. Terminal Island, Calif. 90731 (213) 832-7285 YOKOHAMA, Japan Iseya BIdg., Room 810 1-2 Kaigan-Dori-Nakaku 2014971 ExL 281 Page 29 November 1972 '... '.\sl �JHutal Separtnres I Harold Westphail, 74, passed away on July 1, 1972 after a short illness. Born in Denmark, he was a resident of Satsuma, Ala., at the time of his death. Brother Westphail joined the union in 1938 in the Port of Mobile, Ala., and sailed in the steward de­ partment. He was buried at Pine Crest Cemetei^ in Mobile. Among his survivors is his wife. Myrtle. SIU Pensioner Albert M. DeForesf, 71, passed away August 25 of a heart condition. Born in New York City, he resided in Memphis, Tenn., at the time of his death. Seafarer DeForest joined the union in*!941 in the Port of Mobile, and sailed in the steward department. He was buried at Forest Hill Cemetery in Memphis. Among his survivors is his wife, Maida. Edward M. Barry, 53, passed away March 25, 1972 after a long illness. A life-long resident of Chicago, 111., he joined the union there in 1963, and sailed in the deck department on the Great Lakes. Brother Barry served in the Army Air Corps during World War II. He was buried at Holy Sepul­ chre Cemetery in Worth, 111. Among his survivors is his wife, Nellie, and his daughter, Ellen. Erasmo C. Arroyo, 53, passed away August 17, after a long illness. A native of Puerto Rico, he resided in the Bronx, N.Y., at the time of his death. Brother Arroyo joined the union in 1941 in the Port of New Orleans, and sailed in the deck de­ partment. He was buried at St. Ray­ mond's Cemetery in the Bronx. Among his survivors is his mother, Angelita. SIU Pensioner Claude H. Fowler, 65, passed away July 5 following a long illness. A native of Alabama, he resided in Una, S.C., at the time of his death. Seafarer Fowler joined the union in 1939 in the Port of Balti­ more, and sailed in the deck depart­ ment. He was buried at Greenland Memorial Gardens in Spartansburg, S.C. Among his survivors is his brother, Clyde. SIU Pensioner Herbert DIeridng, 63, passed away July 29, 1972 after a long illness. A native of New Jer­ sey, he was a resident of Staten Island, N.Y., at the time of his death. He joined the union in the Port of New York in 1959, and sailed in the deck department. Brother Dierking served in the Army during World War II. He was buried at Moranian Cemetery in Staten Island. Among his survivors is his wife, Edna. SIU Pensioner Lionel C. Barnes, 65, died September 1 after a long ill­ ness. Born in Massachusetts, he was a resident of Brooklyn, N.Y., at the tiem of his death. Iteafarer Barnes joined the union in 1948 in the Port of New York, and sailed in the deck department. He was buried at Green­ wood Cemetery in Brooklyn. Among his survivors is his wife, Grace. SIU Pensioner William P. Flynn, 84, passed away August 11, after a long illness. A native of Ireland, he was a resident of Mobile, Ala., at the time of his death. Seafarer Flynn joined the union in 1940 in the Port of Norfolk, Va., and sailed in the engine department. He was buried at Pine Crest Cemetery in Mobile. SIU Pensioner Raymond Jurkovic, 64, passed away April 12, 1972 after a short illness. Born in Czechoslo­ vakia, he was a resident of Ashland, Wis., at the time of his death. He joined the union in 1960 in the Port of Detroit, and sailed in the engine department on the Great Lakes. He was buried at St. Agnes Cemetery in Ashland, Wis. Among his survivors is his wife, Mabel. William J. Barrett, 64, passed away July 16 after a short illness. He joined the union in 1943 in the Port of Norfolk, Va., and sailed in the engine department. A native of Penn­ sylvania, Brother Barrett resided in Brooklyn, N.Y., at the time of his death. He was buried at Saint Charles' Cemetery in Pinelawn, N.Y. Among his survivors is his sister, Marion. SIU Pensioner Earl Haskins, 55, passed away August 4 of a heart con­ dition. Born in Boston, Mass., he was a resident of Monument Beach, Mass., at the time of his death. Brother Haskins joined the union in 1945 in the Port of New York, and sailed in the deck department. He was buried at Forest Hills Cemetery in Boston. Among his survivors is his wife, Anna. Edward P. Kiel, 51, passed away August 8, 1972 of a heart condition. A life-long resident of Buffalo, N.Y., he joined the union there in 1960, and sailed in the deck department on the Great Lakes. Brother Kiel served in the Navy during World War 11. He was buried at St. Stanislaus Ceme­ tery in Creektowaga, N.Y. Among his survivors is his wife, Margaret. SIU Pensioner Carey J. Beck, 72, passed away August 7 of a heart condition. A life-long resident of Mobile, Ala., he joined the union there in 1945. Brother Beck sailed in the engine department. He was buried at Mobile Memorial Gardens in Mobile. Among his survivors is his wife, Kattie. SIU Pensioner Auslin E. Henning, 77, passed away September 7 after a brief illness. A native of the British West Indies, he resided in Tucson, Ariz., at the time of his death. Brother Henning joined the union in 1949 in the Port of Tampa, Fla.„ and sailed in the deck department. He was buried at the Garden of Memories in Tampa. Among his survivors is his daughter, Blanche. Peter J. Lougblin, 63, passed away May 1, 1972 after a long illness. A life-long resident of New York City, he joined the union there in 1960, and sailed in the deck department. He was buried at Holy Sepulchre Ceme­ tery in Coram, N.Y. He is survived by his wife, Olga, his sons, Peter Jr., Robert, and James, and his daughters, Grace and Lorraine. Heniy E. Conneli, 62, passed away September 2, 1972 after a short ill­ ness. A life-long resident of Texas, he resided in Dallas at the time of his death. He joined the union in 1948 in the Port of New Orleans, and sailed in the steward department. Brother Conneli served in the U.S. Army during World War II. He was buried at Long Island National Cemetery in Pinelawn, N.Y. Among his survivors is his sister, Willie Mae. John W. Statcben, 57, passed away on April 17, 1972 of a heart attack, while serving aboard the 55 Hood in the South China Sea. Born in New Britain, Conn., he resided in Seattle, Wash., at the time of his death. Sea­ farer Statchen joined the union in 1964 in the Port of Seattle, and sailed in the deck department. He was buried at sea June 16. Among his survivors is his brother, Robert. SIU Pensioner Coley F. Crockett, 78, passed away on July 23, 1972 of a heart condition. He was a resident of Baltimore, Md., at the time of his death. Brother Crockett joined the union in 1951 in the Port of Balti­ more, and sailed in the deck depart­ ment. He was buried at Moreland Memorial Park, Baltimore. Among his survivors is his brother, Clark. Page 30 J'. William F. Simns, 47, passed away suddenly March 8, 1972 of a heart attack. A native of West Virginia, he was a resident of Bono, Ohio at the time of his death. He joined the union in 1960 in the Port of Detroit, and sailed in the deck department on the Great Lakes. Seafarer Simns served in the Navy during World War II. He was buried at Toledo Memorial Park in Sylvania, Ohio. Among his survivors is his wife, Gertrude. Leonard R. McConnell, 46, passed away June 29, 1972 of a heart attack. A native of Grand Rapids, Mich., he resided in Elberta, Mich., at the time of his death. He joined the union in the Port of Elberta in 1953, and sailed in the deck department on the Great Lakes. He was buried at Gilmore Cemetery in Benzie County, Mich. Among his survivors is his mother, Anna. Gustave W. Mackyol, 58, passed away suddenly May 27, 1972 of a heart attack. A native of Duluth, Minn., he resided in Superior, Wis., at the time of his death. He joined the union in the Port of Duluth in 1961, and sailed in the deck depart­ ment on the Great Lakes. Brother Mackyol was buried at Greenwood Cemetery in Superior, Wis. Among his survivors is his wife, Charlotte. 'i Seafarers Log �V, IVarcoticis: The 'Grim Reaper When it comes to problems that affect the American people and their society, it's quite obvious that this nation's No. I con­ cern is with the question of narcotics. That word "narcotics" covers the entire range of drugs. It in­ cludes everything from marijuana to heroin. It includes barbitu­ rates and amphetamines—the so-called "uppers" and "downers" —and everything in between. The government has mounted a full-scale campaign against narcotics. In this fight, it has enlisted the press, radio and televi­ sion, the medical profession, the churches, the schools—every­ body. The attack is based on three key points: • The use of narcotics is illegal. • The use of narcotics is dangerous to the health—even the life—of the user. • The use of narcotics involves a serious "moral issue." These are legitimate points. But for the Seafarer, the question of narcotics comes down to an even more basic issue: Any Seafarer using narcotics—ashore or asea—loses his sea­ man's papers forever! A man who gets "busted" once on a nar­ cotics charge gets busted economically, too—because he loses his right to go to sea—not just for awhile, but for the rest of his life! That's a tough rap—losing your passport to life—but that's the way it is. A single "stick" of marijuana . . . just a couple of grains of the hard stuff ... and a man is through in the maritime industry! It's almost as tough on the shipmates of the man who uses—or even possesses—narcotics. Any Seafarer caught with narcotics in his possession makes his ship—and his shipmates—"hot." It subjects the men and their vessel to constant surveillance by narcotics agents in this country and abroad. And, of course, any Seafarer who is an addict—who uses any drug that affects his mind and his ability to function normally— endangers the lives of his shipmates. The possibility of an emer­ gency is always present aboard ship—and only alert minds can react to an emergency. Talk to Seafarers about the "grim reaper" and they'll tell you about accidents or storms at sea ... or about the hazards of com­ bat service. They should put narcotics at the top of the list—because it can claim more lives, or it can threaten more livelihoods, than any other peril. Narcotics. The "grim reaper." It's sure something to think about. �SEAFARERS^LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO SUghtly;:P^;;^\ •v;;v was $J7 per week—for a at times totelled as much as 84 houis. In the engine department, a wiper earned $14 a - . _ week. A raessmaa's wage was a paltry $10 per week. 5 C In addition, the living working conditions ' aboard ships in those days wrere horrendous at best I as can be s^n in the |dK^ There was no pension, welfare or vacation prcfe V grams for seanien.^^ j^^ he had followed the sea for I n20 years and h^ jfo ^ could look forwaprd to was the sfwctire^ existing for the rest of his life on bis meager aavrngs-Hlf he was able to save anything at all out of the pay received. But then, just 34 years this past hfo^ Seafarers Internatioh^^lhuon of Noi^ Ani^^ founded with the basic aim of to the :iSeafareis'Jdtmdife. , What the union has accomplished to foe toervenihg ;^ars is visibto for aU foaee, espe^afly sailed back to the early '30's and ton stdl sailtog ii^ay. ;Today,- :;an--SIU/bostoA^saitog^tooafo "-f ^ freightstop receives a monthly base wage of more —•. ^.'iiL ' , than $730—and for a 40 hour work week. A wiper ; , ' has a monthly wage of moie than $516. A messman now earn more than $431 per month sailing ' jj^^^Wifo foe SIU,-^„ , ^ hard for unpr iiptmam cool^om for its members and consi . en made in these areas as s in the photo St lower left depicting foe clcanliue and roomtoe.ss of a^ arewmea^tor's living qus aboard modem-di '••m ' '''''Hi .1 m v-fy^yt'fr • I «n^l t- I. '/ l5\' ^ -'W. ^ mm '/'•J 1 /fi 0" • '^Cf •' ' ^ ' iand vactoion pltoe to foe country—a group of plans that has to dal, ; . paid out over $187 million to benefits to Seafarers; and their dependents. The photo at top right shows an SIU member receiving his first pension check , under the "20-at-55" retirement plan and the bottom^ right photo shows another member just taking it' easy at foe SIU Vacation Center at Piney Point, M( ' :C A miion.is only as strong is its members wish . fto be and Seafarers have fought hard to make the| lunion one of the fin^t and strongest to d |American labor movement. This is the tradition of the SIU—a tradition thj has guided the union to foe past and will conUp«« to guide it m foe future, iiii ii 1I {• . . •'. ''' "- ^ -•' 'r-u-r'• ' ' ' I'' y'' ' . a. - •-. "**1 I ' ''' . T r .• .i.. «• » # ^ : ; 1 :1 J'f' '• ^ \ 1c ' H I1 r:-. .... .V.-- ^ - � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource November 1972 Description An account of the resource Headlines: APPLICATIONS, NOMINATIONS STILL BEING ACCEPTED FOR BOSUN RECERTIFICATION COURSE, COMMITTEE TWO SIU-CONTRACTED VESSELS EXPECT SOVIET-BOUND CARGO TIME TO IMPLEMENT CARGO PREFERENCE LAWS SIU CONTINUES BATTLE TO SAVE PHS HOSPITALS SEAFARER'S HEROISM AVERTS DISASTROUS FIRE ABOARD STEEL DESIGNER ON FAR EAST RUN EDUCATION OF UNION MEMBERS URGED BY AFL-CIO'S DAVIS STANDARD OIL GOOFS, UNION WORKER GETS OPTION ON 'TONY THE TIGER' FORMER SECRETARY OF BRITISH MERCHANT MARINE MAKES VISIT TO MTD LUNCHEON MEANY SAYS 'FAST BUCK ARTISTS' HURTING U.S. ECONOMY AFL-CIO'S JAGER CLAIMS 'DAY OF RECKONING' COMING POWER CHARGES U.S. TAXPAYERS 'PAY CONSEQUENCES' MTD PROMOTING INDUSTRY, WORKERS THROUGH PORT COUNCILS MCLEAN: ANOTHER SL-7 IN OPERATION FOR SEA-LAND RETURN TO MURMANSK FARAH BOYCOTT DRIVE INTENSIFIED BY LABOR PUBLIC INTERESTS SUFFER AS CONGRESS ADJOURNS; LOBBYING EFFORTS PAY OFF FOR SPECIAL GROUPS AFSCME CHARGES 'FRINGE BENEFITS' REPORT MISLEADING S.S. HOUSTON SAILING FOR PANAMA LABOR DEPT. FIGURES SHOW 'CONTROL' INEQUITIES PROFITS SOARING WAGES CREEPING SEA-LAND'S BOSTON OVERCOMES OBSTACLE QUESTIONS ANSWERED ABOUT SOCIAL SECURITY SATTAHIP, SASEBO, YOKOHAMA, SAIGON... ALL FAMILIAR PORTS OF CALL TO SEAFARERS PRODUCT SAFETY LAW IS ENACTED BY CONGRESS; CONSUMERS CAUTIONED AGAINST EFFECTIVENESS SECURITY IN UNITY Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 11/1/1972 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXIV, No. 11 1972 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/05bc9bdaa537cb35965bf42a6c1494bf.PDF 958a4d4f9c52a4874313e08265c0b0a7 PDF Text Text Official organ of the SEAFARERS INTERNATIONAL UNION* Atlantic, Gulf, Lakes and Inland IWSiters District-AFL-CIO t SEAFARERS LOG Security In ^nity Yd. XXXIV No. 10 VS.- October 1972 (S^ fage 3) '•Br • Hudson's MSG Pact Involves SlU Jobs Opens SL^7 Service o (See Page 3) Waterman Begins LASH Construction (See Page 3) Congress Approves New Subsidy Bill (See Page 4) (See Pages 75-^81 �Applications for participation in the SIU's Bosun Recertification Training Program are now being accepted—along with nominations of bosuns to serve on a seven-man rank-and-file committee to pass on the rules for this new program. At the August 1972 monthly membership meet­ ings in all ports. Seafarers voted unanimously to adopt a recommendation calling for the institution of a Bosun Recertification Training Program. This action was reafiirmed at the September 1972 port meetings. Members Establish Cmniiuttee As a first step towards setting up the new pro­ gram, the membership also provided for election of a committee of qualified bosuns to pass on the eligibility of applicants for the program. This com­ mittee shall be composed of seven bosuns. The SIU Executive Board designated November 1 through November 30 as the period of nomination for service on the committee. During this period, appli­ cations for participation in the program itself are also being accepted and will continue to be accepted imtil further notice. Every SIU bosun witli full "A" seniority who also has one or more years of Coast Guard discharges in the rating of bosun, will be eligible for service on the committee or participation in the training program. Every bosun who meets these requirements may nominate himself or be nominated to serve on the Recertification Committee. Sdecting the Committee On December 1, 1972, the day after the close of nominations, a special meeting will be held at headquarters to elect a six man committee to pass on the credentials of nominees. On December 4, during the general membership meeting at SIU headquarters, the Credentials Com­ mittee will report the names of those nominees eligible for service on the Recertification Committee. The election of bosims to the Recertification Committee will be held in all ports on Wednesday, December 20, 1972. In order that all those eligible may have an opportunity to either be nominated or nominate themselves to the Bosun Recertification Program Committee, the union has made provision for a mail ballot. Any bosun unable to cast his ballot in a SIU port on that date should submit a request for a mail ballot to headquarters no later than Tuesday, December 5, 1972. SIU Board Action On 1972 Elections The SIU Executive Board on October 12 took the following action: It recommended that all affiliates are free 1. To endorse the presidential candidate of their own choosing; with such endorse­ ment being in the name of that affiliate; or 2. To maintain a position of neutrality, as they choose, and 3. That the President of the International may endorse either of the candidates or main­ tain a position of neutrality in the name of the International. On December 27, 1972, an election tallying committee consisting of six ^ active bosuns in good *ii standing will be selected at the headquarters mem­ bership meeting. This tallying committee will make its report no later than Friday, Januaty 3, 1973. Following the tallying committee's report the seven bosuns who have been elected to the Recerti­ fication Committee will than be notified to report to SIU headquarters by January 8, 1973, to begin , their study and review of all applications for partici- 4 pation in the program. In the past, the seniority upgrading programs' conducted by the SIU have b^n responsible for, producing the necessary numbers of highly qualified Seafarers for jobs aboard ships imder contract tO' the union. 1 New Technology Coming The Merchant Marine Act of 1970 provides for" a construction program of 300 ships at the rate of , 30 ships per year for 10 years. The new vessels wiU' utilize all of the latest innovations, including on. board automation. Many of the vessels will also feature unique methods of propulsion and cargo . handling. , ;l The recommendation for the Bosun Recertifica- j tion program is based on the fact that aboard SIU . manned vessels, the bosun is not only the most important unlicensed seaman, he is also the ship's chairman, which niakes him the SIU's representative at sea. In addition a good bosun must have knowl-,f|f: edge of every skill required in the deck department. | This is why the SIU's seniority upgrading pro-" 4 gram has made provision for a program that will ' produce highly qualified and fully certified bosuns.' A list of those ell^ble appears on Page 20. Security in Unity . s-;*/ •- The maritime industry, by its very nature and as has been proven throughout history, has to struggle to preserve what it already has, and has to struggle even harder to move ahead. Among our problems in this industry, we must meet head-on the presstires of worldwide competition of foreign-flag ships, many of which employ low-paid crews in comparably deplorable working conditions. And government agencies, such as the State Depart­ ment and the Department of Agriculture, are seeking to thwart the American merchant marine by not complying with Cargo Preference laws and simply ignoring U.S.flag ships. It's a proven fact that this country's merchant marine has suffered from neglect at the hanck of its own govern­ ment; it's a proven fact that this country's merchant marine, which was once the world's greatest maritime power, now carries only 5 percent of all U.S. imports and exports; and only recently has the American public begun to be aware of the pli^t of its merchant marine. I'k IMR •I .m The maritime industry is jiow beginning to show signs of revival after all these years of neglect. And the SIU can stand proud in the realization that it has contributed immeasurably to this revitalization of American-flag shipping. Its contributions were made possible only because of an understanding membership, which recognized the problems besetting the industry and was willing to seek solutions through collective deliberation and action. Before any problem can be solved and defeated, we must first understand it. Our members have done just this. They have shown the willingness and patience to resolve and correct these problems through understanding. Jl ' With such an attitude and with such determination on the part of the membership, we can succeed in doing what the union is supposed to—provide job opportunities and security for the Seafarer and his family. ' /I Yet despite all these obstacles. Seafarers have, by their unity of effort and purpose, made their union an effective instrument in fighting such encroachments and have en­ abled it to perform its basic function—protecting the •jobs of the members. Any SIU man who knows the history of the American seamen's movement knows that the only way to really protect himself adequately is to do it through a united effort. A union is only as strong as its members want it to be. Paul Hall ;> Throughout its history the SIU has been able to meet and weather the challenges which pose threats to the se­ curity of its members—only because of the solidarity of the members themselves. And it will continue to do so. Change of address cards pn Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-C10, 675 Fourth Avenue^ Brooklyn, New York 11232. Published monthly. Second Class postage paid at Washington, D.C. , r.-.^'y-cr li �Bilateral Agreement with Soviet Union Means 5,000 New American Jobs A precedent-setting bilateral mari­ time trade agreement has been reached between the United States and the Soviet Union, an agreement which guarantees that one-third of all the cargoes between the two countries will be reserved for American-flag ships. The SIU and other maritime unions insisted on this specific provisions be­ fore they would agree to move any future cargoes to Russia. (Full text of White House statement on the trade agreement appears on Page 5.) The job-creating agreement between the Soviet Union and the United States that requires that a third of all ocean­ going commerce between the nations be carried by American-flag vessels establishes a policy breakthrough that could lead to the complete revitaliza- rj « 1 1 t > I • % '• ' 4 i V '.r. :•M "If you can't ship, you can't sell or trade." The SIU and the AFL-CIO Mari­ time Trades Department, along with other maritime unions, have been waging an intensive battle on Capitol Hill for several years in an effort to drive home the theory that the United States cannot be a first-class trading nation unless it has a first-class fleet. Opens 40 Ports The Soviet-American trade agree­ ment opens 40 ports in each nation to commercial ships of the other coun­ try. Most of the major American ports on the East, West and Gulf Coasts and the Great Lakes are included. This marks the first time that Soviet vessels can call upon East Coast and Great Lakes ports since 1963. The grain agreement requires that the Soviet Union pay American ship­ pers a rate of $8.05 a ton or 10 per­ cent over the world shipping rate, whichever is greater. The remainder of the cost will be covered by Federal operating subsidies made available to bulk carriers for the first time under the SlU-supported Merchant Marine Act of 1970. Peterson, who was joined in the negotiations by Assistant Secretary of Conunerce for Maritime Affairs Robert J. Blackwell, called the agree­ ment "an indispensable first step in beginning the new era of expanded commerce with the Soviet Union." Trade between the nations is ex­ pected to extend far beyond the ship­ ment of grain. The Soviet Union is expected to import massive amounts of machinery built by American workers—and ex­ port to the United States raw materials. $566.4 Million LNS Contracts Now Signed MSC-Hudson Pact Means New SIU Jobs Two multi-million dollar contracts for LNG ships to be built in U.S. yards were signed in September. The first, for $268.7 million, was awarded to the General Dynamics shipyards in Quincy, Mass., where three 125,000 cubic meter tankers will be produced for what is known as the Eascogas Project. The other contract, for $297.7 million, was awarded to the Newport. News Shipbuilding and Drydock Co, which will build the first three of six expected LNG tankers for El Paso Natural Gas Co. One of the signatories to the con­ tract is the Maritime Administration which will grant subsidies of $63.8 million to the Eascogas construction project, and another $76.3 million to the El Paso shipbuilding project. The six tankers will be the first built ip U.S. yards, and are expected to play-a major role in making the U.S.-flag a factor in shipping of liquefied natural gas a vital agent in planning for the nation's future energy needs. New job opportunities for Sea­ farers will result from the Military Sealift Command's (MSQ selection of Hudson Waterways Corp., an SIUcontracted company, to operate a fleet of 13 government-owned tankers for the next five years. The company, a wholly owned sub­ sidiary of Seatrain Lines, Inc., will assume operations of each of the ships as they reach port. The tankers will operate worldwide under MSC control, delivering petrol­ eum products for Department of De­ fense organizations. Hudson Waterways was awarded the contract in competitive bidding. The tankers have been operating under a contract between the MSC and Mathieson Tanker Industries. As a result of this development more than 500 new job opportunities will be available to Seafarers who will man the vessels. The contract provides that Hudson Waterways will operate the fleet for the next five years. MSC is expecting delivery in 1974 and 1975 of nine new tankers to re­ place some of the older ships in the current fleet. The MSC-Hudson agreement is but one in a series of developments by SlU-controlled companies that are se­ curing jobs for the future. Many of the new ships being con­ structed by SlU-contracted operators are being built with the help of Fed­ eral subsidies that became available under the Merchant Marine Act of 1970—a legislative landmark in U.S. maritime history. The SIU was among the leading supporters of the bill. A Reminder « tion of the U.S. merchant fleet. The agreement between the two world powers provides that a third of all U.S.-USSR oceanborne commerce will be transported by ships of each nation, with the remaining third being available to third-flag shippers. An immediate impact is expected, since the Soviet Union is buying 17 million tons of grain from the United States. At least 5.5 million tons will be transported on American-flag ves­ sels. U.S. Secretary of Commerce Peter G. Peterson estimated that "at least 5,000" jobs will be created by the grain shipments alone for American seamen, longshoremen and shipyard workers. In a statement that makes explicit the reasoning behind the bilateral trade agreement, Peterson said: Seafarers contacting SIU head­ quarters requesting permission to change the department aboard ship in which they have shipped and registered are reminded of the pro­ vision governing such change con­ tained in the membership approved Shipping Rules dated June 16, 1972. Article 1, Section B of the Ship­ ping Rules reads as follows: "A seaman may not change the department in which he ships with­ out loss of accrued seniority unless he receives penuission from the Seafarers Appeals Board. The Sea­ farers Appeals Board shall grant such permission only upon proof establishing in the sole judgment of the Board that medical reasons warrant the change." Headquarters urges every Sea­ farer to consider this provision be­ fore submitting a request for change of department. October 1972 A LASH vessel of the type Waterman has under construction. Waterman Begins LASH Construction The keel-laying for the S. S. Robert E. Lee (Waterman), a radically new cargo ship of the LASH design, a sys­ tem which will dramatically change shipping concepts throughout the world, was held in September at Avondale Shipyards, Inc., in New Orleans, Louisiana. The LASH (lighter aboard ship) vessels are single screw, steam turbine propelled general cargo ships in­ corporating the new concept of carry­ ing lighters. Three of the new type vessels are being built for Waterman Steamship Corporation. These vessels will replace vessels built after World War II, and will be used from the Gulf of Mexico and the East coast to the Red Sea, Persian Gulf, India, Pakistan and Bangladesh. Waterman Steamship Corporation, with the larger more productive LASH vessels, hopes to increase tonnage in those areas. The Robert E. Lee, the first ship for Waterman Steamship Corporation to be built under the Merchant Marine Act of 1970, will have a length of 893 feet 4 inches, including cantilever stern, a beam of 100 feet and a deadweight capacity of 40,000 long tons. Each ship will be powered by a steam turbine generating 32,000 shaft horsepower giving a speed of 22 knots and will carry 89 lighters. The Robert E. Lee, which will per­ mit rapid shuttling of high speed car­ riers with a minimum of costly port delays for shippers, utilizes the piggy­ back principle. General cargo will be loaded or unloaded from barges, or lighters, rather than into the vessel itself. When a vessel arrives in port, the preloaded lighters will be lifted aboard thus eliminating the necessity of any lengthy time in port. All barges will be loaded or unloaded without bene­ fit of any additional port handling gear. Various company and government officials participated in the keel-laying ceremonies. Seafarers who are due retroactiw wages for voyages aboard contract* ed vessels after June 16, 1972, prior to aqjproval of the new SItJ contract by the pay board should immediately contact the company by whom they were employed or SIU headquarters to secure these back wages.:- • \ Page 3 �Subsidies approved by Congress will go to construction of ships like the one on the ways here. Congress Approves New Maritime Bill Congress provided a major boost for the maritime industry when it placed its stamp of approval on a measure that will enable the Maritime Administration to further its program for revitalization of American ship­ ping. In last-minute action, both the House and the Senate passed a supple­ mental appropriation of $175 million that the Nixon Administration had requested for Federal government sub­ sidies for the construction of new vessels under the terms of the Mer­ chant Marine Act of 1970. The supplemental appropriation was requested because the previous $250 million that had been approved for shipbuilding subsidies had ^en nearly depleted as the drive to modernize America's merchant marine began to take hold. Maritime Administrator and Assist­ ant Secretary of Commerce for Mari­ time Affairs Robert J. Blackwell made an urgent appeal to Congress for the additional funds. Five More LNG's Blackwell told the House Merchant Marine and Fisheries Committee that without the supplemental appropria­ tion, "we will risk losing the momen­ tum which has been achieved in the ship construction program." The new funds, the Administration said, would be used to assist in the construction of several ships, including five more liquified natural gas carriers, two ore-bulk-oil ships and a roll-on, roll-off vessel. Blackwell said that with the sup­ plemental appropriation, he expected that contracts would be completed for all eight of the ships by next June 30. The Administration in June an­ nounced that contracts had been signed providing for Federal subsidies to aid in the construction of 16 new vessels costing a total of $660 million. The subsidies amounted to $284 million. President Nixon, at the time of the signing of the massive shipbuilding contract package, said the action was part of a new program designed "to restore our merchant marine to a vigorous, competitive position on the high seas, and to restore employment and profit in shipping and shipbuild­ ing industries at home. "The Administration has a firm commitment, which we are fulfilling, to restore the U.S. to the rank of a firstclass maritime power," the President asserted. New Job Openings The Administration reported that the additional shipbuilding that will be generated by the supplemental ap­ propriation will provide an estimated 31,000 man-years of employment in American shipyards. The ships, as they are completed, will add substantially to the number of job opportunities available for sea­ men, as well. With the ships that are expected to be built with the aid of the supple­ mental appropriation will bring to 36 the num^r of new vessels contracted for under the terms of the Merchant Marine Act of 1970. House to Act on Fishing Bill A bill that would impose a $1,000 fine on Canadian surplus fishing ships that crown Alaskan fishing grounds has been favorably reported to the House of Representatives by the House Merchant Marine and Fisheiies Committee. The bill, sponsored by Rep. Nicho­ las Begich (D.-Alaska), is meant to curtail use of surplus ships sold by the Canadian government with a re­ striction that they can not be used for fishing in Canadian waters. Rep. Begich said these vessels, "im­ mediately turn up in Alaska where they overcrowd the already crowded Alaska waters, and make it impossible for Alaskan fishermen to earn a living. By B» ROCEXR Both houses of Congress have been meeting in evening sessions recently in an attempt to act on some of the important legislation still pending. As we go to press, the. Senate is engaged in a filibuster to prevent the Consumer Protection Agency bill from coming to a vote. Filibuster may be used in the Senate—but not in the House—^to prevent a vote. A Senator representing a minority position may talk about anything, once he gets the floor. Debate can only be limited by cloture. Sixteen members must sign a petition for cloture motion, and two-thirds of the Senators present must vote for cloture, which limits each speaker to one hour of debate on the proposed bill, ending the filibuster. There have alreay been three cloture votes, but non giving the necessary two-thirds vote. Qoture has been successful (mly six times in the history of the Senate, so the bill is almost surely doomed for this session. An $18.5 billion Social Security and welfare bill has passed the Senate and will now go to conference with the House. Different versions of the minimum wage bill have passed both houses and are scheduled to go to a conference committee to resolve the differences. Coverage is still in doubt for many workers who wages are below the poverty line. The Senate version of the bill gives greater coverage to domestics and other workers as well as a higher minimum to teen age workers. The energy crisis, which has long been a matter of concern to Seafarers, is under investigation in at least five committees in Congress. The problems are numerous. We are using more ener^ at an everincreasing rate. There are more people and they make greater demands on the reserves. We now import 25 percent of our oil; by 1985, that figure will become more dependent on supplies from Venezuela and the Middle East, and we will be dependent on foreign-flag ships to transport that oil. .. Therefore, cargo preference will be one of the major goals for SIU when the new Congress convenes in January. Our representatives are preparing for "Round Two" in this effort to protect our supply, our economy, and our jobs. Just before adjournment. Congress passed an additional $175 million . for shipbuilding for fiscal year 1973. The Maritime Administration had re­ quested the supplemental appropriation. For details, see page 3. Shqpbufldii^ Loan Guarantees Title XI of hte Merchant Marine Act of 1936 provides for merchant shipbuilding loan guarantees, and is administered by the Maritime Admin­ istration, under the Commerce Department. A new bill, S.3001, the Federal Financing Bank Act, would place re­ sponsibility for Title XI under the Treasury Department and would require an annual authorization by the Office of Management and Budget, causing a delay in obtaining funds through the maze of bureaucratic structure. The result would be a slow-down in the shipbuilding program, just when it has begun to flourish. Therefore we have submitted a statement to the House Ways and Means Committee, where S.3001 is being considered, and have stated strong objections to these provisions of the bill. Chairman Mills has indicated in the hearings that the bill will be amended to remove these restrictions. PHS Hospitals H.R. 16755, to amend the Public Health Service Act, has been reported out of the House Interstate and Foreign Commerce Committee and now goes to the floor of the House. Some of the provisions in the companion Senate bill have been deleted from the House biU so that it is far less specific in alternative health care coverage if a hospital is closed. As soon as action is completed in the House, a conference committee will be appointed to work out the differences in the two versions of the bill. SIU representatives will be working with conferees and their staffs to retain and improve the hospitals and their services. Support SPAD Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the il^t for legiriation to protect the securtiy of every Seafarer and his family. �Full Text of White House Statement I On U.S.-Soviet Shipping Agreement Following is flie fun text of a statement issued fnun The White House <m flie occasion the signing of the bilateral shqq^ng agreemoit for grain cargoes between die U.S. and the Soviet Unimi. ••ji.54 I N. A major maritime agreement with the Soviet Union was signed today by U.S. Secretary of Commerce Peter G. Peterson and the Minister of Merchant Marine of the Union of Soviet Socialist Republics Timofey B. Guzhenko. This Agreement represents another necessary link in the estab­ lishment of an expanding commercial relationship with the Soviet Union. does it include warships or vessels carrying out state func­ tions other than those mentioned above. It is not intended to cover any liqudied natural gas trade which may develop between the nations. The negotiations wihch culminated in this Agreement were initiated in the latter part of 1971, and have been the subject of a series of meetings in Washingtcm and Moscow throughout 1972. Under the Agreement, neither naticm shall charge vessels of the other tcmnage duties which exceed duties charged to vessels of other nations in like situations. By providing a broad framework and a clear set of ground rules for maritime activities between the two coun­ tries, this Agreement is an important step toward normaliz­ ing and expanding maritime relationships between the United States and the Soviet Union. OBJECTIVES The Agreement has two basic objectives; first, to open the channels of maritime commerce between the two na­ tions by opening major U.S. and Soviet commercial ports to calls by specified kinds of U.S. fiag and Soviet-flag vessels the opportunity to participate equally and substantially in the carriage of all cargoes moving by sea between the two nations. SALIENT POINTS OF THE AGREEMENT Port Access. The Agreement provides access to specified Soviet and United States ports to flag vessels of both coun­ tries engaged in commercial maritime shipping and mer­ chant marine training activities. Under the Agreement, 40 ports in each nation are open to access by vessels of the other nation upon four days' advance notice to the appro­ priate authorities. The selection of the ports was based on commercial considerations, reasonable reciprocity and pro­ tection of national security interests. The U.S. ports open to access by Soviet vessels are: ii: Astoria, Oregon Baltimore, Maryland Baton Rouge, Louisiana Bay City, Michigan Beaumont, Texas Beliingham, Washington Brownsville, Texas Burnside, Louisiana Chicago, Illinois Ceveland, Ohio Coos Bay (including North Bend), Oregon Corpus Christi, Texas Duluth, Minnesota/ Superior, Wisconsin Erie, Pennsylvania Eureka, California Everett, Washington Galveston/Texas City, 76X&S Honoiulu, Hawaii Houston, Texas Kenosha, Wisconsin Long Beach, California Longview, Washington I • Los Angeles (including San Pedro, Wilmington, Terminal Island), California Milwaukee, Wisconsin Mobile, Alabama New Orleans, Louisiana New York (New York and New Jersey parts of the Port of New York Authority), New York Olympia, Washin^on Philadelphia, Pennsylvania (including Camden, New Jersey) Ponce, Puerto Rico Port Arthur, Texas Portland (including Vancourver, Washington), Oregon Sacramento, California San Francisco, (Including Alame­ da, Oakland, Berkeley, Rich­ mond) California Savaiuiali, Georgia Seattle, Washington Skagway, Alaska Tacoma, Washington Tampa, Florida Toledo, Ohio While the four-day notice requirement is more than the normal 24-hour notice period applicable to commercial vessels, it is substantially less restrictive than the 14-day advance request requirement now applied by the United States to Soviet vessels and the 14-day advance request re­ quired by the U.S.S.R. for U.S. vessels. Entry of vessels to ports ndt specified in the Agreement will continue to be permitted in accordance with existing rules and regulations, i.e., the 14-day prior request provisions will still apply. Re­ quests for entry by Soviet vessels to U.S. ports not specified in the Agreement must be made of the Department of State, Washington, D.C., and must be accompanied by an itinerary complete with ports of call and dates. Maritime training vessels and hydrographic and other research vessels may enter the ports only for purposes of resupply, rest, crew changes, minor repairs and other services normally provided in such ports. The Agreement does not involve any concessions in the policy of the United States with respect to ships which have called on Cuban, North Viemam or North Korean ports. Soviet vessels which have called or will call on Cuba, North Vietnam, or North Korea will not be permitted to bimker in U.S. ports and Soviet vessels which have called on Cuba or North Vietnam will not be permitted to load or unload in U.S. ports government-financed cargoes such as grains sold on Commodity Credit Corporation credit terms. I ' i . 1 ' 'i [J.. In addition, the Agreement contemplates the access of initially 81 U.S. and 50 Soviet vessels engaged in hydrographic, oceanographic, meteorological or terrestrial mag­ netic field research of a civilian nature. The Agreement does not include vessels engaged in fishing or related activities since these matters are covered by separate agreements; nor October 1972 TONNAGE DUTIES EQUAL AND SUBSTANTIAL SHARING The Agreement sets forth the intention of both govern­ ments that the national-flag vessels of each country will each carry equal and substantial shares of the oceanbome commerce between the two naticms. At the same time the Agreement recognizes the policy of both the United States and the Soviet Union with respect to participation in its trade by thrid-flag vessels. The intention that a substantial share of the trade betwera the two nations will be carried by each national flag merchant marine is defined as meaning that the nationalflag vessels of each nation will have the opportunity to carry not less than one-third of all cargoes moving in whole or in part by sea between the two nations, whether by direct movement or by transshipment through third countries. In the case of grain shipments, the one-third requirement is to be applied retroactively to all shipments since July 1, 1972. Equal share of the trade between the two nations is measured on the basis of U.S. dollar freight value of cargo carryings by the national-flag vessels of each party during each calendar year accounting period. Special accounting procedures are established to determine on a uniform basis the U.S. dollar freight value of cargo carryings and to protect against the possibility of disparities caused by the undervaluing of freight rates to increase the volume of cargo carried. These procedues are also designed to permit continuous monitoring so as to maintain parity of carriage throughout the accounting period. Cargoes carried in liner vessels, and bulk cargoes carried in nonliner service are accounted for separately under the Agreement due to the difference in the methods of establishing freight rates. The opportunity for carriage of equal and substantial' shares of the trade between the two nations by national-flag ships is to be assured by the routing of controlled cargoes; i.e., cargoes with respect to which entities of either govern­ ment have the power to designate the cariage. On the U.S. side, this includes only those cargoes which are subject to U.S. government control under our cargo preference laws. On the Soviet side, all exports and imports for which en­ tities of the U.S.S.R. have or could have the power at any time to designate the carrier are included. Recognition has been given to the practical commercial consideration that vessels of either nation may not be avail­ able to carry the amount of cargo to which they are en­ titled under the principles of the Agreement. Under such circumstances, a limited variance from the equal and sub­ stantial sharing rules is provided. Such variance is permitted where the cargo was offered on reasonable terms and con­ ditions and where the unavailability of national-flag carriers is certified by a representative of the U.S. Maritime Ad­ ministration or U.S.S.R. Ministry of Merchant Marine, as the case may be. Even though unavailability has bem cer­ tified by the appropriate representative, there is still an obligation to continue to offer controlled cargo to restore the one-third share if possible within the same calendar year. Freight Rates. The matter of freight rates to be paid to U.S. vessels is an important provision of the Agreement With respect to liner service, U.S.-flag carriers should face no significant problems because U.S. vessels can participate in this trade under the conference-rate system with the assistance of the U.S. operating subsidy program. Rates for shipment of bulk cargo, such as grain, however, present a different situation. Bulk cargo is shipped in world trade under charter rates which are set in competition with ships of nations with far lower costs than American ships. The United States has never before had a subsidy system which permit its vessels to compete in the bulk grain trade, al­ though such a subsidy system was legislatively authorized in 1970. In lieu of a subsidy system for bulk cargo, there were regulations which required shipments of grain to the Soviet Union to move 50% in U.S.-flag vessels. This, how­ ever, never resulted in significant carriage for U.S. vessels. Freight rates are a substantial part of the cost of grain and without subsidy the rates charged by U.S.-flag carriers in­ creased the cost of grain beyond the level buyers were willing to pay. Under the Agreement, the two governments have worked out rate provisions for two categories of bulk cargo to be carped by U.S. vessels. For nonagricultural bulk cargoes, the Agreement in es­ sence provides that American vessels shall be paid in each year the average of the freight rate for that category of cargo on the route in question over the prior three calendar years. The other and far more important category of charter rates is for agricultural cmnmodities and products. With respea to these cargoes the Soviet Union will offer to United States vessels the higher of: 1. A rate computed on the 3-year average formula de­ scribed above for the years 1969, 1970, and 1971. This rate for the route most expected to be used for the current grain sales is $8.05 per ton for wheat and other heavy grains, or 2. 110 per cent of the current market rates for the ship­ ment involved. In addition to these provisions, for agricultural cargo the Soviet Union has also agreed to terms relating to unloading ships in the Soviet Union which are more favorable to United States vessels than would otherwise apply in this trade. Our maritime experts estimate these special terms represent a reduction from typical rates of at least $1.75 per ton. These special provisions for rates on agricultural, cargo apply through June 30, 1973, by which time the parties will negotiate future rates. This vrill permit review of the actual workings of this rate system near the close of the current imusual grain shipment season. TERM OF AGREEMENT The Agreement remains in force through 1975, subject to earlier termination by either party on 90 days' notice. UNITED STATES SUBSIDY Although not part of the Agreement, a necessary part of achieving its objectives is that the United States pay a subsidy to its own vessels in the carriage of agricultural cargo. This is not a financial advantage to the Soviet Union since it could carry all this cargo in its own vessels or third-flag vessels at lower costs than it will pay United States vessels. The combination of higher than marget charter rates, and favorable terms for unloading, afforded U.S.-flag vessels reduces the subsidy costs. The subsidy system, to be published shortly, is authorized under the Merchant Marine Act of 1970. Because the ships which will be involved in this trade, unlike U.S.-flag vessels carrying freight in the liner trade, have not received United States construction subsidies, the subsidy to be provided will take into account the amount by which U.S. construction costs exceed foreign construction costs. In order to keep the subsidy at a minimum, it has basically been designed to create no more than a break-even situation at $8.05 for most ships which will be likely to participate. The esti­ mated subsidy paid to vessels carrying agricultural cargo under the Agreement will be in the range of $8.00 to $10.00 a ton, if market rates stay in the range of $9.00 to $11.00 a tOT, which compares to the current subsidy of about $19.00 per ton on PL-480 grain shipments. Among provisions limiting the subsidy paid for move­ ments under the Agreement will be the following: 1. Where market rates exceed the $8.05, all of the ex­ cess paid by the Soviet Union, over market (i.e., 10% premium) is used to reduce the subsidy; 2. When the market rate is $9.00 or more, a substantial part of the amount over $9.00 will be used to reduce the subsidy; 3. Each subsidy contract will have a re-negotiation clause to ensure that no excess profits are made. The exact amount of subsidy which will be involved with respect to carrying the American share of the grain cargo is difficult to predict with precision because it depends <Hi factors such as: (1) the volume of the Soviet grain trade actually carried by U.S. ships which will be reduced to the. extent that more attractive carriage is available (such as Pl-480 or oil); (2) the level of market rates, since the U.S. subsidy paid will be substantially reduced as market rates go up. PUBUC AVAILABILITY OF THE AGREEMENT A copy of the Agreement, Annexes, and the exchange of letters with respect to the bulk commodity rates is publicly available. J �How's Your Trivia? Here is the first of a number of quizzes on items of interest to Sea­ farers, that will be published from time to time in the SEAFARERS LOG. This is an important presidential election year. We are well informed of the present candidates, but how much do we know of past adminis­ trations? Here are some guidelines for scoring your answers. Number 9 or 10 7 or 8 WOW! (did you cheat?) You should be a history teacher. 5 or 6 Very good, but not Wow. 3 or 4 Not bad. 1 or 2 Could be improved. 0 You played hooky too much. 1. 2. 3. 4. 5. 6. 7. Questions What state has produced more presidents than any other? Who was the 13th President of the United States? Can you name the one and only president, who never married? Which president had "more children than any other? Which President served the shortest term of office? Four Presidents have been as­ sassinated while in office. Can you name them? Who was Richard Nixon's Upgrader at PIney Point running mate in the 1960 elec­ tion? 8. Can you name the Vice Presi­ dent, who was serving in office, while at the same time, under indictment for murder? 9. Which President received the most popular votes in an elec­ tion? 10. What state produced the most Vice Presidents? - Answers •siuopisaij sojA iq3{3 paonpojd suq ^JOA MOM -QI •JOJBAVPIOQ yCireg SBM Ji ISUIBSB 'fsV6ZV£t' uosuqof uopu/Cq -g qonp B tn uotnuiBH JopuBxaiv P wpmra aqj joj (uosjdjgof jgpun luspjsajj 3MA) -"tta uojBv *8 •aSpoq joqBO iCiuoH Z, •Xpauuax'd tiqof puB 'ppgjBO saurej; 'XoiuT^Djq ™®!inAV 'iqooun tUBiiBjqv "9 'IWl 'f ipdv -XfSI 'I iCrenuBf -poip aq ajopq aojgo ui sqjuoui g jsnf P3AJ9S UOSUJBH tuBiniM 'S 'saSBUjBiu OMj Xq (sjaj -qSnBp p Tg suos 9) uojpqqo oi pBq UOSUJBH XiuaH uiBiqiyW 'f 'paUJBUI J3A3U '.I98I-Z,S8l UBUBqone samBf •£ •£981-0981 '3-iouqnd piBUlW Z 'sjuapisajj 8 psonp -ojd SBq Bni^jjA P aqx *I /• ' Kevin Conklin, left, became the first Lundeberg School graduate to achieve a QMED rating at the Upgrading Center in Piney Point when he secured en­ dorsements for Reefer Engineer, Electrician, Junior Engineer, Deck fngineer, and Pumpman. Seafarer Conklin needed only six weeks to pass the exams for the five endorsements. Robert Kalmus, Director of Vocational Education at the Lundeberg School, and James Aelick, engine instructor, point out the engineroom layout of the new SL-7. Seafarer Conklin is now sailing aboard the S.S. Galloway, the first of this new class of containership being built for Sealand Services. Ponce Shines in the Harbor Lights •1:. �Seafarers Help 104 Flee Burning Ship Passengers and crewmembers, forced to hurriedly the fire-ravaged Liberian freighter Oriented Warrior in the South QfTT _25th, were perilously stranded in their lifeboats until the •' *1. 5HU-manned containership W'amor rushed to their aid. ,?/ from Savannah to the Far East, the Liberian m « .4 k « ^ 537-foot combination cargo-passenger vessel, was ^ ^ when a piston ruptured in her engine room, splashing oil on hot haust pipes nearby. The fire spread so rapidly throughout the midsection and superstructure of the ship that the order was given to abandon her some 30 miles off the coast of Florida. ^ In one of those coincidences that the Oriental Warrior burning at sea sometimes plays a part in dramatic brought back these memories and ' moments at sea, the SlU-manned made it clear that fast action was • Warrior happened on the scene of the necessary. It's something you never • disaster just a few minutes after those forget. aboard the stricken ship had donned "After the rescue, I spent a moment their life jackets and lowered lifein my cabin and said a prayer of , boats in preparation for the uncer­ thanks for the fact that everything tain task of surviving in the open sea. went smoothly .and no one was lost The SlU-manned Warrior, a fre­ or hurt," said Tart. quent visitor to the Port of Jackson­ ville, was on a coastwise voyage and Smoke visible for miles rises from , first sighted the burning Oriental the midsection of the Oriental War­ Warrior at approximately 11 a.m. rior, a Liberian-flag passenger ship • Seafarers on the decks of the Warrior which burned 55 miles from Daycould clearly see the foreign-flag tona, Fla. A total of 104 passengers vessel smoking heavily on the horizon. and crewmembers were rescued from ^ Smooth Response the stricken ship by the SIU crew of the Warrior, which was in the area A general alarm was immediately when the fire started. ' sounded and Seafarers responded to , the command with clocklike precision. , Within seconds, all hands were at • their emergency stations and ready to conduct rescue operations. .j' Eloris Tart, steward aboard the ' Warrior, could see that several of the . lifeboats had already been launched. ' • "Heavy smoke and some flames . were rising from the ship's midSeafarer Ronald Canady, left, an able ' ^ section," recalls Tart. seaman aboard the SlU-contracted . The 449-foot long SlU-contracted Warrior, assists as a disabled pas­ senger of the Oriental Warrior is , ship, capable of a top speed of 15 taken aboard a Coast Guard launch i knots, was now straining to quickly for return to shore. Passengers and ' close the open water gap between crew of the Liberian-flag Oriental • herself and the ship on the horizon. Warrior were rescued by the SeaDisregarding the possibility that the Land Warrior's crew after a fire at . burning ship might be carrying a sea. I . potentially explosive cargo or the fact , that the fire might at any moment ' touch off its fuel tanks, the SIU ship , ' moved in as close as she could. Lifeboats, laden with passengers and crewmembers alike, dotted the • waters. The Warrior's deck department, spearheaded by Bosun Barney Swear^ ingen, and beefed-up by Seafarers from the engine and steward depart, ments, worked smoothly to safely transfer the stranded passengers and • crewmembers from their tiny lifeboats to the huge containership. The task of transferring the 104 persons was a delicate operation re­ quiring the utmost in seamanship and teamwork, but within minutes, all ' were aboard the Warrior. She turned . about quickly to get out of the vicinity and away from the danger of an ^ explosion. Rescue operations went so smoothly ^ that the only really anxious moment occurred when a physically handi^ capped passenger had to be brought aboard in a stretcher. , Vivid Memories The rescued passengers and crew• members remained aboard the Warrior until they were dropped off at the ' U.S. Coast Guard Station at Mayport, Fla. During their stay aboard ' the SIU ship they received food and ^ some dry clothing from Seafarers and expressed their thanks to those aboard ^ for their quick action. Recalling his thoughts after the , rescue. Brother Tart noted in a letter to the LOG: "Having gone through the 'Hells' of World War II, I saw ships go Huddled on the fantail of the SlUental Warrior are dwarfed by cargo down in flame and smoke within contracted Warrior, passengers and containers. The Warrior crew rescued minutes of being hit. The sight of crewmembers of the stricken Ori­ 104 persons from the burning Liber­ October 1972 si ian-flag passenger vessel. The dra­ matic rescue occured off the Florida coast. 7 �^os/on Ships' Gommittee BOSTON (Sea-Land)—From left aboard the Boston in Port Elizabeth, New Jersey are: R. Lanove, educational director; S. Schuyler, secretary-reporter; J. Slayton, engine delegate; H. Benner, steward delegate, and J. Vega, ship's chairman. Labor Angered By Wage Bill Stall m Labor leaders leveled bitter attacks at "reactionaries" in Congress after the House of Representatives refused to send its minimum-wage bill to con­ ference with the Senate. The House, through a team-up of Republicans and Southern Democrats, voted 196-188 against the motion to let the House version of a minimumwage hike be subjected to a confer­ ence with a Senate-passed measure. Representative Carl D. Perkins (D.-Ky.), Labor Committee chairman, who lost an earlier try at getting the bill to conference feared the latest re­ buff would kill minimum wage legisla­ tion for this session. The Senate bill, backed by labor, would raise the present $1.60 an hour minimum to $2.20 over two years and extend coverage to six million more workers, including domestics and state and local government employees. The Senate also woul draise the mini­ mum for factory-farm workers to $2.20 over three years. The House bill would raise the overall minimum to $2 an hour. It would not extend coverage or increase the farm workers minimum. It also includes a provision sought by Presi­ dent Nixon to let employers hire 16- Danish P.M. A Union Man The former head of Denmark's largest labor union. Anker Joergensen, has been formally appointed by Queen Margrethe as that country's prime minister. A relative political unknown until his appointment, Joergensen had been serving as chairman of the Gen­ eral Workers union. Page 8 and 17-year-old youths at a special $1.60 wage. AFL-CIO President George Meany pointed out that opponents of a "de­ cent minimum wage" required a guar­ antee that this sub-minimum would be in the final bill approved by Con­ gress as "the price" for allowing the House bill to go to conference. "We rejected this outrageous de­ mand," Meany said. "It is obvious that it would do nothing to improve the American standard of living. Rather it would subsidize America's worst employers, who would fire fathers to hire sons and pocket a 40cent-an-hour differential." Promising that the AFL-CIO "will not let this issue drop," Meany said that the death of minimum wage le^slation is a clear reason why unions must work for the defeat of "reaction­ ary members of the House who voted for an intolerable position." In other developments: • President David Selden of the American Federation of Teachers blamed the Republican leadership in" the House, supported by the Adminis­ tration for keeping the House bill from conference. He charged that the situation exposes the "true plans for working people if President Nixon is re-elected." • President Jerry Wurf of the State, County and Municipal Employees characterized the House's hold-back as a "slap in the face" for public em­ ployees. Representative John Dent (R.-Pa.), a strong opponent of the youth subminimum, said the "conglomerate res­ taurants" were the main lobbyists in the House to prevent a conference. He identified "McDonald's hamburger shops" as the chief contact for all of the conglomerates oppossing the Sen­ ate bill. NLRB Seen Drifting Away From Workers The steady drift of the National Labor Relations Board to what amounts to a form of copulsory arbi­ tration in many cases has produced a sharp split in the five-man Board be­ tween recent appointees and two hold­ overs from the Johnson-Kennedy Administrations. At issue is whether certain types of cases should be decided by arbitra­ tion rather than by the processes of the Board itself which set, by statute, the rights of workers to the protection of the National Labor Relations Act. Latest case which has brought a 3-to-2 split decision involved Local 2212 of the Steelworkers and Joseph T. Ryerson & Sons, a metal works of Qeveland Ohio. It involved threats of a reprisal against a union official who was accused of doing union grievance work while on the job. A Trial Exam­ iner found the company guilty of an unfair labor practice in the effort to discourage the official's union ac­ tivities. The three recent appointees to the Board—Chairman Edward B. Miller and Members Ralph E. Kennedy and John A. Penello—^reversed the trial examiner and dismissed the case against the company on condition that the case be decided "by amicable settlement in the grievance procedure or submitted promptly to arbitration." In effect, in many cases, a worker who complains against his employer can either settle his grievance "ami­ cably" or accept arbitration. If he doesn't, his complaint wUl be dis­ missed. This is in line with the Board's "Collyer" decision of last year, the reasoning of the majority being that many cases should be decided through arbitration rather than through Board decisions. This new approach has been con- " sistently opposed by members John H. . Fanning and Howard Jenkins, Jr., both holdovers from the JohnsonKennedy Administrations and both slated to end their terms within the . coming year. In their latest dessent Fanning and Jenkins insisted that the new arbitra­ tion line taken by the majority holds the grave threat that rights guaranteed . workers by law under the NLRA will be lost to workers through an arbitra- ' tion procedure limited to strickly con­ tract provisions and there interpreta­ tion. They declared that if an arbitrator interprets the clauses in a contract "to ' prohibit conduct which the Act per­ mits and protects, or to permit con­ duct which the Act prescribes ... as , he may well be compelled to do, then the statute is subverted." Analyzing the procedures laid down by the majority. Fanning and Jenkins declared: "There is therefore no assurance that Beasley (James Beasley, the com- * plainant) will ever receive the decision on his statutory rights to which he is entitled, for there is no assurance that ' the arbitrator will or can interpret the • contract clause to coincide with the • reach of the statute, or that if he fails ' to do so the majority wil Ithen review , his action to rectify such failure. "The final not of irony in the Kaf- • kaeque scenario created by the 'funda­ mental soundness' of the majority's " Collyer principle is that Beasley is done in by the same grieyance-arbitra- ' tion machinery which he was endeav- oring to employ and apply," they • concluded. Upgrdder at Piney Point f '• '"i '.V X •'! .'j-f.','!" Seafarer James Bennett became the first SIU member to achieve a high school diploma at the SlU educational center in Piney Point. Seafarer Ben­ nett, who sails AB, is seen here as he accepted his diploma from Lundeberg School Director of Education Hazel Brown at graduation ceremonies held last month. Three more Seafarers are presently studying for their examinations at the school, and will be taking the GEO tests this month. Seafarers Loe �1,600 Attend LNG Conference N p tj •I I I'i C ml*rV Q r It is rapidly becoming apparent that LNG trans­ By far, the greatest proportion of this investment portation is to be the so-called glamour shipping in­ will go for LNG vessels. These specialized vessels dustry of the 1970's. From its small beginning only are the greatest expense of the LNG project. 10 years ago, liquefied gas energy is growing into a Whether on a cost per ton or per vessel basis, noth­ worldwide business. ing can match the approximately $75 million dollar The United States today is becoming increasingly price tag of an LNG vessel. The price for these ships dependent on imported energy. Domestic reserves will rise to $100 million each by the mid 1980's. of petroleum and natural gas are rapidly declining. For this reason it is doubtful if shipowners will Thus, in the next several years the U.S. will have to even build LNG vessels without firm charters in face the prospect of doubling or tripling its import hand for the life of these vessels. The sue LNG ves­ of all type of fuel. This is especially true in regard sels contracted for in the U.S., are all obligated to to liquefied natural gas, the cleanest and most de­ carry gas for two American gas companies. Foreign sirable of all U.S. energy fuels. LNG vessels have similar contracts. This potential growth in LNG was highlighted at In the U.S. trades in 1985, it is estimated that between 40 and 100 vesels of 120,000 cubic meters a recent conference in Washington that drew over 1,600 participants. The meeting, which lasted four will be needed, depending on whether the upper or days, was dedicated to the discussion of LNG tech­ lower LNG import estimate in Chart I is used. nology and new developments. Either estimate would entail substantial new U.S. Called the 3rd International Conference on Lique- . shipbuilding, and would generate thousands of ship­ board jobs. fied Natural Gas, the conference featured the pres­ entation of 119 papers on all phases of LNG proj­ MARAD's BlackweU on LNG ects. Experts on liquefied gas from around the The United States, by all estimates is to be the world attended. The aim of the conference was to world's largest LNG market. Developments in the exchange ideas and information on the growth of United States will shape the future for the entire LNG and to look ahead to future LNG trades. All world LNG market. Robert J. Blackwell, assistant of the participants were unanimous in forseeing great secretary of commerce for maritime affairs said the promise for LNG. Maritime Administration "was engaged in a longTwo main reasons were given for this favorable term effort to build and operate LNG carriers." growth forecast were: The secretary then startled the conference with • The great demand worldwide for additional the announcement that the first U.S. contracts for energy supplies, in the developed nations of the LNG vessels were to be signed within a week. He world. sid contracts for over $500 million worth of LNG • The inability of the energy supplies in de­ ships would be awarded two American shipyards. veloped countries, particularly the U.S., to keep up Secretary Blackwell was highly optimistic that this with this rising demand for energy. initial contract would be followed by many others. LNG has thus come of age around the world. It is Secretary Blackwell went on to praise the ability now recognized that this energy source will be one of U.S. shipyards to speedily turn out the finest of the most significant new sources of fuel available LNG vessels attainable in the world. He described to developed nations. And in spite of the high cost U.S. yards as having "the capacity and the technical of developing and shipping LNG, it is still a bargain expertise to deliver the ships on schedule." compared to other, more exotic fuel sources. He contended that American LNG financing and LNG's Future in U.S. operating aids were so attractive that LNG opera­ tors on foreign to foreign routes would be interested The first day's sessions at LNG-3 were taken up in the Maritime Administration's financial benefits. by papers that covered the present and potential These U.S. operators realized the tremendous market for LNG in this country and abroad. financial risks involved in LNG, both from the The forecasts for LNG imports into the U.S. supply and from the transportation aspect. If an fluctuated widely, depending on several factors in­ LNG ship operator on a Libya to Europe LNG cluding development of new U.S. energy sources, route could thus receive U.S. financial guarantees, the Federal regulatory response to LNG import his financial risks would be tremendously reduced. plans, and the cost of imported LNG to U.S. con­ Secretary Blackwell replied that the U.S. would sumers. consider in its second set of LNG ship awards the By 1985, it was predicted, the United States will granting of foreign to foreign subsidy applications. be consuming 40 trillion cubic feet of gas a year. But the first need he said "was to generate LNG At the same time, the most gas the U.S. will be able ships to supply America's own pressing gas needs." to produce will be 25 trillion cubic feet. Thus, in 1985, approximately 35 percent of U.S. gas needs Algerian Cai^o Preference will be supplied by sources outside the U.S. Much Algeria is America's first source of imported of this will be LNG. LNG. The Federal Power Commission has allowed There are many possible sources for these LNG Algerian gas to be imported into this country for imports into the U.S. Under present plans at least the past year. The project involved small amounts seven areas could be supplying LNG to the U.S. of gas being delivered to Boston, Massachusetts. by 1985. Early in October, the FPC again approved a sec­ Yet, to meet America's rising demand for gas to ond project, this one involving large amounts of meet environmental standards, to comply with anti­ gas to be delivered to Cove Point, Maryland and pollution legislation and to fuel new gas needs, these Savannah, Georgia. Other large import requests for and other possible gas supplies will have to be Algerian gas are pending before the FPC. tapped as quickly and completely as possible. All of the gas supplied by Algeria comes from a state-owned gas company, Sonatrach. Sonatrach is Ship Requirements for LNG made up of properties expropriated from the French The immense LNG needs envisioned in the United over a year ago. This and other actions by Algeria States in 1985 will also require large numbers of has created some doubts about the political depend­ specialized LNG ships to carry them. ability of the Algerian Government. LNG projects are tremendously expensive. It is For these reasons, an increased U.S. dependence estimated that to reach the upper estimate of U.S.on Algerian and other Mid-Eastern energy supplies LNG imports in Chart I, 8 billion dollars will have has created concern in the U.S. In the Congress, in to be invested by 1985. CHART I PossiMe U.S.-LNG Imports to the U.S.—1985 ilC' (Billion Cubic Feet a Year) ;.i *• Supply Source . ^ Algeria Alaska (Cook Inlet) . EcuadorNigeria Trinidad U.S.S.R. 'Venezuela TOTALS , Delivery E. Coast W. Coast W. Coast E. Coast E. Coast E. Coast E. Coast Lower Estimate 1,000 500 . ' iSi 1,200 400 i,ooo Uiqier Estimate 3,000 800 400 3,000 400 i 3,000 800 11,400 Source: Shell International Gas Limited, 1972. October 1972 • ••• :• - s'f. -'r- LNO SHIP PAHTlCtlUMS mftOin Length overall 754 « 7 in Length between perpendiculars 111 ftein Breadth moulded 69 n in Depth moulded 31 ft 2 In Design draught 32 ft 91^ in Scantling draught 32.400 long tons Dead weight 51 000 reg. tons Gross tonnage Cargo capacity Normal cargo (96%) 450.000 barrela 441.000 barrels SHP (metric) 20.000 Trial Speed (90% output) 18.25 knots Main engine. •. Kockum-Stail-Levai DoubleReduction Geared Cross Compounded Steam Turbines Boilers . . . Two Kockum-Combustion Engineering Water Tube Boilers Cargo pumps 12 x 5.000 barrels Ballast capacity 33.000 tons Class (Ice Class C) American Bureau of Shipping testimony by experts before the Federal Power Commission, and in statements by Government leaders, all have stressed that to depend on Algerian gas for a major portion of the United States East Coast gas needs could risk future economic coercion against this country. This danger was highlighted at the LNG-3 Con­ ference when Sonatrach reported that it has de­ manded cargo preference on all its gas exports. Sonatrach reported that in its negotiations with U.S. and European utilities, it had demanded a portion of its gas export shipments be carried on Algerian-flag vessels. This would not only aid Al­ geria's balance of payments, but it would give the Algerian national shipping company added financial support. In addition, since specialized LNG ships are the only type vessels that can carry liquefied gas, to deny the gas ships would be to deny the gas itself. Unlike the oil trades, laid up or idle LNG vessels do not exist. Thus even if gas from other sources was available, without LNG ships it would be worthless. Therefore early contracts with U.S. companies demanded that 25 percent of the gas be carried in Algerian vessels. In a later contract with American companies, Sonatrach asked and was given 40 percent of the trade. In a most recent contract with European gas util­ ities, Sonatrach, the Algerian gas company, de­ manded one half of the gas shipments. These demands were granted. One way Algeria's cargo preference program could be offset would be for the U.S. to enter a bi-lateral trade agreement with Algeria. This agree­ ment would guarantee both U.S. and Algerian ves­ sels a share of the gas shipments. Thus, both na­ tions could control the vessels that are so vital to LNG projects. LNG Safety A special area of consideration at LNG-3 was the subject of LNG vessel safety during collisions or accidents. Since there are less than 20 LNG vessels operating today and none have even had a serious accident or fire, the subject of these papers is largely an unknown area. Given the extremely cold and volatile nature of foreign gas, extensive work is needed to determine what could happen to an LNG ship that was serious­ ly damaged in a collision. This will enable ship de­ signers to build vessels that can safely survive a collision and a resulting LNG spill. While no tests have ben run employing the huge amounts of LNG found in a 120,00(5 cubic meter vessel, smaller amounts of frozen gas have been exposed to sudden contact with the water. The study presented at LNG-3 by Shell pipeline dis­ cussed the various type of reactions that might occur. Since an LNG spill, whether accidental or from a collision would seep off LNG gradually, the Shell staff concluded that the gas would most likely vaporize into the atmosphere as it contacted the water. The Shell study concludes that the "potential hazard of having an immediate vapor explosion is negligible during commercial transportation of LNG." However, research is continuing around the world on this subject. �, sssFA/ea's t.e& Keeping the Republic "The greatest danger to the republic," wrote James Madison, "is that good men will do nothing." bility we give them by action at the polling place, and the choice we make in the voting booth must be carefully considered. Even though he was writing shortly after the American Revolution, Madison's word's hold true today. There is a great danger that apathy will be the victor. Whatever your choice, for whatever reason, express it. The voice of the people ought to include your voice, and there is no one to blame for bad government except yourself if you fail to exercise the right and priviliege of voting. One way to escape apathy and make a contribution to the continued smooth sailing of the ship of state is to vote your conscience on November 7. Up for election is the entire House of Representatives, one-third of the U.S. Sen­ ate, and, of course, the Presidency. The men and women chosen this Novem­ ber will have the fate of the nation in their hands come January. It is a grave responsi­ Americans in each generation have fought and died to preserve and protect their rights and privileges. Election Day 1972 is no time to turn your back on history and let those rights and privileges slip by. Their defense is up to you. Vote—vote the way you feel—^but vote. People Important, Too If we were to give a loose definition of the word depletion, it would be a lessening or loss of some quality or quantity that re­ sults in decreased productivity. With this definition in mind, it was heart­ ening to see a "people tax depletion allow­ ance" recently introduced in the U.S. Senate. We are always reading or hearing about oil, land, coal and other such tax depletion allowances. These allowances are granted in recognition of the fact that equipment used in such industries wears out, that wells and mines run dry and that land can de­ crease in value over the years. Well, two members of the Senate have decided that if oil wells can get a tax deple­ tion allowance, there is no good reason why people shouldn't get a similar one. After all, people wear out, too. And, it's much Page 10 harder to replace a "people" part than an "oil well" part. Democratic Majority Leader Mike Mans­ field (Mont.) and Sen. George Aiken (RVt.) introduced the legislation that would ^ve people a tax break. Their bill would permit an individaul to deduct at least 10 percent of his earned in­ come each year as a depletion allowance. Workers in hazardous industries could de­ duct 23 percent with $1,000 as a maximum. The current oil depletion allowance is 23 percent. We enthusiastically concur with Sen. Manfield's statement when introducing the bUl: /V/\.A. AJ*. vThis is just a small note of &anks for your help ill si I furthering my educational career. Without the Seafarers I Scholarship, I would not have been able to attend college,! si believe this scholarship program is a worthwhile aspect |pf the Seafarers International Union. To help a person achieve his or her desire to attend college is a wonderful example of brotherhood which seems to be lacking in this • world. ; ^ Qillege is a very exciting part of one's life. I am unable^ to explain the experience fully. Here you are studying td achieve a particular goal—whether you wish to become a teacher, a businessman or a psychologist. But along with this goal, you gain a sense of the world, of people iii general. Maybe this experience will someday promote brotherhood. I was happy to leaih that the scholarship grant was; raisi^ to SlOjOOO.dO. This will enable those lucly enough( .f' to win it to attend the college of their choice without hold- | ^ ing a part-time job. Having to work while attending school | is possible but you sometimes feel that you are missing | '; something. I hope that every Seafarer urges his son or daughter to -" apply for this scholarship. Never let them think that they don't stand a chance. My father had to talk me into apply- . j , ing for it because I felt this way. I was a very surpris^ ^ person when I learned I was one of the awardees. But f l even if they don't win the scholarship, continue to urge S| them to go to college. If Lynn Marie IQiipiak i#: I am writing to thank the Seafarers International Union 3 for having given me the chance to attend the College; V pf ray choice through the Se^arers. Union Scholarship.: The Scholarship has made it possible for me to attend the University of Maryland without having to worry 3 about the tuitioos and fees. My heartfelt thank you to , • the SIU and other labor organizations which are coor If scientiously helping not only the worker, but his family' fas yirell,,o;;-f-f':.;,:!,-. • -I,. -Peter:: Kmidylas. ' ^ Baltiniora, Md._I Volume XXXIV, No. 10 October 1972 CTAFABERIijtLOO Official Publication of the Seafarers International Union of North Amorica, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Executive Board Paui Haii, President Cai Tanner, Executive Vice-President . Eari Shepard, Vice-President Joe DiGiorgio, Secretary-Treasurer Lindsay Wiiliams, Vice-President Ai Tanner, Vice-President Robert Matthews, Vice-President Pubiished monthly at 810 Rhode Island Avenue N.E., Wash­ ington, D.C. 20018 by Seafarers International Union, Atiantic, Guif, Lakes and Iniand Waters District, AFL-CIO 675 Fourth Avenue, Brooklyn. N.Y. 11232. Tel. 499-6600. Second class postage paid at Washington, D.C. _ "This nation must put at least as great an emphasis on people as it does on oil, land, coal and other such assets." Seafarers Log �11 j Rep. Dent Attacks Foreign Trade Myths Rep. John H. Dent (D.-Pa.), a done in the name of profits and those leading Congressional expert on Amer­ left jobless can be damned. ica's foreign trade crisis, addressed And the United States government himself to that problem at a recent promotes these floods of imports and luncheon sponsored by the AFL-CIO multinational ventures through its Maritime Trade Department. Follow­ continued policy of neglect. The ing are excerpts of his remarks. United States is probably the only country in the world still trying to I believe a farce has been, and is operate on the myth known as "free being perpetrated upon the American trade." consumer. We hear of it every day, we read of it every day, and we see it Whereas other countries have im­ every day. Quite simply, the farce is posed import quotas and protective r the statement that "foreign imports tariffs and the like, the United States cost less." allows virtually unlimited importation True, there was once a time when of foreign goods to our shores. ! items carrying, say, the "Made in And the government, instead of re­ Japan" label sold for considerably less straining multinational operations by than their American counterparts. American firms, actually encourages But, that was when the producers of such ventures by offering tax breaks these foreign imports were fighting for and tax loopholes to these firms. I r ' i' V a share of the American market. Over suggest that the cost of such policies is too steep. the years this consistent underselling drove American competition out of the Hopefully,there is relief from these marketplace. floods of imports and foreign influ­ ences in sight. Congress now has be­ Foreign Monopoly fore it the Burke-Hartke bill which And today, many foreign products would greatly restrict imports and enjoy a virtual monopoly in our stores influences that have had a devastating and shops. And, when you have a effect on America's martime industry. monopoly on the market you can dic­ What was once the world's greatest tate the price. And this is just what maritime power in the years immedi­ they did—raised their prices till now i ately following World War II, is now the "Made in Japan" item many a pitiful shadow of its former self. times costs as much or more than a Employment in the United States similar American-made product. maritime industry has dropped to an But, the real cost of these imports all-time low. There are fewer than to date has been one million American 28,000 shipboard jobs for the men jobs. That's right—one million Amer­ of America's merchant marine; our ican jobs. These foreign imports have shipyards are closing down or, at best, put your neighbor and my neighbor remaining stagnant; our U.S.-flag fleet out of work. now carries only 5 percent of this They have deprived him of his in­ country's total imports and exports. herent right to a job, to a decent liv­ Government Neglect ing, to a better life. And projected Why? Because government neglect figures show that by 1980 close to and the profit motive have driven five million Americans will be without nearly all cargo to foreign-flag ships. jobs as a direct result of foreign imports. As we all know from reading the papers and listening to the news this And consider the cost of our bal­ country faces a severe energy crisis ance of trade. This flood of imports by 1985. America just doesn't have finally resulted last year in the U.S. resources to keep supplying the incurring a balance of trade deficit of needed energy requirements of its 2.8 billion dollars—the first deficit society. So, we will increasingly be­ since 1888. And because of 20 years come dependent upon foreign coun­ of balance of payment deficits the tries for our supplies of energy re­ U.S. now owes about 60 billion dollars sources. to other nations. However, there is no compelling Those are interesting points to con­ reason or need for these energy sup­ sider the next time you are on a pennyplies to be transported to our shores conscious shopping trip. Instead of by ships under a foreign flag. Such a thinking "penny economics," I think i* dual dependency—dependent upon a it is •'bout time we started to think foreign country for the supply and for "people economics." the transportation of needed resources People Economics could put this country into a very This "people economics" that I precarious position. speak of has a direct bearing on the The maritime industry lent strong entire economy of this country—an support to a bill introduced in the economy that is based on buying Senate which would require that at power of the consumer. An individual least half of America's future oil im­ without a job doesn't have any buying ports be carried on U.S.-flag ships. power. That's a plain, hard fact. He Unfortunately, the bill was defeated is reduced, through no fault of his by a 41 to 33 vote just last month. own, to being a drag on society. To But, it will be brought up again in the me one of the saddest aspects of this next session and I feel that there are entire problem is the fact that many some very compelling humanitarian, of these foreign imports are really as well as economic reasons for its American foreign imports. I'm refer­ passage. ring to that modern-day phenomenon Consider that if the 50 percent —the multi-national corporations. minimum carriage oil bill had passed, They are the American firms that set it would mean: up their production facilities in some • 9 to 13 thousand new shipboard foreign country, pay bare subsistence jobs for American seamen. (and often slave) wages, then export • Some 26 thousand jobs in the goods to the United States for sale. America's shipbuilding industry. They leave t! is country and in their • And, over 80 thousand jobs in wake leave thousands of Americans related industries. jobless, but they maintain their In other words, passage of the oil American marketing apparatus so they bill would mean over 100,000 jobs for can be assured of getting an American American maritime workers. price for their products. All this is a ,1 1 m #• i w October 1972 Unfair to Labor DO DDI BUV!! BARBER EQUIPMENT^ Wahl Qipper Corp., pro­ ducers of home barber sets. (Int'l. Assoc. of Machinists and Aerospace Workers) CIGARETTES—R. J. Reyn­ olds Tobacco Co.—Camels, Winston, Salem, Tempo, Brandon, Doral, and Cava­ lier. (Tobacco Workers Un­ ion) CLOTHING—Reidbord Bros., Co., Siegal (H. I. S. brand) suits and sports jackets, Kaynee boyswear, Richman Brothers men's clothing, Sewell suits, Wing shirts, Met­ ro Pants Co., and Diplomat Pajamas by Fortex Mfg. Co.; Judy Bond Blouses (Amal­ gamated Clothing). (Inter­ national Ladies Garment Workers Union) CONTACT LENSES AND OPTICAL FRAME S—DalTex Optical Co. Dal-Tex owns a firm known as Terminal-Hudson. They op­ erate stores or dispense to consumers through Missouri State Optical Co.; Goldblatt Optical Services; King Op­ tical; Douglas Optical, and Mesa Optical; Lee Optical Co.; and Capitol Optical Co. COSMETICS-Shulton, Inc. (Old Spice, Nina Ricci, Desert Flower, Friendship Garden, Escapade, Vive le Bain, Man-Power, Burley, Com Silk and Jacqueline Cochran). (Glass Bottle Blowers Association) DINNERWARE—M e t a 1 o x Manufacturing Co. (Int'l. Brotherhood of Pottery and Allied Workers) FILTERS, HUMIDIFIERS— Research Products Corp. (Int'l. Assoc. of Machinists and Aerospace Workers) Julie Gullies, born July 23, 1972, to Seafarer and Mrs. Jacinto G. Guilles, Old Bridge, N.J. David Stevison, born July 7, 1972, to Seafarer and Mrs. Joe L. Stevison, Vidor, Texas. Gary Matthews, born June 6, 1972, to Seafarer and Mrs. Gary P. Matthews, Beaumont, Tex. Andy Oyoia, born May 19, 1972, to Seafarer and Mrs. Donald D. Oyola, Baltimore, Md. FURNITURE—James Sterling Corp., White Furniture Co., Brown Furniture Co., (Unit­ ed Furniture Workers) LIQUORS—Stitzel-Weller Dis­ tilleries products—Old Fitz­ gerald, Cabin StUl, Old Elk, W. L. Weller. (Distillery Workers) MEAT PRODUCTS—Poultry Packers, Inc. (Blue Star label products). (Amalga­ mated Meat Cutters and Butcher Workmen) Holly Farms Poultry Indus­ tries, Inc.; Blue Star Label products (Amalgamated Meat Cutters and Butcher Workmen) PRINTING—^Kingsport Press "World Book," "Childcraft." (Printing Pressmen, Typog­ raphers, Bookbinders, Ma­ chinists, Stereotypers, and Electrotypers) NEWSPAPERS—Los Angeles Herald-Examiner. (10 imions involved covering 2,000 workers) Britannica Junior Encyclo­ pedia (Int'l. Allied Printing Trades Assn.) RANGES—Magic Chef, Pan Pacific Division. (Stove, Fur­ nace and Allied Appliance Workers) SHOES—Genesco Shoe Mfg. Co—work shoes; Sentry, Cedar Chest and Statler; men's shoes; Jarman, John­ son & Murphy, Crestworth (Boot and Shoe Workers) SPECIAI^All West Virginia camping and vacation spots, (Laborers) TOYS—Fisher-Price toys (Doll & Toy Workers Union) Kerry Goldy, bom Aug. 18, 1972, to Seafarer and Mrs. Robert J. Goldy, Jr., Wenatchee, Wash. Felix Hatch, bom Aug. 17, 1972, to Seafarer and Mrs. Diego Hatch, Yabucca, P.R. Franklin Hinkle, Jr., born Dec. 17, 1971, to Seafarer and Mrs. Franklin T. Hinkle, Houston, Tex. Betty-Jo Mone, born July 28, 1972, to Seafarer and Mrs. Joseph S. Mone, Brooklyn, N.Y. Page 11 �SL-180 Returns To Home Port t. The SL-180 (Sea-Land Service) recently steamed home to Port Elizabeth with her SIU crew aboard. The massive, ultra-modem containership, which holds 733 containers, now regularly sails the Gulf to North Europe ran along with her sister ship the SL-181. Both of the 24,700 ton ships are equipped with the latest features for the comfort and safety of the crew, including ultra-modem quar­ ters. The SL-180 is equipped to carry temperature-controlled cargoes as well as standard cargo, making her an all-round valuable addition to the U.S. flag fleet. An infinity of arches forms a passage way on one of the SL-ISO's weather decks. Seafarer Jarreil L. Book, oiler aboard the SL-180 stands by the modernis­ tic controls in the engine room. SIU Headquarters Representative Bill Hail talks to crewmen of the SL-180 at a membership meeting in port. �Siii I 5 V:' Digest of SlU m Ships Meetings KL MOBILIAN (Waterman), July 30— Chairman O. R. Ware; Secretary O. Payne; Deck Delegate Donald E. Pool; Engine Delegate T, Ballard; Steward Delegate Joseph Hall. Some disputed OT in deck and engine departments. Vote of thanks to the steward depart­ ment for a job well done. OVERSEAS ALICE (Maritime Over­ seas), August 6—Chairman Richard Newell; Secretary Frank Costango; Deck Delegate Ralph E. Foster; Engine Delegate F. E. Perkins; Steward Dele­ gate F. E. Perkins; Steward Delegate Harry K. Long. No beefs and no dis­ puted OT. Everything is ruiuiing smoothly. :t! I- % It m I L i h A 1/ r OVERSEAS ALASKA (Maritime Overseas), July 29—Chairman H. B. Butts; Secretary D. G. Chafin; Deck Delegate Nicholas R. Tatar; Engine Delegate Patrick J. Cleary. $16 in ship's fund. Disputed OT in each department to be squared away by patrolman. TRENTON (Sea-Land), June 25— Chairman James A. Shortell; Secretary Gus Skendelas. $37 in ship's fund. No beefs were reported. Vote of thanks was extended to the electrician for fixing dryer. Vote of thanks was also extended to the steward department for a job well done. ANDREW JACKSON (Waterman), July 23—Chairman James Biehl; Secre­ tary Michael Toth; Deck Delegate Ed­ mund K. DeMoss; Engine Delegate Nathan Goldfinger; Steward Delegate John T. Kelly, Jr. Vote of thanks was extended to Chief Steward Michael Toth and Brother Eladico Grajales for a job well done. Captain and Chief are very well satisfied with the work-being done by the deckhands. No disputed OT and no beefs. WACOSTA (Sea-Land), Aug. 13— Chairman H. Bouton; Secretary Ken Hayes. No beefs and no disputed over­ time. JOHN B. WATERMAN (Waterman), July 23—Chairman H. Braunstein; Sec­ retary K. Lynch. Some disputed OT in deck and engine departments. TRANSERIE (Hudson Waterways), July 30—Chairman Robert D. Schwarz; Secretary Louis Cayton. Everything is running smoothly with no beefs and no disputed OT. AZALEA CITY (Sea-I^nd), Aug. 20—Chairman A. Revera; Secretary W. McNeely; Deck Delegate James Corder; Engine Delegate Jose Castella; Steward Delegate D. A. Ortiz. Everything is run­ ning smoothly with no beefs and no dis­ puted OT. NOMA (Excelsior) (Marine Corp.), Aug. 20—Chairman Jean Latpie; Secre­ tary R. W. Elliott. Everything is running smoothly. BETHFLOR (Bethlehem Steel), Aug. 6—Chairman J. Rose; Secretary J. Bergstrom; Deck Delegate L. W. Hall, Jr.; Engine Delegate A. Vaughn; Steward Delegate L. Gardner. $38 in ship's fund. Some disputed OT in deck department. TOFA TOPA (Waterman), Aug. 20— Chairman B. T. Hanback; Secretary L. Nicholas. Some disputed OT in deck and engine departments. Vote of thanks to the steward department for a job well done. Vote of thanks to the 4-8 watch for keeping the pantry and messhall clean throughout the voyage. SEATRAIN TRANSONEDIA (Seatrain), Aug. 11—Chairman L. Fitton; Secretary D. K. Nunn; Deck Delegate George Brady; Engine Delegate K. I. Harder; Steward Delegate L. M. Depens. Some disputed OT in deck department. Discussion held regarding repairs. CHARLESTON (Sea-Land), July 2— Chairman Antonio Kotsis; Secretary R. Hernandez. Few hours disputed OT in deck department, otherwise everything is running smoothly. Vote of thanks to the steward department for a job well done. Vote of thanks to the union offi­ cials for the increases obtained in the new contract. BIENVILLE (Sea-Land), Aug. 12— Chairman Calixto Gonzales; Secretary R. Aguir. No beefs were reported. Vote of thanks to the steward department for a job well done. SACRAMENTO (Ogden Marine), May 8—Chairman Billy E. Harris; Sec­ retary W. E. Monte; Engine Delegate Edwin LaPlant. No beefs were re­ ported. Some disputed OT in deck and engine departments. TRENTON (Sea-Land), July 23— Chairman James Shortell; Secretary Gus Skendelas; Deck Delegate Gerald Drener; Engine Delegate Joe Kordich; Steward Delegate H. Huff. $36 in ship's fund. No beefs were reported. SEATTLE (Sea-Land), Aug. 6— Chairman V. Poulsen; Secretary Wil­ liam M. Hand. No beefs were reported. Some disputed OT in engine depart­ ment. OAKAND (Sea-Land), July 16— Chairman Albert Ahin; ^retary C. N. Johnson; Deck Delegate Stanley R. Yodis; Engine Delegate Larry L. Hayes; Steward Delegate Orville L. Amdt. $237 SEATRAIN DELAWARE (8 e a t r a i n Lines) — Ready for another voyage from Weehawken, N.J. to European ports is the ships committee of the Seatrain Delaware. Seated left to right are; A. Maldonado, deck dele­ gate; Walter Nash, ship's chairman; Herbert Atinson, secretary-reporter; Robert 0. Goodrum; and standing, Hazel Johnson, steward delegate. W. Hend, secretary • reporter; C. Ponce, engine delegate; 0. Rios, steward delegate, and V. Poulsen, ship's chairman. PONCE (Sea-Land)—Off a coastwise trip from Florida are, from left: P. Kanavcs, educational director; T. Palino, ship's chairman; G. Malinowski, engine delegate; W. Underwood, in movie fund and $37 in ship's fund. Some disputed OT in deck department. SEAIKAIN PUERTO RICO (Seatrain, July 30—Chairman J. Northcutt; Secretary J. McPhauI; Deck Delegate Robert R. Merritt; Engine Delegate Edward Egra; Steward Delegate Wayne Evans. No bwfs were reported. Vote of thanks to the steward department for a job well done. NEWARK (Sea-Land), July 30— Chairman E. Wallace; Secretary Jack Utz; Deck Delegate Wm. D. Jefferson; Steward Delegate Joe Rioux. $16 in ship's fund. Some disputed OT in deck department. ROBERT E. LEE (Waterman), July 23—Chairman G. Torche; Secretary J. Sumpter; Deck Delegate R. J. Kelly; Engine Delegate Edward Brooks, Jr.; Steward Delegate Robert G. O'Neill. $8 in ship's fund. Little disputed OT in engine department. Coast Guard sent telegram to this vessel thanking the crew of the Robert E. Lee for their as­ sistance to disabled motorship Aloma as typical American seamanship. Vote of thanks to the steward department for a job well done. FAIRLAND (Sea-Land), Aug. 12— Chairman George A. Burke; Secretary T. R. Goodman. No beefs were re­ ported. Vote of thanks to the steward department for a job well done. The steward in turn thanked the crew for their cooperation. Vote of thanks was also extended to Boston Port Agent Ed Reily for squaring away beefs. DELTA BRASH (Delta), July 2— Chairman James F. Cunningham; Sec­ retary Thomas Liles, Jr.; Deck Dele­ gate Russel N. Boyett; Engine Delegate Paulo Pringi; Steward Delegate John Zimmer. Disputed OT in deck depart­ ment. A few beefs in steward depart­ ment to be taken up with patrolman. COLUMBIA (Ogden Marine), July 23—Chairman William J. Meehan; Sec­ retary A. W. Hutcherson; Deck Dele­ gate S. H. Nickolson; Engine Delegate R. Borlase; Steward Delegate Herbert Archer. Some disputed OT in engine department. Vote of thanks to the stew­ ard department for a job well done. TRANSIDAHO (Hudson Waterways), July 30—Chairman Jacob Levin; ^retary Aussie Shrimpton; Deck Dele­ gate William E. Duffy; Engine Delegate Juan Guaris; Steward Delegate Frank Rakas. $176 in ship's fund. Some dis­ puted OT in deck and steward depart­ ments. Discussion held regarding inade­ quate slop chest. Beef to be taken up with boarding patrolman. iit SEATTLE (Sea-Land) — Topside aboard the Seattle at her dock in Port Elizabeth, New Jersey after an intercoastal trip from Panama are, from left: J. Schoell, deck delegate; secretary - reporter; H. Archibald, steward delegate, and J. Galloway, deck delegate. �Cities on the Ocean in the World's Future Cities afloat on the sea, considered one answer to the nation's overcrowd­ ing, may be closer at hand than you realize. A plan is in the works to build a floating city, an "Atlantis in the Paci­ fic," which would rise from the ocean three miles out of Honolulu. In this floating city men and wom­ en would live, work and play in a selfcontained community. It all started last fall when the De­ partment of Commerce's National Oceanic and Atmospheric Administra­ tion approved an $85,000 Sea Grant for an engineering feasibility study of floating community design concepts. So a 123rd Hawaiian Island begins to take shape—in men's minds, on the drawing board, in the model tank— and suddenly it doesn't seem a fantas­ tic notion envisioned by science fictionists. The man behind this project is John P. Craven, dean of marine programs at the University of Hawaii and marine coordinator for Governor John A. Bums. He has been asked to come up with plans for an international exposi­ tion that will span two celebrations— the 1976 bicentennial of the nation's founding and the 1978 bicentennial of the Hawaiian Islands, discovered by Captain James Cook. Dr. Craven believes the exposition could be set up on a huge floating plat­ Digest of SlU fROBERT E. LEE (Waterman), July 2—Chairman G. Torche; Secretary J. W. Sumpter. $8 in ship's fund. No beefs and no disputed OT. OVERSEAS ALASKA (Maritime Overseas, July 16—Chairman H. K. Butts; Secretary D. G. Chafin; Deck Delegate Nicholas R. Takar; Engine Delegate Patrick J. Cleray. $17 in ship's fund. No disputed OT and no beefs. Vote of thanks to the patrolman in Port Arthur, Texas, for the manner in which he handled beef. OVERSEAS ALASKA (Maritime Overseas), July 26—Chairman H. B. Butts; Secretary D. G. Chafin; Deck Delegate Nicholas R. Takar; Engine Delegate J. Cleray. $16 in ship's fund. Some disputed OT in steward depart­ ment. TRENTON (Sea-Land), July 30— Chairman James A. Shortell; Secretary Gus Skendelas; Engine Delegate Joe Kordeck; Steward Delegate Hollis Huff. $36 in ship's fund. Disputed OT in deck delegate to be taken up with boarding patrolman. OVERSEAS ALASA (Maritime Over­ seas), Aug. 10—Chairman H. B. Butts, Secretary D. C. Chafin; Deck Delegate Nicholas R. Tatar; Engine Delegate Patrick J. Cleary. $16 in ship's fund. Disputed OT in each department to be taken uo with patrolman. COLUMBIA (Ogden Marine), Aug. 6—Chairman William J. Meehan; Sec­ retary A. W. Hutcherson; Deck Dele­ gate S. H. Nickolson; Engine Delegate R. Borlase; Steward Delegate Herbert Archer. Disputed OT in engine and deck department to be squared away. Vote of thanks to the steward depart­ ment for a job well done. TRANSIDAHO (Hudson Waterways), July 9—Chairman Jacob Levin; Secre­ tary Aussie Shrimpton; Deck Delegate William E. Duffy. $165 in ship's fund. Few hours disputed OT in steward de­ partment. PHILADELPHIA (Sea Land), Aug. 6—Chairman D. Giangiordano; Secre­ tary A. Bell. No beefs and no disputed OT. Vote of thanks to the steward de­ partment for'a job well done. RAMBAM (American Bulk), July 22—Chairman J. Craft; Secretary War­ ren Danford; Deck Delegate Richard Maddox; Engine Delegate Otto Motley; Steward Delegate Coy Hendricks. Some disputed OT in engine and steward departments. Vote of thanks to the steward department for a job well done. Special thanks to Brother Hendricks for his weekly pizzas. SEATRAIN GEORGIA (Seatrain), July 23—Chairman Claude Pickle; Sec­ retary J. M. Davis. $239 in ship's fund. No disputed OT and no beefs. Page 14 BEAUREGARD (Sea-Land), July 28—Chairman T. Trehern; Secretary E. Harris; Deck Delegate B. Hager; Engine Delegate Robert E. Zimmerman; Stew­ ard Delegate John Silva. $57 in ship's fund. NOONDAY (Waterman), July 16— Chairman Joseph Blanchard; Secretary Angel Seda; Deck Delegate Ed Delaney; Engine Delegate Charles Smith; Steward Delegate Lawrence Smith. $50 in ship's fund. Some disputed OT in each depart­ ment to be squared away by patrolman. Vote of thanks to the steward for a job well done. OVERSEAS TRAVELER (Maritime Overseas, July 8—Chairman W. Craw­ ford; Secretary J. Davis. $109 in ship's fund. No beefs were reported. SAN FRANCISCO (Sea-Land), May 28—Chairman J. F. Malyszko; Secre­ tary H. Galicki. $80 in ship's fund. No beefs were reported. Vote of thanks to the steward department for a job well done. NEW ORLEANS (Sea-Land), July 16—Chairman M. Landron; Secretary D. Sacher. $6 in ship's fund. Some dis­ puted OT in engine department. Vote of thanks to the steward department for a job well done. TRANSCHAMPLAIN (Seatrain), July 16—Chairman L. M. Cartwright; Secre­ tary Alva McCullum; Deck Delegate K. A. L. Nielsen; Engine Delegate Frank M. Coe. Vote of thanks was extended to the steward department for a job well done. The steward in turn thanked the crew for their cooperation. No beefs. PORTMAR (Calmar), July lbChairman B. Browning; Secretary V. Douglas. Deck and engine departments were short AT at payoff. Vote of thanks to the steward department for a job well done. ANDREW JACKSON (Waterman), July 2—Chairman James Biehl; Secre­ tary Michael Toth; Deck Delegate Ed­ mund K. DeMoss; Engine Delegate Nathan Goldfinger; Steward Delegate John T. Kelly, Jr. No beefs and no dis­ puted OT. Dedicated crew manning this vessel and all pretty well experienced in their line of work. Should be a pleas­ ant voyage. ANDREW JACKSON (Waterman), July 16—Chairman James Biehl; Secre­ tary Michael Toch; Deck Delegate Ed­ mund K. DeMoss; Engine Delegate Nathan Goldfinger, Steward Delegate ohn T. Kelly, Jr. No beefs everything is running smoothly. Vote of thanks to the steward department for a job well done. SAN FRANCISCO (Sea-Land), June 18—Chairman E. Christionsan; Secre­ tary H. Galicki. $80 in movie fund. No form. It would be a self-contained city at sea linked to the mainland by high­ speed hydrofoils, container barges and other water transport. The city would also have a heliport to provide heli­ copter service back and forth. There is endless speculation as to how such floating platforms could be utilized in future community and busi­ ness planning. Experts see them as mobile oil-drilling rigs, factory sites, mineral mining surface facilities, nu­ clear power plants, weather stations, or fishing fleet bases. A number of military uses are apparent also. The floating city Dr. Craven sees would be built on a ring of wedgeshaped modules circling a central harbor. The areas of each module would be about a city block. Dr. Craven would like to see a minimum of ten modules for this island city. A monorail might circle the inner city and still more modules built on the track's outer perimeter to allow more living and working space. Except for commercial services, the general rule would be pedestrian traffic only. Upper-level structures would be re­ served for living and recreation, lower levels for support services. The city's sea legs would consist of large rein­ forced concrete hollow perpendicular cylinders, three to a module, partly below the water. The legs provide stability as well as support for the module suspended between them. Ships iWeetings beefs were reported. Everything is run­ ning smoothly. TRANSERIE (Hudson Waterways), July 16—Chairman Robert D. Schwarz; Secretary Louis J. Cayton. Discussion held regarding repairs. Everything is running smoothly with no beefs. PENN CHAMPION (Penn Shipping), July 16—Chairman T. Cailinski; &cretary V. L. Swanson; Deck Delegate J. A. Dunne; Engine Delegate E. Terrazzi; Steward Delegate I. Gray. $21 in ship's fund. No beefs were reported. ANDREW JACKSON (Waterman), July 9—Chairman James BiehJ; Secre­ tary Michael Toth; Deck Delegate Ed­ mund K. DeMoss; Engine Delegate Nathan Goldfinger; Steward Delegate John T. Kelly, Jr. Very happy crew on board. Captain Strez and all department heads are very cooperative. No disputed OT. Vote of thanks to Bosun Biehl for getting neglected vessel in ship-shape condition. Vote of thanks to the entire steward department for a job well done. CHICAGO (Sea-Land), June 4Chairman Dan Butts; Secretary W. J. Davis; Deck Delegate H. Miller; Stew­ ard Delegate E. R. Stewart. $19 in ship's fund. No beefs were reported. Vote of thanks to the steward depart­ ment for a job well done. GATEWAY CITY (Sea-Land), July 26—Chairman L. Rodriguez; Secretary W. Nihem. $7 in ship's fund. Everything is running smoothly except for some disputed OT in engine department. Vote of thanks to the steward department for a job well done. LOS ANGELES (Sea-Land), July 16 —Chairman Charles Lee; Secretary Pepper. Some disputed OT in the three departments; to be squared away by patrolman. FAIRLAND (Sea-Land), July 30— Chairman G. A. Burke; Secretary T. R. Goodman; Deck Delegate Rufino Garay. No beefs. Everything is running smooth­ ly. Vote of thanks to the steward de­ partment for a job well done. DELTA BRASIL (Delta), June 11— Chairman James F. Cunningham; Secre­ tary E. D. Synan; Deck Delegate Rus­ sell N. Boyett; Engine Delegate Paulo Pringi; Steward Delegate John Zimmer. Everything is rnnning smoothly with no major beefs. OVERSEAS ALASKA (Maritime Overseas), July 2—Chairman H. B. Butts; Secretary Darrell G. Chafin. $32 in ship's fund. Everything is running smoothly. Small amount of disputed OT in steward department. TAMPA (Sea-Land), July 29—Chair­ man C. James; Secretary . Delise; Deck Delegate Edward Slintak; Engine Dele­ gate Agustin O. Castelo. 3 in ship's fund. Disputed OT in deck and engine departments. Everything is running smoothly. Vote of thanks to the steward department for a job well done. LAFAYETTE (Waterman), July 2— Chairman T. R. Sanford; Secretary F. Quintayo; Deck Delegate J. Justis; En­ gine Delegate Peter J. Haray; Steward Delegate L. E. Ellison. Few houre OT in deck and engine departments. Vote of thanks to the steward department for a job well done. WARRIOR (Sea-Land), July 19— Chairman B. E. Swearingen; Secretary E. B. Tart; Deck Delegate Robert G. Mason; Engine Delegate Ronald E. Dorsey; Steward Delegate Curtis E. Dang. No beefs were reported. Every­ thing is running smoothly. Vote of thanks was extended to the ship's committee and all department delegates. ^ I OGDEN WILLAMETTE (Ogden Marine), June 18—Chairman S. M. McGowan; Secretary F. S. Paylor, Jr. $2 in ship's fund. No beefs were re­ ported. MOBILE (Sea-Land), June 23—Chair­ man P. H. Greenwood; Secretary R. B. Barnes. Disputed OT in deck depart­ ment to be squarred away by patrol­ man. SACRAMENTO (Ogden Marine), V I July 9—Chairman Billy Harris; Secre­ tary V. E. Monte; Deck Delegate John J. Wynne; Steward Delegate Robert D. Bridger. Few hours disputed OT in each department. , CITIES SERVICE NORFOLK (Cities Service), Aug. 6—Chairman W. J. Beatty; Secretary Joe Bidzilya; Deck Delegate Joe Bidzilya; Engine Delegate William Beatty; Steward Delegate Leo Arpin. Delayed sailing disputed in deck department, otherwise everything is run­ ning smoothly. STEEL APPRENTICE (Isthmian), Aug. 6—Chairman F. Charneco; Secre­ tary P. P. Lopez; Deck Delegate Gary L. Hoover; Engine Delegate R. Minix; Steward Delegate G. T. Beloy. $5 in ship's fund. Some disputed OT in each department. >1 TRANSDAHO (Hudson Waterways), ' ! July 30—Chairman Jacob Levin; Secre­ tary Shrimpton; Deck Delegate Willian^ Duffy. $176 in ship's fund. Disputed OT in deck and steward departments. Beef to be taken up with boarding patrolman. SACRAMENTO (Ogden Marine), July 9—Chairman Billy Harris; Secre­ tary V. E. Monte. Few hours disputed to be replenished. OGDEN WILLAMETTE (Ogden Marine), July 9—Chairman F. S. Paylor, Jr., &cretary L. Cole. Some disputed OT in deck department, other­ wise everything is running smoothly. Seafarers Lot �A p^uicipte of sp»^—has been added to containerized shipping with the completion of the first two SL-7's, the Sea-land Galloway and the Sea-land McLean, for the SrU-contracted Sea-Land Service, Inc. The SIU, which will provide unlicensed seamen to sail the vessels, has been conducting jjsp^M upgrading courses at ite Piney Point ^facilities to thoroughly familiarize SIU crewI members in all aspects of operating the giant I contaihemhips. These two vessiels are the first of ei^t American-flag SL-7's to be built by Sea-Land • and are expected to have a profound and fari; leaching effect on the future of the U.S. merchant marine.' . - • Built and operated without government subsidy, these ships—the largest, fastest containerships in the world—• will be unrivalled by the vessels <rf any other nation. With speeds up to 33 knots audi edacities of 1,096 containers, the SL-7's bring to the owah shipping public, a capability here- ^ tofbre inissing—^at of speed in transportation, Transatlantic crossing of folir-and-one-half days will soon be followed by transpacific times of five-and-one-half days. These remarkable transit times, coupled with Sea-Land's already established inland capabilities^ : will move from shipper to consignee^: ;^^G^tp-dObr in record times arid in excelletfrv condition. ' Paul F. Richardson, president of Sea-Land Service, Inc., said that evety shipper wants faster : Sea-Land is in the proem of completing an extensive overhaul and enlargement of its terminal facilities at Elizabeth, N.J. Being buUt in three stages on reclaimed land between the N.J. Turn­ pike and Newark Bay, the 232-acre Sea-Land terminal vrill triple the company's present facili­ ties and will provide the berthing space and the marshalling area necessary for the efficient load­ ing and unloading of the new SL-7 class of • containership. ^ , x; . Sea-L^d expects delivery of the final six SL-7's by the end of 1974. According to a company public relations spokesman, the most important aspect about the arrival of the new SU7's is the fact that they "will provide proof that an American-flag com­ pany, employing American crews at American wage scales or can provide fast, efficient ocean transportation service without subsidy and ran With speeds up to 33 knots and capacities of 1,096 containers, the SL-7's bring to the ocean shipping public a capability heretofore miss­ ing—that of speed in transporta- ^ . Speed in transportariiean the ability to meet new business ^•pituniti^y a^ b^ satisfactibri for tipper's customers, as well as reduced inventories .. hd pure savings. "The truth of the transportation business," he said, "is that the customer doesn't pay to orxaipy space. He pa3^;tp^t his i^bds tiott—usually the faster the better. " f :*fritereslitigtyi the topi To theoty, at leasL he;caa ;s'ame ^Sp^p again and ^in, as fast as he can refill it. the gain isn't one-. : ' sided. High carrier efficiency keeps"costs down. ' I hjandUng practices fully developed, and npprc^ Ipiriate terminal facilities corning into dperatiobif |the SL-7 wtil further the frffi potential of conCtainerized shipping." , Richardson said the first of the giant container-. • - ships will be used on transatlantic runs and willfP ^ be uised stfrcfly^ carriers betweenS major ports thus j majdmizing ffieif e^cie^ i^aUer "relay'' ye$sek major ports to speed containers to and from their ^irilltimate desf iftatipris t|^ , "In this: way," he said^ "the cargo is constaptty 1 Ijrijoving,: toward; its :::final ,;:destihatipijfi^ idslayed as it would be wiih veatseis maldnC"^ multiple port calls." ' § iAll segmerits of the maritime industry have Lower New York Harbor and the izabeth Port Authority Marine Terminal to eir berths, the harbor arga^^ w^ S^niature and installed m the VickSburg;^^^M^ ''^%aterway^s experimentai station of the U.S. arpY 3.:idorps/, ,o£..Engineers: :-tbsv:|tiiots -::uader^'^ { e;Uensive training in "sjmrilated'' berthings new containerships. ^ " -October 1972 The Sea-Land Galloway—^the first of the SL-7 class containership, the fastest and largest such ship in the world—makes her way down the Verrazano Narrows (top photo) on her maiden voyage. The ship can travel at speed up to 33 knots and is capable of carrying 1,096 thirty-five and forty-foot containers. In the bottom photo, the vessel is seen making her way to her berthing spot in Elizabeth, N.J. with the Verrazano-Narrow Bridge—^the long­ est bridge in the world—in the background. Page 15 �I: ^ V • "3^.' ' ; -• V - • n , «, *• -1 I. Jr.'-. • 'With the container concept firmly established, handling practices fully developed, and appropriate terminal facilities coming into operation, the SL-7 will further die fuD potential of con^^erized shipping.' •j| Shown here is the computerized main control board which controls all major functions aboard the Galloway. CONTAINER CAPACITY (Source. Sea-Land Public Relations Department) If J! C4-X2/X3 360 T2-M 332 One of the propellers which steers the new SL-7's through the waters at speeds up to 33 knots. The SL-7 is the fastest commercial ship in the world. g^^V '• - SL-18 733 ''v*r '.'cva " • SL-7 1096 Chart shows capacity of SL-7's as compared to earlier containerships. Page 16 The Sea-Land Galloway, the first of the SL-7 containersli Seafarers Log �'The truth of the transpoitnH^ business is that the customer doesn't pay to occupy space. He ^' pays to get his goods to their destin^om---aisual]y the hister die "• ' - • '1. * •ir One of the two 120,000 horsepower turbines which powers the Galloway at speeds up to 33 knots. Steward James Keno takes a moment to relax in one of the offices aboard the Galloway. The ultra-modern galley aboard the Galloway is outfitted with all stainless steel appliances including ovens, grills and steam tables. Steward J. C. Anderson takes a look at crewmember's quarters aboard the Galloway. There is one man per room and each has a private bath. ' . M M' CP ' ' ,' lil '' * ^ ' fl .'w ^ • . '• • 5- I . - •; - •,.,*••- -T •- ,.'il, ips to be put into service, heads through the Verrazano Narrows Straits on her way into Elizabeth, N.J. October 1972 —•;• QMED Pat Rogers (right) discusses the Galloway's first voyage with Log reporter Jim Gannon during the ship's stop in Elizabeth. Page 17 �Seafarers Prepare at Piney Point SlU Vice President Frank Drozak (right) discusses some union matters with Bosun Enrico Tirelli (left) and QMED Pat Rogers aboard the Galloway while the ship was berthed in Elizabeth. Workmen put finishing touqhes on stern of the Sea-Land McLean, the second SL-7 to be completed. The McLean arrived in Elizabeth a week after the Gallo­ way. Before manning the new SL-7's, Seafarers underwent special upgrading courses to familiarize themselves with all aspects of the giant containerships and to earn their QMED rating. In the top photo, Frank Luciano, a representa­ tive of Sperry-Rand, designer of the ship's guidance control system, explains the gyro and auto-pilot systems to a group of SlU members. In the bottom photo, the bridge consoles on the new SL-7's are explained to a class of Sea­ farers by Ed Engelbretson, a representative of IT&T, (right) and Harry Lundeberg School Vocational Training Director Bob Kalmus. 'The first of the giant con­ tainerships will he used on transatlantic runs and will be used strictly as line-haul carriers between major ports thus maximizing their effici­ ency. Smaller relay vessels will fan out from these major ports to speed containers to and from their ultimate des­ tination throughout North­ ern Europe, England, North American and the Carib­ bean. (The SL-7's) will provide proof that an American-flag company, employing Amer­ ican crews at American wage scales can provide fast, efficient oeean transporta­ tion service without subsidy and can prosper neverthe­ less.' Vi" A pilot practices navigation techniques during a "dry run" on nine-fbot scale model of the SL-7 con- talnership at U.S. Army Engineer waterways experlment station In VIcksburg, Miss. �Piney Point Upgraders: (1' 'i' What They're Saying James Keno Steward This is the best thing that ever happened to the SIU. I've served aboard many ships, but there is something different about this one. I think it has something to do with the attitude of the men. Don't let all this new equipment fool you, the men in the department still work as hard as ever, but the work is more enjoyable." As far as I'm concerned, the steward department is the most im­ portant on the ship, because if the men don't eat, they don't work. We, in the steward department are able to do a better job here, so every­ one on board is happier and friend­ lier. And on a ship this size you must have harmony. Enrico Tirelli Bosun There are a few differences work­ ing aboard this ship. The first of course is the size. The work seems to go slower because of the in­ creased amount of walking time, but still there is no real problem in getting the work done. Tying up, is different also, since we do this from below. the deck. However, these small problems will disappear, after a few trips when we get used to a new system. This ship is really a sailor's dream but 1 don't mean that in reference to the work. When our day is finished now, we retire to our own private foc'sle. There, a man can relax like a man. Our time is truly our own. We can sleep, or read or just think in perfect com­ fort and peace. You can forget about all the aggravations and prob­ lems you have encountered through­ out the day. It is a nice place to live. Aboard the Galloway Pat Rogers QMED This engine room is a whole new ball game. It is actually two en^ne rooms in one, and three times the size of the usual engine room. If there is any malfunction at any place in the engine room, it registers on a panel. That way we can attend to small problems quickly, so they don't become big ones. You put in a good four hours extra work each day, but I enjoy it because it is a challenge. October .1972 Page 19 lii �Bosuns Eligible for Recertification Firflowing is die list of SIU members d^ible for flie boson Recertificidioii Pro­ gram according to the latest information avaHaUe from union records. Since this is the first computer print-out ol ffiis list, some eligible SIU members may have Abualy, E. 8.-^33-28-2455 Adkins, P. C.—244-20-1513 Ahin, A.—576-24-1744 AUen, E. E.—070-24-5827 Alistatt, J. W. 466-20-6300 Anderson, A.—^266-14-7774 Annis, G. E.—437-38-3046 Antoniou, C.—051-18-9139 Antoniou, A.—127-14-6990 Aponte, R—062-24-0560 Arc, J. M.—405-50-7695 Arena, L.^37-05-9950 Armada, A. A.—212-34-9627 Arnold, J. C.—232-30-4357 Aycock, W.—567-24-3474 Backrak, O. 0—514-14-3110 Baker, W. T.-^57-20-8725 Hankston, Jr., C.—436-26-4790 Bamhill,—231-18-8517 Barrial, P.—219-22-0659 Baudoin, J.—436-28-7856 Baum, H. L.—268-10-6146 Beck, A.—096-20-2825 Beck, D. L.—178-20-0272 Beeching, M.—426-32-6743 Bennett, M. P.—258-16-9623 Bentz, J. J.—176-34-0377 Bentz, H. G.—183-26-9874 Berger, D. H.—231-07-0647 Berry, N. M.^58-01-7000 Beye, Jr.—053-18-0684 Biehl, J.^22-07-6178 Bissonnet, J. V.-^33-20-2710 Bojko, S.—176-18-5164 Boland, J. J.—169-20-6292 Boney, A.—229-30-5077 Bourgeois, J. L.—027-18-7802 Bourgot, A. E.—422-01-4298 Bowden, G. W.—223-20-6530 Bowman, J. T.—036-09-5067 Boyle, C. R—068-22-5157 Brannan, E. J.-^23-30-6749 Braustein, H. D.—095-16-5631 Brendle, M. D.—467-30-9199 Brinson, B. W.—256-26-0159 Broomhead, R. W.—120-10-5379 Browning, B.—307-20-6218 Bryan, E. K.—462-32-8154 Bryant, V. W.—262-09-7025 Burch, G. A.^37-18-9276 Burke, G. A.—366-22-7870 Burns, C. J.—158-07-0722 Burton, R.—277-18-6844 Busalacki, J. £.—489-22-0605 Bushong, W. D.—285-01-7359 Butterton, W. G.—224-20-8023 Butts, O. 1.-070-16-2125 Butts, Jr., W. H.—125-22-4401 Byrd, R.—223-34-4481 Domey, R R-074-22-8361 Drake, W.—424-12-4492 Ducote, A. R.—439-05-1182 Dunn, B. E.—417-38-9917 Durham, G. G.—263-28-9335 Eddins, J. T.—241-26-1489 Edelmon, B. G.—463-34-8848 Eisengraeber, R.—^566-16-0621 eUs, E. M.—256-20-6092 ElweU, J. M.—121-09-8419 Erazo, P. J.—212-20-5693 Erlinger, G. D.—318-24-2470 Evans, J.—051-18-3819 Faircloth, Jr., C O.—262-26-1005 Farsbetter, M. L.—398-24-3209 Fay, M. V.—117-30-5351 Figueroa, L.—123-14-9297 Fimovicz, B. R—123-14-9767 Finch, F. D.—422-01-6469 Finklea, G. D.—250-16-7511 Fitzpatrick, D.—019-12-4025 Foster, R—070-24-0070 Foster, J. M.-416-18-1089 Foti, S. C.—030-10-9237 Frank, S.—014-16-2108 Freimanis, E.—126-18-3117 Gahagan, K.—237-34-2731 Gaspar, R—112-20-1153 Gates, C. C.^17-14-8632 Gay, D. C.—133-14-1538 Geller, J.—092-12-0853 Gervais, J. E.—242-30-6169 Gianiotis, I. S.—23140-0812 Gigante—215-18-2505 Gillain, B. R—421-36-5242 Gillikin, N. D.—263-30-8196 Gomez, J.^66-38-5826 Gonzalez, C. L.—062-24-2927 Gorman, J. J.—100-20-6394 Granberg, B. A.—46240-9997 Granger, E.—437-12-7354 Green, J. C.—227-20-2361 Griffin, E.—264-24-0700 Griggers, Jr., I. W.—416-30-9751 Grima, V.—140-24-6474 Gustavson, W.—131-16-2078 Gylland, A.—129-14-5937 Hale, W.^36-444163 Hall, R. H.—217-22-7470 Hanback, B. T.—132-20-0173 Hanna, A.—204-22-2335 Hanstvedt, A.—45742-4316 Hardcastle, E. B.—523-01-9340 Hartman, O. M.—504-12-1359 Harvey, L. J.—425-32-1168 Hawkins, T. H.—531-204944 Hazard, F.—552-22-5812 Hellman, K.—418-344246 Henkle, T. M.—543-24-8401 Hernandez, C—075-32-3447 Hilbum, T. J.—416-30-0491 Hill, H. C.—487-16-9638 Hodges, R. W.—237-22-8900 Hodges—424-22-6370 Hogge, E. J.—220-094923 Holm, D. E.—109-24-1630 Homen, J.—545-28-5157 Homka, S.—136-20-7535 Houchins, C. M.—245-304767 Hovde, A. W.—219-16-3321 Hunter, J. D.-420-26-6061 Cain, H. C.^17-42-4293 Caldeira, A.—079-20-1840 Calogeros, D. G.—077-24-9341 Carey, J. J.—053-18-7895 Cartwright, L. W.—061-14-4157 Carver, T.—131-07-2996 Casanueva, M.—080-20-8057 Cash, J. M.—225-16-9039 Castro, G.—107-18-7674 Catalanotto, J.—438-05-7594 Caufman, B. H.—460-07-2813 Chameco, R R.—093-28-5218 Cheshire, J.—263-38-5950 Chestnut, D.—418-18-2565 Chiasson, R. J.—438-14-8402 Chilinski, T.—058-18-4305 Chong, J.—212-20-8168 Christenberry, R. A.—555-28-2830 Cisiecki, J.—168-12-5196 Cofone, W.—070-18-4778 Cocker, G. H.^17-24-3948 Cole, Jr., L. C—244-28-4482 Condos, G.—120-12-5242 Cooper, R C.—417-40-2124 Cortez, D.—125-16-9855 Cousins, W. M.—248-22-4567 Crawford, W.—267-32-1990 Cross, M. W.—549-01-1899 Cuningham, J. R—264-26-7503 Curry, I ^246-34-4910 James, C.—144-20-8700 Jandoha, S.—135-16-6160 Jansson, A. E.—093-12-9964 Jaynes, H.—019-18-3977 Johannsson, S.—081-20-7182 Johnsen, C. P.-^98-18-4117 Johnson, W.—374-22-5210 Johnson, R.-416-26-3622 Jordan, C—421-20-6192 Joseph, L. E.—069-16-1308 Joyner, W. E.—253-30-3366 Justus, J. 1.-237-40-2930 Dakis, G.—109-18-8390 Dalton, J. M.—210-14-2345 Damico, Jr., C.--559-34-5523 Dammeyer, C. R.—157-20-3708 Darville, R.—266-24-6290 Davies, J.—161-22-0931 Davis, J. R.—422-22-0663 Dawson, W. R.—213-28-3108 Deangelo, E. J.-^22-05-5080 Deculty, J. J.—083-20-4487 Delgado, J. D.—115-22-7211 Dewell, J. D.—542-03-5341 Dixon, J.^19-204492 Dodd, W. K.^31-12-7842 Donovan, J.—031-07-1871 Kadziola, S.—080-20-9846 Karatzas, A.—56942-0696 Kaufman, H. K.—113-07-8129 Kazmierski, Jr., B. R.—37640-5144 Keeffer, M. J.—399-12-4481 Keel, J. C.-^21-20-1646 Kelly, W. G.—532-22-3498 Kelsey, T. E.—085-24-2435 Kelsoe, J. W.—416-36-8625 Kennedy, J. D.^21-16-6617 Kerageorgiou, A.—^23140-2134 Kemgood, Jr., M. J.—2204)1-2222 King, G. E.—451-08-8070 Kirkwood, H. R.—266-26-8646 Kitchens, B. R.—260-20-0956 lannoli, C. A.—036-07-0694 been enroneoiHly onritted. Such members Aould contact SIU headquarters. For identifiaition purposes. Social Securtiy numbers are given. More information ribont the program appears on 2. Kleimola, W.--374-24-7812 Knight, B.—228-20-5244 Knoles, R. J.—561-28-8587 Koen, J. B.—422-07-9088 Konis, P.—116-32-8928 Krawczynski, S.—206-184874 Kyser, L.—419-18-6034 Lambert, R.-438-26-5392 Landion—216-12-9465 Landron, J. R.—217-14-0320 Larsen, A.—454-22-5193 Lasoya, E.—465-07-5295 Lassen, S. B.—56942-2635 Lasso, R.—140-14-5145 Lavoine, Jr., H. T.—019-16-2632 Lavrton, W.—260-18-7001 Layton, W.—253-28-6282 Leclair, W. W.—013-26-3240 Lee, C. O.—267-12-5834 Lee, H. S.—537-01-2917 Lesnansky, A.—293-124819 Leushner, W.—101-22-8269 Lewis, J. S.—242-32-3437 Libby, H.—005-24-2016 Libby, G. P.—224-18-8207 LiUard, F. E.-431-16-3089 Lineberry, C. T.^22-44-1442 Lipari, A.—113-20-8891 Maas, R. J.^34-52-3105 MaCarthur, Jr., W.—028-20-5355 Maggulas, C—105-26-5064 Majette, C.—224-12-0868 Maiyszko, J. R—349-184649 Mann, J. T.—260-32-9664 Manning, D. J.—053-22-2119 Manning, S. H.—263-03-1900 Matthews, W. T.—262-32-5892 Mattioli, C—076-24-9904 McBride, W. L.-489-10-7960 McCaskey, E.-416-14-8132 McCollom, J.—027-164161 McCorvey, D. L.—258-36-8093 MvDonald, R. 0.^67-14-3931 McDougall, J. A.—200-09-3952 McGinnis, A. J.—192-26-9115 McConagle, H.—029-22-1914 McGowan, B. L.—438-44-3865 McGowan, S. M.^64-34-2832 McKarek, J.—092-05-3585 Meehan, J. W.—223-18-3075 Meffert, O. R.—404-124556 Mehringer, S. R.—076-22-9683 Mercereau, E. L.—537-01-5709 Merrill, C. D.—422-05-6352 Michael, J. 1.-220-03-2251 Mignano, H.—078-20-6639 Miller, C, E.—361-10-1880 Mitchell, W.—003-07-5954 Mize—553-20-6860 Moen, J. S.—476-18-2802 Monardo, S.—103-20-7330 Moore, C. E.—223-34-0634 Moore, J.—263-38-5916 Morales, E.—059-24-0919 Moris, W. D.—119-14-1974 Morris, S. P.—264-09-0991 Morris, W. E.—422-54-7040 Morris, Jr., E.—421-20-5321 Moyd, E. D.—424-09-4438 Mullis, J. C.—420-26-0850 Murray, C.—549-22-6569 Murry, R. W.—224-24-8014 Myrex, A. M.-420-20-7411 Nash, W.—115-01-6394 , Nicholson, E. W.—219-18-9709 Nielsen, V. T.—088-36-2167 Northcutt, J. C.—414-20-0463 Nuckols, B.—236-30-4406 O'Brien, R. L.—029-12-5700 O'Connor, W. M.—103-18-2799 Olbrantz, L. J.—388-304589 Olesen, C. C.—552-44-7953 Olson, F. A.—534-16-5222 Oromaner, A.—061-09-9600 Ortigucrra, G.—133-03-3640 Palino, A.—158-16-8277 Palmer, R. C—031-18-6040 Paradise, L.—030-16-8085 Parker, O. Z.^20-164243 Parker. J. W.^22-26-1019 Parker, W, M.^99-26-1862 Parr, E.—433-24-9345 Perreira, C. A.—575-12-6900 Pierce, J. J.—170-20-3972 Powell, B.—277-20-2185 Pitman, D. R.-433-24-3966 Pizzuto, N, L.—43542-6698 Pope, R. R.—246-34-9441 Poulsen, v.—570-62-5629 Pousson, H. I.-433-20-3415 Pressly, O. J.—070-24-2044 Price, B. B.—226-344059 Prindezis, J.—105-24-7153 Procell, J.-437-38-8333 Pryor, C. E.—42242-3521 Puchalski, K.—292-18-5293 Radich-427-34-7701 Rains, H. B.-462-32-5500 Reed, C.—293-20-7274 Richoux, J.—436-28-1250 Rihn, E. A.—457-20-2737 Rivera, A.—079-22-5470 Rivera, Z. R.—086-14-6483 Robbins, O. A.—007-18-7885 Robinson—265-36-3629 Robinson, J. A.—417-24-9575 Roy, A.—002-14-1410 Rubish, P.—234-38-0323 Ruf, G. H.—155-01-0430 Ruiz, A. T.—087-24-9986 Rushing, E.—439-054139 Ryan, J.—385-07-8040 Sacco, A.—343-16-3737 Sakellis, A. J.—106-24-8885 Sampson, J.—159-05-5470 Sanchez, M. E.—261-24-2303 Sanfillippo, J. S.—030-16-2224 Sanford, T. R.^1848-2878 Savoca, J.^38-14-1920 Sawyer, A. R.—231-07-3648 SerigUo, S. J.—021-20-1948 Schulter, K. P.—113-36-1681 Schwartz, A.—468-144047 Schwarz, R. D.-^21-26-0937 Self, T. L.—231-284715 Selix, L. E.—572-344917 Semyk—080-20-7818 Sharp, W.—221-10-1574 Shortell, J.'A.—130-054711 Smith—195-12-2112 Smith, G. B.—214-38-5850 Smith, F. W.—227-24-8803 Smith, L. R.—241-30-1046 Smith, F. J.—436-224850 Sohl, R. G.—080-22-2148 Sokol, S. F.—141-12-7397 Sorel, J.—532-28-7971 Spencer, J. L.—238-26-1618 Spuron, J. G.—214-24-8443 Stanford, G.-^28-34-5059 Stockmarr, S.—097-12-4313 Surles—550-30-7483 Swiderski, J. B.—189-01-0726 Talbot, J. R.—166-16-3783 Taylor, R. C.—425-64-8556 Tenley, G.—206-16-8927 Thompson, C.—402-12-5631 Thompson, C. E.—418-56-3096 Ticer, D. M.—-525-18-7116 Tillman, W. L.—428-44-9368 Tolentino, T. A.—547-384286 Trawick, H.—424-10-6498 Troche, G.—439-22-2206 Trosclair, J. C.—421-26-3693 Turner, P.—305-22-8944 Ucci, P. A.—071-05-6719 Urzan, J.—087-14-4528 Vanzenella, V. A.—056-18-1501 Vega, J.—108-18-7118 Velazquez, W.—072-22-1797 Walker, F. E.—-141-22-1181 Walker, T. 1.-565-44-3930 Wallace, W. M.—225-18-5674 Wallace, E. F.—341-20-0639 Wallace, W. A.—571-034190 Wardlaw—455-34-5086 Webb-^21-20-9221 Weinberg, B.—531-14-9362 WhiUow, L.—484-14-2607 Whitney, R.—383-24-0535 Wiggins, C. B.^24-28-8406 Williams, R. R.—220-22-3410 Wilson, C. P.—421-12-6373 Winslow, E. D.—237-03-1715 Woods—437-20-3607 Workman—303-01-1446 Woturski, B.—137-18-3608 Wright—258-34-2472 Yates, J. W—295-16-8168 Zeloy, J.—417-28-1573 Ziereis, J. A—^270-18-5518 TOTAL NUMER OF MEN 394 �USPHS Announces Signing of Contracts for Health Care j if • The United States Public Health Service in New Orleans has announced that it has si^ed contracts with the following medical facilities to provide health care for Seafarers in their area. Disability pensioners in particular are advised that they may call upon these facilities for both regdar and emergency medical care. Here is the list of facilities: ALABAMA Mobile General Hospital 2451 Fillingim St. Mobile, Alabama 36611 Mobile Infirmary Post Office Box 4097 Mobile, Alabama 36604 Broward General Hospital 1600 South Andrews Avenue Fort Lauderdale, Florida 33316 FLORIDA Cape Canaveral Hospital P.O. Box 69 Cocoa Beach, Florida 39231 Halifax District Hospital P.O. Box 1990 (Clyde Morris Blvd.) Da^ona Beach, Florida 32015 Baptist Hospital 8900 N. KendaU Drive Miami, Florida MISSISSIPPI Singing River Hospital Pascagoula, Mississippi 39567 Vicksburg Hospital Inc. 1600 Monroe Street Vicksburg, Mississippi {Two contracts—one for General Med­ ical Surgical Hospital Care and one for Quarantinable Diseases) Okaloosa County Hospital System NiceviUe, Florida 32578 Jackson Memorial Hospital 1700 N.W. 10th Avenue Miami, Florida 33136 Mercy Hospital 3663 South Miami Avenue Miami, Florida 33138 Lee Memorial Hospital P.O. Box 2218 Fort Myers, Florida 33902 MISSOURI Lutheran Hospital of St. Louis 2639 Miami Street St. Louis, Missouri 63118 Municipal Hospital P.O. Drawer No. 9 Port St. Joe, Florida 32456 St. Luke's Hospital 1900 Boulevard Jacksonville, Florida MEMPHIS (Processed by) Methodist Hospital 1265 Union Avenue Memphis, Tennessee 38104 City of Memphis Hospital 860 Madison Avenue Memphis, Tennessee 38103 Baptist Hospital 1899 Madison Avenue Memphis, Tennessee 38103 West Palm Beach Good Samaritan Hospital 1300 North Dixie West Palm Beach, Florida 33402 De Poo Hospital 918 Southard Street Key West, Florida 33040 LOUISANA South Cameron Memorial Hospital Route 1, Box 277 Cameron, Louisiana 70631 Monroe General Hospital P.O. Box 932 Key West, Florida 33040 I'l Upgrading Class Schedule at Lundeberg School upgrading classes are now being conducted at Harry Lundeberg School. Classes for the following rat­ ings are available: Lifeboat, Able Body Seaman, Quartermaster, Fire­ man, Watertender, Oiler, Refer, Elec­ trician, Junior Engineer, Pumpman, Deck Engineer, Machinists, Tankerman. Classes begin every two weeks on the following dates: October 30; November 13, 27; December 11. Under a new U.S.C.G. ruling, graduates of the HLS will be able to qualify for upgrading with reduced seatime. Those wishing to upgrade to AB need only 8 months seatime as ordinary seaman. Those wishing to upgrade to FWT, and Oiler need only 3 month seatime as a wiper. 0}nsult the following chart to see if you qualify. In order to process all applicants as quickly as possile it is necessary that each applicant enclose with his application: • 4 passport photographs (full face). • Merchant Marine personnel physical examinations using USCG form CG-719K given by either U.S.P.H.S. or S.I.U. Qinic. Those applicants already holding a rating Ratings HLS Graduate AB FWT, OUer All other OMED 8 mos. O.S. 3 mos. wiper 6 mos. wiper other than wiper in the engine de­ partment or AB do not require a physical. • Sub-chapter B of the United States Coast Guard regulations state that the officer wishing certification as a Tankerman "shall furnish satis­ factory documentary evidence to the Coast Guard that he is trained in, and capable of performing efficiently, the necessary operation on tank Name AH others 12 mos. O.S. 6 mos. wiper 6 mos. wiper vessels which relate to the handling of cargo." This written certification must be on company stationery and signed by a responsible company official. • Only rooms and meals will be provided by Harry Lundeberg School. Each upgrader is responsible for his own transportation to and from Piney Point. No reimbursement will be made for this transportation. Age Home Address S.S. # Mailing Address Book # Phone Ratings Now Held What Rating Interested In Dates Available to Start HLS Graduates: Yes No Record of Seatime: Ship Rating Held Lifeboat Endorsement Yes No. Datetrf Shlpnient Datedl Dlschaige Return completed application to the attention of: Mr. Robert Kalmus Director of Vocational Education Harry Lxmdeberg School Piney Pt., Md. 20674 October 1972 Page 21 i �Balanced Diet, Tricky Balancing Act By Sidney Margolhis In almost every store you go to nowadays, and in many publications, you are confronted by pressures to buy vitamin products, especially the highpriced "natural" vitamins. You now find these "natural" vita­ mins not only in the health food stores cropping up all over the country but in regular drug stores, supermarkets, even karate clubs and gyms. The tactics used to sell these vita­ mins are usually based on fear. Wor­ ried people are good prospects. As one workingman wrote to us: "I was visited by a vitamin supplement sales­ man who supported his claims with government reports on poor soil, cook­ ing of foods, storage, organic vs. in­ organic farming, etc. His arguments sounded good when backed up by U.S. government reports. However, I couldn't see spending $20 a month on vitamins. "Can we get all we need out of foods? Should we all eat raw instead of cooked vegetables? What about white sugar and white flour? Are they harmful?" We'll come back to these questions later in more detail. But in general, if you have no abnormality and do eat a balanced diet you should be able to get all the nutrients you need with­ out taking additional vitamins. If you do have some physical condition that may require extra vitamins, you should consult a doctor. He would determine what vitamin, if any, you really need. What's a "balanced diet?" The U.S. Agriculture Department advises choos­ ing some foods every day from four basic food groups. Some nutritionists think the USDA has oversimplified the seven basic groups it used to suggest. Marcella Katz, nutrition consultant for the Health Insurance Plan of Greater New York, in the Public Affairs pam­ phlet, Vitamins, Food, and Your Heaith, recommends'using some foods each day from each of these six basic food groups: 1. Meat, fish, eggs, poultiy, lequmes supply high-quality protein that con­ tains an adequate amount of essential amino acids. 2. Breads and cereals, whole-grain and enriched, supply sugar and starch, vitamins and minerals. (The protein in grains and cereals is not complete and should be used in combination with the complete proteins in Group 1.) 3. Milk and milk products such as cheese supply high-quality protein, minerals, and vitamins. 4. Dark green leafy and yellow vegetables are important sources of vitamin A. 5. Other vegetables and fruits— citrus, tomatoes, strawberries, cab­ bage, potatoes—are important sources of vitamin C. 6. Fats and oils supply saturated and polyunsaturated fatty acids and vitamins. (Mrs. Katz recommends, as do many nutritionists nowadays, liquid vegetable oils and margarine made from them, rather than so-called "sat­ urated" or hard fats.) It is true that some vitamins are lost in food processing and in home cooking, although vitamin sellers tend to exaggerate these losses. Vegetables washed in too much water or held in the pot too long before serving, "make vitamin-rich water and vitamin-poor food," Mrs. Katz warns. She points out that many families rarely use the cooking water. They should. Vegetables should be cooked in as little water as possible and for as short a time as feasible. Whatever water remains contains some of the water-soluble vitamins from the vegetables and should be used in gravies, sauces and soups. With careful meal planning and care in cooking, most people should not need vitamins. If you or your doc­ tor feel you do, then take care not to get involved in the high-priced prod­ ucts being pushed nowadays. For example, in a recent shopping survey we found you could pay any­ where from 45 cents for a bottle of 100 milligrams of vitamin C, to as much as $1.75 for so-called "natural" vitamin C (really partly synthetic). Different brands of multivitamins with minerals sell for anywhere from $2.65 to $4.50. They have somewhat varying formulas, which makes it hard for con­ sumers to compare values precisely, but are basically similar products. For B vitamins, although with varying formulas, you can pay anywhere from 79 cents to $3.79 for 100 tablets. There are huge profits in vitamins, especially the "natural" kind. For ex­ ample, a large basic supplier like Gen­ eral Mills sells vitamin E (the current fad vitamin) to packagers for 50 cents for 100 tablets of 100 international Units. By the time these 100 tablets are bottled and reach the retail coun­ ters they have price tags of anywhere from $1.95 to as much as $3.30 (in brands sold in health food stores.) The vitamin packagers nowadays have a number of ways of building up prices: —They are packaging bigger dos­ ages, such as vitamin C in 250 and even 500 milligram tablets, in order to command higher prices l3ut claim­ ing that you are more certain to get your full needs this way. —^They then package smaller amounts such as 30 or 60 tablets in a bottle instead of the traditional 100, in order to make the higher prices seem lower. —They try to influence you to buy not only specific vitamins to supple­ ment your supposedly "impoverished" food supply, but to buy other vitamin or food supplements to balance the primary vitamins. For example, they now try to sell you bioflavonoids along with vitamin C, or vitamin A along with lecthin. —They push the higher-priced "natural" vitamins instead of the lower-cost synthetic vitamins, when actually they are the same in function, and the supposedly natural ones are partly or even largely synthetic in any case. (If they weren't they would be too big to swallow.) Harold H. Hess Your wife, Mary, asks that you con­ William Leroy Cox Please contact Cpl. M. Graham, Washington County Sheriff's Office, Washington County Courthouse, 2nd & Main Sts., Hillsboro, Ore. in reference to personal property being held for you. tact her at 702 N. Lakewood Ave., Baltimore, Md. 21205. Ralph Di PaoU Your sister, Mrs. Carmela Forneto, asks that you contact her as soon as poossible at 1135 So. Seventh St., Phila­ delphia, Pa. Gonzalo Rodriquez Your wife, Maria, asks that you con­ tact her at San Agustin No. 152, Puerto de Tierra, P.R. Archie D. Terry Please contact Mrs. Ruby T. Altman at Rural Delivery, Estill, S.C. Ragner O. Andersen Please contact Mrs. Bertha H. Myntti at 408 N. 61st St., Seattle, Wash, as soon as possible. Jose M. Castell Personal papers of yours are being held in the vault in the Secreary-Treasurer's office at SIU Headquarters in Brooklyn, N.Y. Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agree­ ments. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expen­ ditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund finan­ cial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Earl Shepard, Chairman, Seafarers Appeals Board 275-20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. Page 22 CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions imder which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employ­ ers. Consequently, no Seafarer may be discriminated against because of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. EDITORIAL POLICY-SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. SEAFARERS POLITICAL AdTVITY DONATION—SPAD. This established policy has been reaffirmed by membership SPAD is a separate segregated fund. Its proceeds are used to action at the September, 1960, meetings in all constitutional further its objects and purimses including but not limited to ports. The responsibility for Log policy is vested in an edi­ furthering the political, social and economic interests of Seatorial board which consists of the Executive Board of the • farer seamen, the preservation and furthering of the American Union. The Executive Board may delegate, from among its Merchant Marine with improved employment opportimities ranks, one individual to carry out this responsibility. for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes PAYMENT OF MONIES. No monies are to be paid to to political candidates for elective office. All contributions anyone in any official capacity in the SIU unless an official are voluntary. No contribution may be solicited or received Union receipt is given for same. Under no circumstances because of force, job discrimination, financial reprisal, or should any member pay any money for any reason unless threat of such conduct, or as a condition of membership in he is given such receipt. In the event anyone attempts to the Union or of employment. If a contribution is made by require any such payment be made without supplying a re­ reason the above improper conduct, notify the Seafarers Un­ ceipt, or if a member is required to make a payment and is ion or SPAD by certified mail within 30 days of the con­ given an official receipt, but feels that he should not have tribution for investigation and appropriate action and refund, been required to make such payment, this should immediately if involuntary. Support SPAD to protect and further your be reported to headquarters. economic, political and social interests, American trade union concepts and Seafarer seamen. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. If at any time a Seafarer feels that any of the ahove rights The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are have heen violated, or that he has heen denied his constitu­ tional right of access to Union records or information, he available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves should immediately notify SIU President Paul Hall at head­ with its contents. Any time you feel any member or officer quarters hy certified mail, return receipt requested. �Rigging a Bosuns Chair at Piney Point Fay Heads Campaign SIU Philadelphia Port Agent John Fay has been chosen to man­ age the campaign for re-election of Representative Joshua Eilberg (DPenn,). Eilberg is seeking his fourth term in Congress. He was first elected in 1966 and again in 1968 and 1970 by overwhelming margins. In accepting the appointment as campaign manager, Fay said: "It is an honor to be able to help a man like Josh Eilberg. As a Congressman he has always put the needs and wishes of his constitu­ ents first. "Josh has alway represented the workingman. His record on labor issues is outstanding." First Vessel To Show The Flag' if: • Dyrell Davis rigs a bosun's chair un­ der the watchful eyes of Deck Up­ grading Instructor Joe Wall, right, and other members of the AB up­ grading class. Looking on are Sea­ farers William Kleimola, Gene Dakin, E. Balasia, and Monte Grimes. After successful completion of the lifeboat curriculum, AB upgraders need to spend only two weeks at the Upgrad­ The first ship to carry the American flag around the world was the Columbia, piloted by Captain Robert Gray. She left Boston in 1787 and took three years to make a com­ plete voyage around the globe. ing Center to prepare for the ex­ aminations which are administered in Piney Point. The next class begins October 30 and new classes will start every two week thereafter. Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily Hospital & Hospital Extras Surgical Sickness & Accident Special Equipment Optical Supplemental Medicare Premiums Seaman Specialist-Medical Reimb DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits in Hospital Surgical Maternity Blood Transfusions Optical Special Equipment Seamen Specialists-Dept. Medical Reimb. .. Special Disability PENSIONERS & DEPENDENTS Death Hospital &. Hospital Extras Doctors' Visits & Other Medical Exp Surgical Optical Blood Transfusions Special Equipment Meal Books Dental Supplemental Medicare Premiums Scholarship Program TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan , Total Seafarers Vacation Plan J.' Amount Number August 25-September 22, 1972 MONTH YEAR TO DATE MONTH YEAR TO DATE 12 1,443 28 2 6,668 2 226 4 4 239 9,066 159 52 74,928 19 2,569 1,403 43 41,000.00 1,801.00 1,833.45 122.50 53,341.00 417.62 4,162.72 467.60 270.00 455,302.00 15,488.43 19,832.30 3,763.50 594,521.92 3,631.73 49,387.24 9,804.70 22,979.76 309 155 112 11 4 204 3,373 7,252 1,252 237 42 1,972 1 10 70,084.27 4,431.02 11,440.45 3,200.00 345.50 3,803.71 744,754.72 32,818.94 143,265.00 65,391.80 2,227.70 37,451.02 28.50 1,398.09 12,000.00 21,411.22 3,768.44 3,290.00 1,701.52 2 941 1 1,961 8 110 1.151 8,553 111 638 15 54 10,232 10 14,504 61 288.27 9,410.00 291.00 9,011.60 6,423.28 255,000.00 181,695.58 41,193.46 17,232.00 12,284.23 557.00 6,542.21 102,320.00 1,896.00 82,801.70 25,184.93 12,453 1,952 1,395 137,884 19,158 11,562 264,049.17 459,400.00 567,611.16 2,904,333.26 4,620,409.46 5,774,406.53 4 120 115 20 100 —— — — % f Figures in this report, published in the September issue of the Seafarers Log reflected an inadvertent error. Below are the correct figures'for the period July 25 to August 24, 1972, and for the fiscal year to that point. ELIGIBLES Death . I Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums Scholarship Program ^ I > 30 403 187 21 6 7,722 2 418 85 12,590 October 1972 227 5,399 2,749 131 50 67,647 17 2,343 1,399 53 124,292 56,209.00 403.00 561.00 672.70 879.00 61,776.00 354.00 6,732.35 1,715.60 — 339,683.79 414,302.00 5,399.00 8,247.00 17,998.85 3,641.00 541,176.00 3,214.11 45,224.52 9,337.10 18,761.65 2,628,884.09 Page 23 �SlU Ship's Committee Wandering the Seas Seafarers are men of great appreciati<m the arts. The Seafarern Log, to further their efforts in the poetry fields regularly makes space available for members* poems. To contribute to the Log poetry col­ umn members should send their poems to the Seafarers Log, 675 Fourth Ave., Brooklyn, N.Y. 11232. An Old Tar's Tale Hit your flask and still your fears, Then batten down to round the horn. Yesterdays are maidens tears Tomorrows die unborn. •> '• Pert city lass or village boor Can you in truth depone To so rich a night, with knight so poor On bed of dockside stone. Scant life adheres to oft turned bone. He lives but half who sails alcme. To leave unlived the least of me, But fouls the sails of those Who willed my sails to be. V • ^•••:'•;X- And there's one you'd have wanted to know -1- J; l". , With who I pleasured in that long aga . WARRIOR (Sea-Land)—The containership Warrior stopped over in Hoboken last month after a smooth voyage from the South Atlantic. From left are: F. Brazell, educational director; B. Swearingen, ship's chairman; N. Guinones, steward delegate, and R. Mason, deck delegate. In May, the Warrior's crew saved 104 persons from a burning Liberian ship off the coast of Florida. See story on Page 5. "Con your ship through fog and gale. And serve me when you're fiim and hail. Doff your trews, I'll not play shy. Then man your fid toward yonder eye." She'd chirp, and hoist her drink. Then take ones arm and drop a wink. Now hove in sight one Bert McKnight, And he was the dog of dogs, all right. 'Twould bleed me pale the sum to relate Of my horrible, terrible, miserable fate. He conned her out of fornication To hearth and upright habitation. And then she chirped a different time: "Who sails from home and vibrant wife To wanton wench in distiant State, But flees the best of life. And proves an addled pate." •: Money Due SlU Members ' : The following Seafarers have checks due "them for wages earned aboard the 55 Jian in 1964. Each of these Seafarers should immediately contact the offices of Berenholtz, Kaplan & Heyman at 1845 Maryland National Bank Bldg., 10 Light St., Baltimore, Md., in person, by mail or by calling 301—539-6967, in order to obtain the amount due them. And yet, I'm kind disposed to whom I owe For life lived full in that long ago. Max Katzoff The Victor's Cup When things go wrong, as they sometimes will When the road you're trudging seems all uphill When the funds are low, and the debts are high And you want to smile, but you have to sigh When care is pressing you down a bit Rest if you must, but don't you quit Life is queer with its' twists and turns As everyone of us sometimes learns > f-''. ' And many a fellow turns about When he might have won, had he stuck it out Don't give up, though the ace seems slow You may succeed with another blow Often the goal is nearer than it seems V; To a faint and faltering man ' '' Often the struggle is given up . * When he might have captured the victors' cup ' /' And he learned too late, when the night came down How close he was to the Golden Crown Success is failure turned inside out The silver tint of the clouds of doubt And you can never tell how close yOu are It may be near when it seems so far So stick to the fight, and when you're hardest hit It's when things seem worst that you musn't quit. Jack H. Klohn Page 24 ^ • ' Richard S. Asmont Carmelo Attard Henry J. Broaders Qaude A. Brown Edmond L. Cain, Jr. Douglas A. Clark Elmer C. Danner George Dakis James M. Davis Rudolph G. Dean Juan M. DeVela George Fossett Eugene C. Hoffman Charles J. Hooper Joseph Horahan Marshall V. Howton Francis X. Keelan George Kontos Allan E. Lewis James Lewis Peter Losado Benedicto Luna Armando Lupari Hazel L. McQeary Edward McGowan Gerald R. McLean Terral McRaney Peter J. Mistretta Murphy, Theodore Joseph J. Naurocki David Nelson Reginald Newbury George Papamongolis Jeremiah E. Roberts Arthur Rudnicki Leonard Russi George Schmidt Ray F. Schrum James D. Smith Ray Smith Bella Szupp Ilus S. Veach, Jr. Joseph Wagner Robert F. Wurzler Ted Murphy The following Seafarers have checks due them for unclaimed wages earned aboard vessels operated by Texas City Refining, Inc. They should immediately contact L. W. Westfall, chief accountant, Texas City Refining, Inc., Marine Division, P.O. Box 1271, Texas City, Texas 77590. NAME William R. Corry Frederick Estes Lamar Gribbon Thomas Hopkins RATING AB OS Bosun Pumpman NUMBER 449-42-3299 464-80-0867 157-22-6074 576-16-6392 Seafarers Loi �All the human ills, all the frailities of the human ma­ chine, are magnified by drug use. Drugs ruin lives, wreck homes, send users to bleak and useless futures and even death. Nobody wins in a flirtation with drugs. Each man loses. Drugs can't cure loneliness, despair, tragedy, poverty and misery. Drugs can cause those things, and more— jail, unemployment and a future full of pain. Drugs are a bummer, stay away from them. �ANNUAL REPORT For the fiscal year ended April 30, 1972 UNITED INDUSTRIAL WORKERS OF NORTH AMERICA PENSION FUND 275 20th Street, Brooklyn, New York 11215 to the SUPERINTENDENT OF BANKS of the STATE OF NEW YORK 4. Receipts from Sale of Assets: a. Sales to parties-in-interest b. Sales to others c. Total Receipts from Sale of Assets (Schedule 2) 5. Other Receipts: a. Loans (Money borrowed) b. Other (Specify) See attachment c. Total Other Receipts 6. Total Receipts $ 240,819.30 240,819.30 $ 5,046.60 5,046.60 654,325.68 CASH DISBURSEMENTS 7. Insurance and Annuity Premiums Paid to Insur­ ance Carriers and Payments to Service Or­ The data contained herein is for the purpose of providing general information as to ganizations (Including Prepaid Medical Plans) the condition and affairs of the fund. The presentation is necessarily abbreviated. For 8. Benefits Provided Directly by the Trust or a more comprehensive treatment, refer to the Annual Statement, copes of which may 12,452.32 Separately Maintained Fund be inspected at th office of the fund, or at the New York State Banking Department, 9. Payments to an Organization Maintained by Employee Welfare Fund Division, 100 Church Street, New York, New York 10007. the Plan for the Purpose of Providing Bene­ Part IV fits to Participants (Attach latest operating statement of the Organization showing detail Part IV data for trust or other separately maintained fund are to be completed for a of administrative expenses, supplies, fees, plan involving a trust or other separately maintained fund. It also is to be completed etc.) for a plan which: (1) Has incurred expenses other than: (a) Payments for unfunded benefits or (b) Insurance or annuity premiums or subscripton charges paid to an insur­ 10. Payments or Contract Fees Paid to Inde­ pendent Organizations or Individuals Pro­ ance carrier or service or other organization; or (2) Has assets other than: (a) Insurance viding Plan Benefits (Clinics, hospitals, doc­ or annuity contracts or (b) Contributions in the process of payment or collection. tors, etc.) Part rV Section A 11. Administrative Expenses: Statement of Assets and Liabilities a. Salaries (Schedule 3) $ 22,640.45 United Industrial Woikers of North America Pension Plan 4,329.26 b. Allowances, expenses, etc, (Schedule 3) File No. WP-222427 1,544.29 c. Taxes For Year Beginning May 1, 1971 and Ending April 30, 1972 13,349.87 d. Fees and commissions (Schedule 4) 1,385.42 e. Rent ASSETS' 100.10 f. Insurance premiums End(ff End of 680.52 g. Fidelity bond premiums Reporting Year Prior Year Item h. Other administrative expenses (Specify) See $ 44,552.57 $ 19,246.13 1. Cash 21.937.66 attachment 2. Receivables: 65,967.55 i. Total Administrative Expenses a. Contributions: (See Item 18) 12. Purchase of Assets: (1) Employer a. Investments: (Other than real estate) (2) Other (Specify) (1) Purchased from parties-ih-interest $ b. Dividends or experience rating refunds 541,486.82 (2) Purchase from others c. Other (Specify) b. Real Estate: 3. Investments: (Other than real estate) (1) Purchased from others a. Bank deposits at interest and deposits or 544,486.82 c. Total Purchase of Assets shares in savings and loan associations .... 13. Loans (Money loaned) b. Stocks: 14. Other Disbursements: (Specify) 23,172.30 2,858.13 (1) Preferred a. See attachment $ 9,112.55 189,500.32 56,047.91 (2) Common b c. Bonds and debentures: 9,112.55 c. Total Other Disbursements (1) Government obligations: 229,019.24 15. Total Disbursements (a) Federal UNITED INDUSTRIAL WORKERS OF NORTH AMERICA PENSION PLAN (b) State and municipal ATTACHMENT TO U.S. DEPARTMENT OF LABOR—FORM D-2 (2) Foreign government obligations 168,309.00 315.574.95 YEAR ENDED APRIL 30, 1972 (3) Nongovernment obligations d. Common Trusts: Part IV—Section B (1) adentify) Item 5b—Other Receipts (2) (Identify) Receipt of accrued interest on bonds purchased $ 384.62 e. Subsidiary organizations (See Instructions).. ' 4,611.38 Contributions received on behalf of other Plans (Identify and indicate percentage of owner­ 50.60 Interest from delinquent contributors ship by this Plan in the subsidiary) 5,046.60 (1) % Part IV—Section B- -Cash Disbursements (2) % Item lib—Other Administrative Expenses 4. Real estate loans and mortgages $ 5,433.54 5. Loans and Notes Receivable: Other than real Contribution to pension plan 235.50 estate) Postage, express and freight 375.08 a. Secured Telephone and telegraph 1,036.80 b. Unsecured Equipment rental (674.77) 6. Real Estate: Miscellaneous expense 164.64 a. Operated Repairs and maintenance 47.80 b. Other real estate Dues and subscriptions.. 7. Other Assets: 2,354.15 Stationery, printing and supplies 1,563.29 a. Accrued income Employee tenefits 66.95 b. Prepaid expenses Microfilm 94.10 161.43 c. Other (Spcify) Accrued interest receivable Outside temporary office help 447.61 3.92 8. Total A^ts $ 246,622.60 Office improvements 573,267.75 3.95 Miscellaneous Trustees' meeting expenses LIABILITIES Tabulating service 13,410.75 9. Insurance and annuity premiums payable $ Personnel recruiting 823.73 10. Unpaid claims (Not covered by insurance) Less expenses paid by other Plans included above 3,001.77 11. Accounts payable $21,937.66 12. Unapplied Contributions 516.10 Item 14a—Other Disbur^ments 13. Other liabilities (Specify) Due to other funds .. 925.97 97.37 Accrued interest on bonds purchased $ 670.80 14. Reserve for future benefits 245,696.63 582.643.43 Reimbursement to other Plans for expenses paid on behalf of the 15. Total Liabilities and Reserves $ 246,622.60 573,267.75 3,759.54 Pension Plan 4,611.38 Payment of contributions received for other Plans ' The assets H»ted in this statement must be valued on the basis regularly used In valuin investments held in the fund and reported to the U.S. Treasury Department, or shall be value 70.83 Advance of administrative expense at their aggregate cost or present value, whichever is lower, if such a statement is not so required to be filed with the U.S. Treasury Department. $ 9,112.55 ( )Indicates negative figure Part rV—Section B STATEMENT OF RECEIPTS AND DISBURSEMENTS CASH RECEIPTS Item 1. Contributions (Ex:clude amounts entered in $ 390,186.96 Item 2) a. Employer (Schedule 1) b. Employee .c. Other (Specify) d. Total Contributions 2. Dividends and Experience Rating refunds from Insurance Companies 3. Receipt from Investments $ 13,722.86 a. Interest 4,549.96 b. Dividends c. Rents d. Other (Specify) e. Total Receipts from Investments Page 26 $ 390,186.96 Employee 18,272.82 Seafarers Log - -.. As.- --.i �I 'I Senate, House Confer on Social Security Increases is A Social Security bill that contains improved benefits for the widows, eld­ erly and disabled but that also contains tax features opposed by the AFL-CIO is now before a House-Senate confer­ ence committee to straighten out differ­ ences in their two versions. The House bill, enacted a year ago, is the more conservative of the two, but the Senate version also contains a welfare program that in effect post­ pones real welfare for a matter of years. Basic objections of the AFL-CIO to both bills is their way of financing benefit improvements through in­ creases in taxes to be paid by workers and their employers. The labor view­ point is that these better benefits, desirable though they are, are not re­ lated to wage earnings and so should be financed out of general revenues. Conferees on the Senate side are: Senators Russell B, Long of Louisiana; Clinton Anderson of Missouri; Herman E. Talmadge of Georgia; Wallace F. Bennett of Utah and Carl T. Curtis of Nebraska. House conferees are: Representa­ tives Wilbur D. Mills of Arkansas; A1 Ullman of Oregon; James A. Burke of Massachusetts; Martha W. Griflfiths of Michigan; John W. Byrnes of Wiscon­ sin; Jackson E. Betts of Ohio and Her­ man T. Schneebeli of Pennsylvania. Faced with a bill that contains al­ most 1,000 pages, the Conference Committee had just four days to work on it before Congress was scheduled to take off for the election. Even more critical was whether Congress would adjourn and so would kill pending un­ finished business or simply recess and come back after the election for more work before it goes out of business. The Social Security bill consists of five basic sections: improved benefits and the way to finance them; im­ proved Medicare and Medicaid bene­ fits; better benefits for the blind, elderly and disabled; a welfare reform section—missing in the House version and simply a study program for the immediate future in the Senate version —and a miscellaneous section that in­ cludes a workforce section strongly opposed by organized labor. Highlights of improved benefits in­ clude: 100 percent widows benefits in­ stead of the present three-fourths; an increase in the amount retirees may earn up to $3,000 without penalty; in­ clusion of the disabled in Medicare instead of only those who have quali­ fied for Social Security retirement, and a number of lesser improvements, such as payments for prescriptions for the elderly. Biggest dispute over the measure came in the Senate where strong efforts were made to greatly improve welfare benefits without imposing a "workfare" system that would have forced workers into low-paying jobs and mothers to get jobs wiUiout pro­ viding adequate day care centers and without creating a system of spying on welfare recipients. Questions Answered About Social Security A I Q. I'm 66 and getting monthly social secnrity retirement checks, and I'm also working part time for a church nursery. Since the church has not decided to cover my parttime work by social security, can these earnings affect my montidy checks? A. Yes, if your total earnings for the year go over $1,680. Earnings from any work, whether or not cov­ ered by social security, have to be in­ cluded in figuring the amount of your earnings that may affect benefits due you for a year. However, income from savings, investments, pensions, and insurance does not count. Q. My wife and I are both retired and get monthly sociai security pay­ ments. Since my wife is collecting on my work record, will her earnings at a part-time job affect my monthly payments? A. No. Your wife's earnings affect only her payments. Q. I'm retired and getting monthly payments from social security. I don't work, but I do receive dividends from some stock I own and a small pension from my former employer. Must these be reported to social se­ curity as earnings? A. No. Neither your dividends nor your pension have any effect on your social security payments. What the law consideres is the extent of your retirement from work. Only earnings from emloyment or self-employment affect your payments and must be reported. Q. My wife and I were retired and getting monthly social security pay­ ments. My wife, who never wrwked under social security, died last month. My neighbors told me that I should apply for a lump-sum death payment to help with the funeral expenses. Is this correct? A. No. The death payment is only made when a workers, insured under social security, dies. Q. I'm looking ahead and trying to figure my retirement income. Is it possible for me to find out how murh my monthly social security payments will be? A. Yes. Any social security office can give you an estimate of your social security payments. It's a good idea to talk to a representative when you're beginning to think about retire­ ment. In addition ta giving you an estimate of what your payments will October 1972 be when you retire, he can also tell you -what papers and other informa­ tion you'll need when you apply. Q. My son died recenfly leaving a widow and a small child niio are now getting monthly sodal security payments. A neighbor told me that I might be able to get monthly checks as a parent. My son did support me, but I though that a parent could not get payments if a workers left a widow and child. Is my neighbor right or am I? A. Your neighbor is right. You may qualify for a monthly social security payment if you are 62 and if you were dependent on your son for at least one-half your support at the time of his death. You should call, write, or visit any social security office for more information about applying for payments. Q. When I went to the hospital earlier this year, I had to pay $68. They told me this was my deductible. I though I met my deductible earlier when I had some doctor bills. Now I'm really confused. Can you tell me why I had to pay the deductible twke? A. You didn't pay the same de­ ductible twice. There is a deductible under each of the two parts of Medi­ care. For the hospital part the deduc­ tible is $68 for each benefit period and for the doctor bill part the de­ ductible is $50 a year. You had met the $50 deductible with your doctor bills, but you had not yet met the hospital insurance deductible when you went into the hospital. Q. I became disabled a couple months ago and want to apply for monthly di^bility benefits from social security. I know I can't do my regular job any more. Who will decide whether my disability wiU keep me from doing any other work? A. You apply at your social se­ curity office, but doctors and voca­ tional specialists in a State agency (usually the Vocational Rehabilitation Agency) who have had experience in seeing the effects of disabilities upon peoples' abilities to work, make this decision. They study all the facts you have submitted, the medical reports, and information about your training, skills, and education. Q. I just hired a cleaning lady to come in 3 days a week. I pay her a salary and give her a noonday meal on each day she works. Should I in­ clude the value of her meals as wages on her quarterly wage reports? A. No. Only cash wages—not room, board, and meals-—are re­ ported for household workers. Q. My husband was getting monthly retirement payments when he died. He had also b^n supporting a friend's 13-year-old girl and was planning to adopt her. Since my hus­ band's death, I've gone ahead with the adoption. Can my adopted daughter now get payments based on my late husband's work record? A. Generally, if a child under 18 is legzdly adopted by the surviving spouse within 2 years after the work­ er's death, the child can get monthly checks. However, since there are certain other requirements that must be met, you should call, write, or visit any social security office for a specific answer to your question. Q. I have two small seasonal busi­ nesses. My net profit from each aver­ ages under $400 yeariy. Can I com­ bine the net pr(dits and get social security credit for this work? A. Yes. Self-employed people with more than one business during the year must combine the net profits. If the total net profit is $400 or more, it counts for social security. Q. I own and (qierate a farm. My 16-year-old son is working on a 4-H project He will earn about $800 from the project this year. Is he considered self-employed by social security? A. Yes. If your son is carrying out his 4-H activity by himself, he is self-employed. Since his net earnings will be over $400 for the year, he must file an income tax return and pay the social security self-employ­ ment contributions regardless of his age. Upgrader at Piney Point William Russell Burgess, tugboatman sailing with Curtis Bay Towing Co., gets help from Instructor James Aelick, left, as he prepares for the examination for fireman, watertender and oiler. The SlU Upgrading Center at Piney Point has helped a number of IBU Seafarers to achieve higher endorsements in both the deck and engine departments. Seafarer Burgess passed his examination with t flying colors. Page 27 I I �SlU Pensioners J Robert I. Atheifbn, 66, joined the union in the oit of Norfolk in 1961. He is a life-long resident of Virginia, now making his home in Mathews. Brother Atherton sailed in the steward department Hany L. Coker, 71, joined the union in 1957 in the Port of Houston. Seafarer Coker is a native Oklahomian and now resides in Texas City, Texas. He sailed in the engine department Claud E. Denny, 65 joined the union in 1959, in the Port of Balti­ more. A native of Bluefield, W.Va., he now resides in Houston, Texas. Brother Denny sailed in the deck department. Beresford Edwards, 73, was bom in Trinidad and now makes his home in the Bronx, N.Y. Brother Edwards joined the union in the Port of New York in 1947. He sailed in the steward department. Herman H. Hickman, 56, was bom in Florida and now makes his home in Mobile, Ala. He served in the U.S. Army, and joined the imion in 1951, in the Port of Nor-, folk, Va. Seafarer Hickman sailed in the engine department Robert H. Pitcher, 52, sailed in the steward department after join­ ing the union in 1951, in the Port of New Orleans. Seafarer Pitcher was hom in New Orleans and now makes his home in Arabi, La. Robert H. HaH, 65, served in the U.S. Navy from 1922-26. He joined the union in the Port of Boston in 1943, and sailed in the deck de­ partment. Brother Hall was bom in Missouri and now resides in New Orleans, La. David A. Ramsey, 59, joined the union in 1947, in the Port of New York. He was bom in Port-Barre, La., and now makes his home in Chalmette, La. Brother Ramsey sailed in the deck department Antone Pacidnos, 65, joined the union in 1944 in the Port of New York, and sailed in the deck de­ partment. He is a life-long resident of Massachusetts, now living in Cambridge. Salvador D. Santos, 65, served in the U.S. Army during World War II, and joined the union in 1953, in the Port of Houston, Texas. He is a native of the Philippine Islands, and now makes his home in Seattle, Wash. Seafarer Santos sailed in the steward department. Following is a list of attorneys to whom Seafarers with legal problems may turn in various port cities. The Seafarer need not choose the recom­ mended attorneys, and this listing is intended for information purposes only. New York—Schulman, Abarbanel, McEvoy & Schlesinger 1250 Broaway, New York, N.Y. 10001 (212) 279-9200 Boston, Mass.—^Patrick H. Harrington 56 N. Main Stret, Bennett Bldg. Fall River, Mass. (617) 676-8206 Baltimore, Md.- -Berenholdtz, Kaplan, Heyman, Engelman & Resnick 1845 Maryland National Bldg. Baltimore) Md. 21204 (301) Lex. 9-6967 Jacobo Enriquez, - 65, is a native of Puerto Rico and now resides in Brooklyn. He is a veteran member of the union having joined in 1941, in the Port of New York. He sailed in the steward department and served many times as steward delegate. Page 28 * John R. Roberts, 59, is a native of Florida and now resides in Mo­ bile, Ala. A veteran member of the union, Brother Roberts joined the union in 1939, in the Port of Miami, Fla., and sailed in the steward de­ partment. The initial list of recommended counsel throughout the United States is as follows: Millard B. Elliott, 56, joined the union in 1946, in the Port of Mobile, Ala. He was born in Tennessee, and now makes his home in Mobile. Seafarer Elliott sailed in the steward department. > ! .ihiS-. • sTsai/' Ramon Murillo, 69, joined the union in 1951, in the Port of Balti­ more. He was bom in Honduras, and now resides in New York City. Seafarer Murillo sailed in the engine department. Legal Aid John C. Elliott, 62, is a life-long resident of Alabama, now making his home in Toxey. He joined the union in 1945 in Mobile, Ala., and sailed in the deck department. .K & Tampa, Fla.—Hardee, Hamilton, Douglas & Sierra 101 East Kennedy Blvd. Tampa, Florida (813) 223-3991 Mobile, Ala.—Simon & Wood 1010 Van Antwerp Bldg. Mobile, Alabama (205) 4334904 New Orleans, La.—Dodd, Hirsch, Barker & Meunier 711 Carondelet Bldg. New Orleans, La. (504) Ja. 2-7265 Houston, Texas—Combs & Archer Suite 1220, 811 Dallas St. Houston, Texas (713) 228-4455 Los Angeles, Cal.- -Bodle, Fogle, Julber, Reinhardt & Rothschild 5900 Wilshire Blvd., Suite 2600 Los Angeles, Cal. (213) 937-6250 San Francisco, Cal.- -Jennings, Gartland & Tilly World Trade Center San Francisco, California (415) Su. 1-1854 Seattle, Wash.—Vance, Davies, Roberts & Bettis Rm. 425, North Towers 100 W. Harrison Plaza Seattle, Wash. 285-3610 Chlc^o, m.—Katz & Friedman 7 South Dearborn Street Chicago, 111. (312) An. 3-6330 Detroit, Mkh.—Victor G. Hanson , 15929 West Seven Mile Road Detroit, Mich. (313) Ver. 7-4742 St. Louis, Mo.—Gruenberg & Souders 721 Olive St. St. Louis, Missouri (314) Central 1-7440 �DISPATCHERS REPORT SEPTEMBER 1-30, 1972 i! DECK DEPARTMENT TOTAL REGISTERED Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans... Houston Wilmington San Francisco.. Seattle Totals All Groups ClassA ClassB 9 2 83 21 15 14 29 14 20 11 38 17 6 5 40 21 98 51 117 34 19 17 167 94 34 94 681 335 TOTAL SHIPPED REGISTERED ON BEACH All Groups ClassA ClassB ClassC 4 5 0 52 18 2 10 3 0 20 3 0 18 6 0 18 13 0 0 3 0 35 10 0 59 23 1 34 13 0 9 9 0 57 41 0 23 13 1 339 160 4 An Groups ClassA ClassB 20 4 95 227 19 19 109 40 54 27 19 52 5 11 65 22 148 68 94 98 26 22 108 72 56 38 989 529 ENGINE DEPARTMENT TOTAL REGISTERED ITV Tl.r 4• . r I ^ Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans... Houston Wilmington San Francisco.. Seattle Totals An Groups 3assA ClassB 5 2 82 50 10 7 32 15 15 14 16 33 6 8 29 19 65 41 71 33 17 10 138 108 31 35 517 375 TOTAL SHIPPED REGISTERED ON BEACH An Groups ClassA ClassB ClassC 0 0 2 51 32 6 4 3 0 20 8 0 11 6 1 7 8 0 1 2 0 26 10 0 54 27 0 17 18 0 5 15 0 60 47 2 11 10 2 267 188 11 An Groups ClassA ClassB 9 5 100 142 20 17 98 45 29 31 21 41 5 6 31 38 139 68 95 82 17 14 35 37 78 88 723 563 STEWARD DEPARTMENT TOTAL REGISTERED Port Boston New York....... Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans... Houston Wilmington San Francisco., Seattle Totals An Groups ClassA ClassB 3 2 65 37 7 7 26 10 13 9 16 8 5 0 31 15 69 26 44 33 6 16 130 70 17 11 431 245 TOTAL SHIPPED AU Groups ClassA ClassB ClassC 1 1 0 46 30 3 7 0 0 25 6 0 12 9 0 10 4 0 0 1 2 17 0 14 28 19 2 11 12 1 5 14 0 38 35 2 . 7 3 12 205 161 11 REGISTERED ON BEACH An Groups ClassA ClassB 5 4 145 70 7 14 75 34 25 28 16 17 11 8 55 14 106 40 82 83 11 11 65 52 29 11 641 377 I. . 1 , MEMBERSHIP MEETINGS' SCHEDULE I" li Attantfe. Gulf & inland Waten District • V SIU-AGLIWD Meetings Nov. 14 2:30 p.m. Nov. 15 2:30 p.m. Nov. 20—2:30 p.m. Nov. 16—2:30 p.m. Nov. 24—2:30 p.m. Nov. 6—2:30 p.m. Nov. 7—2:30 p.m. Nov. 8—2:30 p.m. Nov. 10—2:30 p.m. Nov. 13—2:30 p.m. United Industrial Workers New Orleans Nov. 14 7:00 p.m. , Mobile Nov. 15 7:00 p.m. New York * Nov. 6—7:00 p.m. Philadelphia Nov. 7—7:00 p.m. Baltimore Nov. 8—7:00 p.m. Houston Nov. 13—7:00 p.m. Great Lakes Tug and Dredge Section tSault Ste. Marie Nov. 16—7:30 p.m. Chicago Nov. 14—7:30 p.m. Buffalo Nov. 15—7:30 p.m. Duluth Nov. 17—7:30 p.m. Cleveland...... Nov. 17—7:30 p.m. New Orleans Mobile Wilmington San Francisco Seattle New York Philadelphia Baltimore Detroit tHouston September 1972 Toledo Detroit Milwaukee Nov. 17—7:30 p.m. Nov. 13—7:30 p.m. Nov. 13—7:30 p.m. SIU Inland Boatmen's Union New Orleans Nov. 14—5:00 p.m. Mobile Nov. 15—5:00 p.m. Philadelphia Nov. 7—5:00 p.m. Baltimore (licensed and unlicensed) Nov. 8—5:00 p.m. Norfolk Nov. 9—5:00 p.m. Houston Nov. 13—5:00 p.m. RaUway Marine Region Philadelphia Nov. 14—10 a.m. & 8 p.m. Baltimore Nov. 15—10 a.m. & 8 p.m. •Norfolk Nov. 16—10 a.m. & 8 p.m. Jersey City Nov. 13—10 a.m. & 8 p.m. ^Meeting held at Galveston wharves, t Meeting held in Labor Temple, Sault Ste. Marie, Mich. •Meeting held in Labor Temple, Newport News. ?! SIU Adanfic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers I'i PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiOiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Undsey Williams A1 Tanner Robert Matthews HEADQUARTERS 675 4th Ave., Blyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. Second Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. ...1216 E. Baltimore St 21202 (301) EA 7-4900 BOSTON, Mass. 215 Essex St 02111 (617) 482-4716 BUFFALO, N.Y. 290 Fnmkiin St 14202 SIU (716) TL 3-9259 mu (716) TL 3-9259 CHICAGO, m. 9383 Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio 1420 W. 25th St 44113 (216) MA 1-5450 DETROIT, Mich. .10225 W. Jefferson Ave. 48218 (313) VI 3-4741 DULUTH, Minn 2014 W. 3d St 55806 (218) RA 2-4110 FRANKFORT, Mich. P.O. Box 287, 415 Main St 49635 (616) EL 7-2441 HOUSTON, Tex. 5804 Canal St 77011 (713) WA 8-3207 JACKSONVILLE, Fla 2608 Pearl St 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery St 07302 (201) HE 5-9424 MOBILE, Ala. 1 South Lawrence St 36602 (205) HE 2-1754 NEW ORLEANS, La 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3d St 23510 (703) 622-1892 PHILADELPHIA, Pa. 2604 S. 4th St 19148 (215) DE 6-3818 PORT ARTHUR, Tex. 534 Ninth Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. .1321 Mission St 94103 (415) 626-6793 SANTURCE, P.R 1313 Fernandez Juncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash 2505 First Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo 4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fia. 312 Harrison St 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St 43604 (419) 248-3691 WILMINGTON, Calif. 450 Seaside Ave. Terminal Island, Calif. 90731 (213) 832-7285 YOKOHAMA, Japan Iseya Bldg., Room 810 1-2 Kaigan-Dori-Nakaku 2014971 Ext 281 Page 29 �JUtnal Brpartnrra Arvel Bearden, 67, passed away June 4, 1972 after a long illness. A native of Farmerville, La., Brother Bearden resided in Baltimore, Md., at the time of his death. He joined the union in Norfolk, Va., in 1944, and sailed in the deck de­ partment. Seafarer Bearden was buried at Sardis Baptist Cemetery in Farmerville. Among his survivors is his daughter, Mrs. F. D. Luton of Florida. Stanley J. Hutchinson, 47, passed away suddenly November 2, 1971. A life-long resident of Baltimore, Md., Seafarer Hutchinson joined the union there in 1951, and sailed in the deck department. He was buried at New Catharine Cemetery in Baltimore. Among his survivors are his daughter Grace, and his son, Stanley Jr. SIU Pensioner, ACCUKSO Bonti, 78, passed away. May 9, 1972, after a long illness. A life-long resident of Massachusetts, Seafarer Bonti re­ sided in Boston at the time of his death. He joined the union in the Port of Boston in 1947, and sailed in the engine department. Brother Bonti was buried at St. Michael Cemetery in Rosendale, Mass. Among his survivors is his sister, Maria. SIU Pensioner James MacGregor, 65, passed away suddenly oh May 25, 1972. A native of Massachusetts, he was a resident of Baltimore, Md., when he died. Seafarer MacGregor joined the union in 1955 in the Port of Baltimore, and sailed in the en­ gine department. He was buried at Holy Rosary Cemetery in Baltimore. Homer Cherwink, 48, passed away January 26, 1972 while serving aboard the SS Seatrain Carolina. He was born in Wisconsin and resided in Sonoma, Wash., when he died. Brother Cherwink joined the union in 1960 in the Port of Seattle. Among his survivors is his wife. Hazel. Eugene P. Covert, 47, passed away April 3, 1972 while serving aboard the SS American Victory. He served in the Marine Corps for twelve years, . and was wounded twice in Korea. Seafarer Covert joined the union in Houston in 1964, and sailed in the deck department. A native of New York City, Brother Covert resided in Houston, Texas when he died. He was buried at Veterans Administration Cemetery, Houston. Among his survivors is his wife, Geny." Cecil P. Diitz, 56, passed away suddenly on April 15, 1972. He was a native of Colorado and resided in Montgomery, Wash., when he died. Brother Diltz joined the union in the Port of New York in 1959, and sailed in the deck department. Among his survivors is his brother, Byron. Luther H. Dodson, 50, passed away suddenly on May 11, 1972. Born in Louisiana, he resided in Beaumont, Texas when he died. Seafarer Dodson joined the union in the Port of Houston in 1961, and sailed in the deck department. Brother Dodson was buried at Springdale Cemetery in Coushatta, La. Among his survi­ vors is his wife, Patsie. Robert C. Ewen, 43, passed away May 7, 1972 after a long illness. A native of Worcester, Mass., he re­ sided in San Francisco at the time of his death. Brother Ewen joined the union in the Port of San Fran­ cisco in 1967, and sailed in the en­ gine department. He was buried at Fairmont Memorial Park in Fairfield, Calif. Among his survivors is his mother Isabella. Page 30 Ralph O. Masters, 57, passed away on April 24, 1972 after a short ill­ ness. A native of Missouri, he was a resident of Yokohama, Japan at the time of his death. Brother Masters joined the union in the Port of New York in 1947, and sailed in the steward department. He was buired at Woodlawn Cemetery in Oelwein, Iowa. Among his survivors is his wife, Mineko. SIU Pensioner Louis Susiovitz, 73, passed away April 8, 1972 after a long illness. He joined the union in the Port of New York in 1942, and sailed in the steward department. A native of Fall River, Mass., Brother Susiovitz resided in Miami, Fla., when he died. He was buried at Lake­ side Memorial Park in Miami. Among his survivors is his sister, Ella Primack. Jack L. Thrower, 51, passed away March 24, 1972, after a short ill­ ness. A native of Danville, Va., he resided in Anaheim, Calif., at the time of his death. Brother Thrower joined the union in the Port of Wilm­ ington, Calif., in 1970, and sailed in the deck department. He was buried at Highland Burial Park in Danville. Among his survivors is his wife. Merle. WUUam J. Williams, 57, passed away May 4, 1972 of a heart com dition. A life-long resident of Balti­ more, Md., Seafarer Williams joined the union there in 1961. He sailed in the deck department. Brother Williams was buried at Glen Haven Cemetery in^ Glen Burnie, Md. Among his survivors is his mother, Mamie. SIU Pensioner Joseph E. Barringer, 61, passed away July 21. Born in Memphis, Tenn., he resided in New Orleans at the time of his death. Seafarer Barringer joined the union in the Port of New York in 1944, and sailed in the engine deparment. He was a U.S. Army veteran of World War 11. Brother Barringer is survived by his wife, Faye Marie. Daniel W. Sommer, 62, died of a heart attack Febru­ ary 21, 1972. He was a life-long resident of Mobile, Ala., where he joined the union in 1939. Seafarer Sommer sailed in the deck department. He was buried at Magnolia Cemetery in Mobile. Among his survivors is his brother, Charles. SIU Pensioner William I. Brightwell, 47, passed away July 8, of a heart condition. A life-long resident of Maryland, he resided in Woodbine, Md., at the time of his death. Brother Brightwell joined the union in 1948, in the Port of New York, and sailed in the steward department. He was buried at Poplar Springs Cemetery in Poplar Springs, Md. Among his sur­ vivors is his uncle, Harry. SIU Pensioner Isaac Craft, 77, passed away June 12 after a long illness. A life-long resident of Tampa, Fla., Brother Craft joined the union there in 1940. He sailed in the engine department. He was buried at Myrtle Hill Cemetery in Tampa. Among his survivors is his wife. Alma. Ralph B. Hampson, 44, died ac­ cidentally June 16, while serving aboard the SS Bethtex in-the Port of Houston. A native of New York City, he was a resident of Opalocka, Fla., when he died. Brother Hamp­ son joined the union in 1945 in the Port of Savanna, and sailed in the steward department. He was buried at Dade Memorial Park in Miami, Fla. Among his survivors is his wife, Helene. David L. DeHaven, 22, was killed in a highway accident on August 9. Born in Pennsylvania, he was a resi­ dent of Pensacola, Fla., at the time of his death. Brother DeHaven was a graduate of the Harry Lundeberg School of Seamanship. He joined the union in the Port of New York in 1971, and sailed in the steward de­ partment. He was buried at Hillcrest Memorial Park in West Palm Beach, Fla. Among his survivors is his father. Jack. David J. Kisosondl, 19, was killed in a highway accident on July 9. He was a graduate of the Harry Lunde­ berg School of Seamanship. He joined the union in the Port of New Orleans in 1969, and sailed in the steward department. Brother Kisosondi was a resident of Brandon, Fla., all his life. He was buried at Hillsboro Memorial Gardens in Brandon, Fla. Among his survivors is his mother, Betty. SIU Pensioner John Maaslk, 70, passed away July 9 of a heart condi­ tion. A native of Estonia, he was a resident of Baltimore, Md., at the time of his death. Brother Maasik joined the union in 1943 in the Port of New York, and sailed in the steward department. He was buried at Oak Lawn Cemetery in Baltimore, Md. Stephen R. Mehringer, 44, died of a heart attack August 6, while serv­ ing aboard the SS Manhattan in waters of the coast of Bangladesh. Born in China, he was a resident of Houston, Texas at the time of his death. Brother Mehringer joined the union in 1957, in the Port of Seattle, and sailed in the deck department. Seafarer Mehringer was buried at sea on August 13, 1972. Among his survivors is his wife, Ruth. Seafarers Log �jltnal irttartnrra tiif: Ir Edward B. Myers, 64, passed away on June 13, 1972 of a heart attack, while serving aboard the steamship Iberville. A life-long resident of Cali­ fornia, he resided in Long Beach at the time of his death. Brother Myers joined the union in the Port of San Francisco in 1962, and sailed in the engine department. Among his sur­ vivors is his wife, Marie. SIU Pensioner Jose R. Rlcamonte, 68, passed away April 18 of a heart condition. Born in the Philippine Islands, he was a resident of Brroklyn, N.Y., at the time of his death. He joined the union in 1955 in the Port of New York, and sailed in the steward department. Brother Ricamonte was buried at Holy Sepulchre Cemetery in Hayward, Calif. Among his survivors are his nieces, Jessie and Lolita. SIU Pensioner Berkey Shuler, 62, died July 18 of a heart condition. A sided in Mobile at the time of his death. He served in the U.S. Army during World War II. Seafarer Turk was buried at Pine Crest Cemetery in Mobile. Among his survivors is his wife, Ruth. Vernon Anderson, 70, passed away June 18 after a long illness. A native of the Virgin Islands, he resided in Newark, N.J. when he died. Brother Anderson joined the union in the Port of New York in 1961, and sailed in the engine department. He was buried at Heavenly Rest Cemetery in East Hanover, N.J. Among his sur­ vivors is his daughter, Juanita. SILT Pensioner Lawrence Porper, 72, died July 5 of a heart condition. He joined the union in 1944 in the Port of Baltimore, and sailed in the deck department. A native of New York City, Brother Porper resided in Baltimore when he died. He was buried at St. Stanislaus Cemetery in Baltimore. Amon ghis survivors is his brother, John. James B. Archie, 57, died accident­ ally July 14. Born in Alabama, he resided in Baltimore when he died. Seafarer Archie joined the union in 1941 in the Port of Mobile, Ala., and sailed in the steward department. He was buried at Arbutus Memorial Park in Baltimore. Among his sur­ vivors are his wife, Corine, his sons, James and Grailen, and his daughter, Danna. William E. Reed, 72, passed away June 27 after a long illness. He joined the union in the Port of New York in 1947, and sailed in the engine department. A native of New Jersey, he resided in New York City at the time of his death. Brother Reed served in the U.S. Navy during World War I. Among his survivors is his sister Alice Piel of Jersey City, N.J. Candido Dela Cruz, 63, passed away July 5 of a heart condition. Born in the Philippine Islands, he was a resident of Seattle, Wash, at the time of his death. Brother Dela Cruz joined the union in 1961 in Seattle, and sailed in the steward department. He was a U.S. Army veteran. He was buried at Washington Memorial Park in Seattle, Among his survivors is his wife, Grace. Pete Triantafillos, 59, passed away April 3 after a short illness. A native of Washington B.C., he resided in Houston, Texas at the time of his death. He joined the union in 1944 in the Port of Philadelphia, and sailed in the steward department. He was buried at Glenwood Cemetery in Washington, B.C. Among his sur­ vivors is his sister, Helen. ! SIU Pensioner August F. Kothe, 67, passed away June 15 after a long illness. A life-long resident of Louisi­ ana, he resided in New Orleans at the time of his death. Brother Kothe joined the union in 1948 in the Port of Mobile, and sailed in the steward department. He was buried at the Garden of Memories Cemetery in Jefferson Park, La. SIU Pensioner Henry B. Williams, 64, passed away May 10 after a long illnes. Born in Kentucky, he resided in Kingsport, Tenn. at the time of his death. He joined the union in 1946 in the Port of Mobile, Ala., and sailed in the engine department. Brother Williams was buried at Powell Valley Cemetery in Powell Valley, Va. Among his survivors is his wife. Hazel. I': r Samuel D. Parirer, 51, died acci­ dentally June 11 in Okinawa. He joined the union in 1944 in the Port of Norfolk, Va., and sailed in the engine department. A native of North Carolina, Brother Parker resided in Tuckasegee, N.C. when he died. Among his survivors is his wife, Stella. SIU Pensioner Willie White, 71, passed away on June 1, 1972 after a short illness. Born in Florida, he was a resident of Baltimore, Md. at the time of his death. An early member of the union. Seafarer White joined in 1938 in the Port of New York. He sailed in the steward department. Brother White was buried at Mount Auburn Cemetery in Despoort, Md. Among his survivors is his niece, Harriet Ennis. i: SIU Pensioner, Estal F. Potts, 66, passed away June 30 after a long illness. Born in Kansas, he was a resident of San Francisco, Cal. at the time of his death. Brother Potts served in the U.S. Army during World War 11. He joined the union in the Port of New York in 1946, and sailed in the steward department. Seafarer Potts was buried at Conway Springs Cemetery in Conway Springs, Kansas. Among his survivors are his sister Ruby, and his daughter, Mil­ dred. Adolph T. Anderson, 65, passed away suddenly on June 29, 1972 of heart failure. Born in Ohio, he was a resident of Santa Rosa, Cal. at the time of his death. Brother Anderson joined the union in 1944 in the Port of New York, and sailed in the deck department. He was buried at Lake Park Cemetery in Lake Park, Cal. Among his suirivors is his sister, Mabel Jenkins. /• Lavem M. Anderson, 46, passed away on June 24, 1972 after a long illness. He joined the union in the Port of Richmond, Va. in 1945, and sailed in the engine department. A native of Waynesville, Mo., he re­ sided in San Francisco, Cal., when he deid. Seafarer Anderson served in the U.S. Army during the Korean War. He was buried at Waynesville Memo­ rial Park in Waynesville. Among his survivors is his mother, Lucy. October 1972 ^ SIU Pensioner John A. Reed, 58, passed away June 9 at his residence in Pearl River, La. A native of Mobile, Ala., Seafarer Reed joined the union there in 1938, and sailed in the deck department. Brother Reed was buried at Pearl River Cemetery in Pearl River, La. Among his survivors are his wife. Vera, his brothers, Paul and Frank, and his sisters, Marrettie, Edna Mae and Ornita. John Turir, Jr., 49, passed away June 18. He joined the union in 1951 in the Port of Mobile, Ala., and sailed in the steward department. A native of Illinois, Brother Turk renative of Connecticut, he resided in Houston, Texas at the time of his death. Brother Shuler joined the union in the Port of New York in 1949, and sailed in the steward de­ partment. He was buried at Forest Lawn Cemetery in Houston. Among his survivors is his brother, George. Joseph A. Sierko, 31, passed away on July 7, 1972 after a short illness. A life-long resident of Philadelphia, Pa., he joined the. union there in 1964, and sailed in the engine de­ partment. He was buried at Holy Sepulchre Cemetery in Montgomery County, Pa. Among his survivors are his mother, Theresa, and his father, Joseph. SIU Pensioner Albert Sinclair, 80, passed away on June 27 after a long illness. Born in the British West In­ dies, he resided in New York City at the time of his death. An early mem­ ber of the union. Brother Sinclair joined in 1939 in the Port of New York, and sailed in the steward de­ partment. He was buried at Ferncliff Cemetery in Hartsdale, N.Y. Among his survivors is his sister, Rosmin. William H. Westcott, 61, died April 8 after a short illness. Bom in Canada, he resided in New York City at the time of his death. Brother Westcott joined the union in the Port of New York in 1947, and sailed in the engine department. He was buried at St. Mary Cemetery in Cold Springs, N.J. Among his survivors are his son, John, and his sister, Helen. Page 31 �Vol. XXXiV No. 10 SEAFARERS^LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO \ The Union Label The union label is the trademark of the American labor movement. It represents more than a hundred years of struggle to achieve a better life for trade union members. So too, each individual union label shown here is uniquely repre­ sentative of that union's constant efforts to attain decent wages for its members, equity for them as American citizens, and dignity for them as human beings. Moreover, the union label is a guarantee of quality American work­ manship. It is a reminder to consumers that products bearing this label are the finest made by the finest of America's work force. When union members and their families purchase union-made goods and services, they are giving a vote of confidence to their fellow trade unionists and to this country's labor movement. The union label symbolizes the American way. Union-made products should be first and foremost. They are the American tradition and a proud symbol of the American worker. (&• M 1 US RCANpli 11 .1 4<i CUT EH; X' r ( 1/ (iiogiiE! w I � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource October 1972 Description An account of the resource Headlines: APPLICATIONS NOW OPEN FOR BOSUN RECERTIFICATION COURSE, COMMITTEE SECURITY IN UNITY BILATERAL AGREEMENT WITH SOVIET UNION MEANS 5,000 NEW AMERICAN JOBS $566.4 MILLION LNG CONTRACTS NOW SIGNED MSC-HUDSON PACT MEANS NEW SIU JOBS WATERMAN BEGINS LASH CONSTRUCTION CONGRESS APPROVES NEW MARITIME BILL HOUSE TO ACT ON FISHING BILL SEAFARERS HELP 104 FLEE BURNING SHIP NLRB SEEN DRIFTING AWAY FROM WORKERS LABOR ANGERED BY WAGE BILL STALL DANISH P.M. A UNION MAN 1,600 ATTEND LNG CONFERENCE KEEPING THE REPUBLIC PEOPLE IMPORTANT, TOO REP. DENT ATTACKS FOREIGN TRADE MYTHS SL-180 RETURNS TO HOME PORT CITIES ON THE OCEAN IN THE WORLD'S FUTURE SEA-LAND GALLOWAY FIRST SL-7 VOYAGE MARKS ADVENT OF WORLD'S FASTEST COMMERCIAL CONTAINERSHIP PROVIDES IMPETUS TO INDUSTRY USPHS ANNOUNCES SIGNING OF CONTRACTS FOR HEALTH CARE UPGRADING CLASS SCHEDULE AT LUNDEBERG SCHOOL BALANCED DIET, TRICKY BALANCING ACT RIGGING A BOSUN'S CHAIR AT PINEY POINT FAY HEADS CAMPAIGN SENATE, HOUSE CONFER ON SOCIAL SECURITY INCREASES QUESTIONS ANSWERED ABOUT SOCIAL SECURITY Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 10/1/1972 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXIV, No. 10 1972 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/7515a365cff6559928c49be390406648.PDF 235145fed74435c79745e21003f310e1 PDF Text Text Official organ of the SEAFARERS INTERNATIONAL UNION-Atlantic, Gulf, Lakes and Inland Witers District-AFL-CIO SEAFARERS September 1972 ;-i - f^ ' , r ^ / i v--»- riS T T r . . CNO Zumwalt Stresses Civiltan Fleet Importance FL-CIO Executive Boardj ickles Nation s ProblemsS (See Page 3) fSee Page S). -^ I-/ 'S>i- •••"•,Sy-!335'^:is#js3K© l-v i '" I, |! -' ;V '' , >", f-'i-. '' k m.- ) *•." • • ' Su'ii:'St^'Sr6r6sv«£&'y' .f-i �SL-Vs Making News Pages Sea-Land Services new SL-7s and liquefied natural gas ships made head­ lines in newspapers across the nation this month. Here are excerpts of articles from various publications: Baltimore Sun, Sept. 17—Maritime Editor Richard Basoco wrote: To its critics and competitors, an SL-7 is either a floating white elephant that is simply too large and too costly to long remain a viable participant in American trade or a dangerous crea­ ture whose need to fill its huge cargo capacity will eventually destroy its American challengers. To its owner, Sea-Land Service, Inc., an SL-7 represents perhaps the best hope for "maintaining the Ameri­ can presence" on the commercial sealanes of the world because it will be competitive cost-wise. An SL-7 nears construction completion in shipyard. U.S. and Europe. They will operate on weekly schedules, hauling up to 1096 containers each voyage. [Paul F. Richardson, Sea-Land president] conceded that this is one of the most competitive service routes in the world, but he expects Sea-Land will perform well in the area, although it won't have a "lock on the market." He said that volume "is the name of the game" on the North Atlantic Route. Whatever else they turn out to be, the SL-7—the name given to a class of eight vessels being buUt for SeaLand in three European yards at a cost of some $400 million—is the biggest, fastest and most expensive containership ever built. Wall Street Journal, Sept. 13—In an article announcing the inauguration of Sea-Land's SL-7 service, the news­ paper said: New York Times, Sept. 18—In the "Port Notes" column written by Werner Bamberger, the newspaper said: Sea-Land Service's new high-speed The first two of these ocean vessels, capable of 33-knot speeds, would be engaged in the intensly competitive North Atlantic service between the North Atlantic containership service, scheduled to start at the end of the month, will be the first such operation to depend substantially on coastwise waterbome feeder service. The new weekly service from here to Rotterdam, the Netherlands, and Bremerhaven, West Germany, is sched­ uled to begin Sept. 30 with the new $50 million Galloway. [Richardson] explained that feeder services covering ports from Boston to the Gulf of Mexico were necessary if the line were to maintain its new high speed North Atlantic Services with two ships only. New York Times, Sept. 17—^Bam­ berger, in an article on the front-page of the Sunday financial section, called the transportation of gas "tricky, tech­ nical business." Here is a portion of the article: The demand for these liquid natural gas tankers, known as LNG ships, is now taking shape. The result could be a new tanker boom for world ship­ yards worth billions of dollars in new orders. Thanks to Federal subsidies that have been made available in the last two years, American shipbuilders [which have capacity to spare] are ex­ pected to participate fully in the new development. Thousands of jobs could result. li NMC Observes First Anniversary DP EO IMP The National Maritime Council will, this month, observe its first anniversary. It's been a promising year. no interruption of service while negotiations of new con­ tracts continued. And that's the way it was. First of all, in spite of the skeptics, our industry laid aside its traditional feuds and its petty fights and began to pull the same oar together. The council organized in four regions, and field ofiicers of labor, management and government got busy. We are working on ways to resolve ffie problems that could adversely affect our competitive position with the foreign flag operators. We've made substantial progress in the past year. We wiU continue. They were busy at the job of promoting cargo for the U.S.-fiag fleet and in creating awareness in the shipping community that use of the U.S.-flag fleet fulfilled many needs for the nation including important contributions to national security and defense; to the strong side of the balance of payments picture; to the national economy through the sedaries of those employed in the industry; and that U.S.-flag service cost no more for the shippers. It is now up to us in maritime labor, and in the rest of the industry, to make sure that the spirit shown in the Coimcil's first year continues strong. If we are to succee^i, and we must, we will need that .spirit and that unity in the months and years to come. The council's method is the best one—^face-to-face with the men responsible for consigning oceanbome cargo. It holds seminars across the land, coupled with dinners at which top industry spokesmen appeal to shippers to use the American merchant marine. The Council also sends smaller teams, representing the three branches of the organization to the headquarters of leading exporting companies to consult with top executives and traffic man­ agers. •I And maritime labor has done its part. Union men are part of every function of the council. And often shippers ask what proof they have of continued unity. And we can tell them proudly about the record of the year of the Coxmcil's existence. We can tell them about a promise all the AFL-CIO maritime unions made last February, that there would be - -- , •• , •, ' Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth ^enue,i!6rooklyn, New York 11232. Published monthly. Second Class postage paid at Washington, D.C. Page 2 ' \ • SeatorsLog �Navy's CNO Seeks Viable Civilian Fleet Adm. Elmo R. Zumwalt, Jr., Chief of Naval Operations, has enlisted the aid of Secretary of Defense Melvin R. Laird in an effort to restore the U.S.flag merchant marine to its former I^sition as "a strong, viable" mari­ time power. In a memorandum addressed to Laird, Zumwalt expressed concern that the U.S.-flag fleet, in its present state, could not adequately serve the needs of the Department of Defense "in times of peace and war." He added that in light of the impending energy crisis facing this country and its in­ creasing dependence on foreign coun­ tries for oil supplies, the "potential for coercion is ominous" especially if America does not have sufficient mer-. chant ships to transport these re­ sources to her shores. Portions of Zumwalt's memoran­ dum to Laird appear below: "The U.S.-flag merchant marine continues to decline in total transport capability, in economic viability and its qualitative ability to serve the De­ partment of Defense in peace and war. The Secretary of the Navy and I have addressed our mutual concern for this important element of our maritime posture. "In March of this year our nation reached the apex in petroleum pro­ duction. Imported petroleum now will play an increasingly significant role in supplying the energy demands of our country. The vast majority of this im­ ported oil will be transported by sea over great distances in hundreds of tankers. The potential for coercion, with or without allies, inherent in this situation is ominous when we con­ sider the current growth of the Soviet Navy. Planning for the protection of tankers at sea in the event a threat develops would be greatly enhanced by having large number of ships under the U.S. flag in time of peace. The Navy has a greater requirement for merchant ships than is generally re­ cognized. For example, merchant ships are absolutely required to pro­ vide the bulk of the DOD sealift and to augment our amphibious forces. Also, in cooperation with the Mari­ time Administration, tests are being carried out to determine fleet support roles that can be assumed by com­ mercial merchant ships. One phase of this testing was recently completed and it proved the feasibility of using commercial tankers to consolidate Navy replenishment ships and provide limited replenishment of combatant ships. The knowledge that this capa­ bility is available can expand the em­ ployment options of our naval fleet. "I intend to express my belief in the need for a strong, viable U.S.flag merchant marine at every avail­ able opportunity. Where appropriate, I would be most appreciative if you would express similar sentiments." SECURITY IN UNITY September 1972 Members of the AFL-CIO Executive Council in session in Chicago. AFL-CIO Executive Council Tackles Variety of National Problems The AFL-CIO Executive Council at its midsummer meeting in Chicago took action on American problems ranging from the unfavorable world trade balance to television reruns. The council adopted resolutions on the economy and several other matters at its midsummer meeting in Chicago. The council singled out the worsen­ ing U.S. world trade situation as an example of the poor state of America's economy. It said the rising trade deficit which totaled $7.2 billion for the first half of 1972, makes mandatory the adop­ tion of the Burke-Hartke bill to curb the "flood of imports" and end the exportation of "American jobs and technology. The council also criticized a grow­ ing disparity between increases in workers' wages and corporate profits. The council said that non-supervisory wages—the pay of nearly 49 million workers—rose 4.5 percent in the past year, while profits were up 16 percent in the first half of 1972. InequitaUe System This, the council said, points up the inequity of the current economic system. The council reaffirmed its posi­ tion on economic controls, first taken in 1966, that workers "are prepared to sacrifice as much as anyone else for as long as anyone else, so long as there is equality of sacrifice. No such equality exists now." In other national affairs, the coun­ cil spoke out on exportation of U.S. jobs, federal standards for workmen's compensation and limitation of tele­ vision, reruns. On the problem of exportation of American jobs, the council was particularly critical of the use of Mex­ ico and Haiti by industrial firms. The council said American firms employ some 46,000 Mexicans at wages of between 20 and 58 cents an hour and some 15,000 Haitians are employed by American manufacturing concerns for similarly low wages. The council demanded an end to the practice of U.S. embassy officials "brokering cheap labor markets and poor working conditions in Mexico, Haiti and elsewhere at the expense of the American taxpayer, worker and consumer." It also declared that the "time has come for the U.S. government to end the disastrous conditions it is creating in the American economy through the award of tariff and tax privileges for runaway capital and technology." Urges Federal Laws In another statement, the council called on Congress to enact federal workmen's compensation standards, because "the states are unwilling or unable to modernize their workmen's compensation programs." The council joined with a national commission on workmen's compensa­ tion standards in recommending com­ plete coverage of all workers without exemption, complete coverage of all work related injuries and illnesses, full medical care without reference to dol­ lar amount of cost, and improved formulas for weekly benefits. It dis­ agreed with the commission's recom­ mendation that federal action be with­ held for three years, and urged passage as a high priority for 1973. In the matter of television reruns, the council urged limitation of prime time reruns both to increase original programming for the viewing public and to promote job opportunities for workers in the television industry. The council said the policy of re­ running old series has "escalated to epidemic proportions." It pointed out that besides "reducing job opportu­ nities catastrophically, this policy is (Continued on Page 5) Williams Heads Council SIU Vice President Lindsey J. Williams, right, accepts congratulations on his election as president of the Greater New Orleans AFL-CIO from outgoing president A. P. "Pat" Stoddard. Stoddard had been president of the New Orleans labor federation for 17 years and retired early this summer. Williams will preside over both the federation council in New Orleans and its Commit­ tee on Political Education. The Greater New Orleans federation represents 77,000 workers. Page 3 �Gas Group Favors LNG Legislation Company's 'Ship American' Policy Is Praised Harry Jorgensen, President, MFU, (second from left) paid a call recently on Zado of California offices to thank Zado President Evan Goldenberg (right) for his consistent "Ship American" policy. Captain C. 0. Otterberg, Market Devel­ opment Representative, Office of Market Development, Maritime Administration, (left) on his visit to extend MARAD's Ms. Liz McCormack came In to her clothes shop. Jorgensen and with her choices. accompanied Jorgensen thanks. During the call, look at merchandise for Otterberg seem to agree Executive Council Addresses Problems (Continued from Page 3) grossly unfair to the 63 million Ameri­ can families who rely on television as a major source of entertainment." Also on the national agenda, labor listed its 1973 legislative goals as the following: • Tax justice to restore equity to the income tax system, close loop­ holes and bar new attempts to shift the tax burden onto the shoulders of workers. • Increased public investment and manpower training programs and pub­ lic service jobs to meet critical na­ tional needs and to put unemployed workers back on the job. • Enactment of the national health security bill to provide quality medical care at a price Americans can afford. • Welfare reform keyed to a system of fairness for all those in need and including a system of day care centers. • Consumer protection against un­ safe products and deceptive practices and a renewed hght for a national nofault auto insurance system. • Protection of workers' pensions through a system of reinsurance. • Uniform workmen's compensa­ tion and unemployment compensation laws. • Increased funding and manpower for the job safety act and safety laws on the railroads. • Opposition to compulsory arbitra­ tion and attacks on the NLRB and federal labor standards laws. •. Full recognition of the rights of public employes by repealing the Hatch Act and establishing systems of true collective bargaining. Wage Insurance Benefits Await Listed Seafarers The SIU's unique Wage Insurance Benefit, ad­ ministered by the union's Welfare Plan, protects eligible Seafarers from the economic hardship created when a Seafarer's employer fails in his obligation to pay the Seafarer the compensation he has earned by reason of his employment. The Welfare Plan pays every covered Seafarer a benefit equal to 90% of the net compensation due him—not payed by his employer. Following is a list of Seafarers who are present­ ly due such benefits as a result of voyages made aboard vessels owned by employers who failed to meet their obligations to the Seafarers. These Seafarers should immediately contact SIU headquarters, 675 Fourth Ave., Brooklyn, N.Y. (212) 499-6600 to claim their benefits. When making his claim, the Seafarer must substantiate it by supplying the original of his pay voucher for the period noted on the ship cited. Page 4 • Full funding of all federal pro­ grams in the fields of education, pov­ erty, environment, maritime. • Increased citizen participation through a national voter registration law, direct popular election of the president and home rule for the Dis­ trict of Columbia. In the realm of foreign affairs, the AFL-CIO voiced support of an amend­ ment to the strategic arms limitation agreement between the U.S. and Russia that would assure future equal­ ity of offensive weapons between the two nations. The council said the defensive weapons section of the treaty is based on U.S.-USSR equality but that the agreement on offensive weapons "de­ parts from this principle and could give the Soviet Union a continuing advantage." S.S. Richwood—Voyage 6/6-9/11/69 A. Trinka, SS# 064-38-1606 Stephen Lynch, SS# 427-98-5181 Joseph E. Trefry, SS# 536-54-6519 R. Stinson, SS# 009-34-4981 Harvey Worthington, SS# 465-68-5468 S.S. Richwood—Voyage 6/6-7/17/69 R. Dickerson, SS# 041-18-5361 Edward Adams, SS# 428-60-4659 Aubrey Haters, SS# 421-22-7159 Dyke Johnson, SS# 434-66-3607 George A. Jemigam, SS# 427-32-2074 S.S. Salisbury—Voyage 9/16/68-4/22/69 George Vickers, SS# 416-14-9987 Demasenes McDonel, SS# 422-48-9185 David Hamilton, SS# 587-30-1802 S.S. Raleigh-Voyage 2/16-2/25/72 Kostantinos Diakantonis, SS# 083-44-3723 Earl B. B. Smith, SS# 579-22-2508 Earthen Jackson, SS# 222-22-9773 David L. Hudgins, SS# 231-16-6286 Bobby L. Riddick, SS# 225-62-4322 William Harris, SS# 433-60-6929 Ausbun Johnson, SS# 424-30-1329 Brisco Maxwell, SS# 565-56-8492 Frederick Legg, SS# 232-72-3993 Billy Taylor, SS# 455-64-7780 Richard D. Reed, SS# 235-76-7501 Thomas Richardson, SS# 502-50-9569 Thomas Gowler, SS# 579-52-2633 American Gas Association Presi­ dent F. Donald Hart said the U.S. demand for liquefied (LNG) will re­ quire a fleet of "weU over 100" spe­ cially-designed tankers by 1990. Testifying before the House Mer­ chant Marine and Fisheries Committee in support of a bill introduced by Rep. William R. Anderson (D-Tenn.), Hart predicted "unless steps are taken im­ mediately to assure increased produc­ tion of our domestic potential as well as insure our ability to narrow the supply-demand gap through importa­ tion of foreign source natural gas" the nation will face "a critical natural gas shortage." He added that the legislation before the committee "would help assure the nation's energy consumers that a sig­ nificant portion of this transportation need would be met by 1980." The bill would authorize government construc­ tion of 40 LNG tankers. By reducing the temperature to minus 259 Fahrenheit, the natural gas is turned into a liquid state, explained Hart. Less space is thereby used in the transportation and storage of large quantities of the fuel. Gas in its liquid state occupies only 1/625 of its gase­ ous volume. ^ Projections from the Federal Power Commission for LNG imports show a growth from 300 billion cubic feet in 1975 to four trillion cubic feet by 1990. The latter figure is equal to nearly 20 percent of all gas consumed in the United States in 1971. SIU, Other Maritime Unions Picket Foreign Vessels in U.S. Ports The SIU joined with other mari­ time unions to prevent grain-loading operations of five foreign-flag ships in three American ports in September. The picketing of the five foreignflag ships was undertaken as part of a continuing effort to urge the Ameri­ can people to support use of U.S. flag ships. The joint union picket lines tied up ships in Baltimore, Chicago and Houston. The unions involved in addi­ tion to the SIU, were the National Maritime Union, American Radio As­ sociation, Radio Officers Union and the Marine Engineers Beneficial As­ sociation. COPE Rate? Votes On Oil Imports Bill The A FL'CIO News in its reg­ ular listing of congressional votes pn important labof issues included the Seriate vote on a bill that would ijave required at least 50 percent of U.S. oil imports to be carried on U.S.-flag ships. The measure was defeated by a vote of 41-33. The AFL-CIO News said that the bill, bad it passed, would have created 150,000 mart-, time jobs and thus, a vote for the measure was "right*/ and against the bill "wrong," acOordirig to the Federation's Committee on Political Education (COPE), Seafarers Log . H i • if •j •f 5 1 i\ �Glass Bottle Blowers President Neglect of Maritime Affects All American Workers: Black Newton W. Black, president of the International Glass Bottle Blowers Assn., has declared that "too long the U.S. government has neglected the needs of the most vital segment of this country's commerce and defense—its merchant marine." As a result, all American workers have suffered, he said. "Many of us have more at stake in the ports, docks and shipyards of the nation than we ever realized," he added. "Our self-interest in these areas has come home to us hard in recent years and it has hit us where it hurts most—in the job place. Many a worker in inland America who prob­ ably has never seen water any deeper than his favorite fishing hole is jobless today because of what is happening on our oceans." Cheap Labor to Blame "He is jobless because of our trade policies," Black continued. "Cheap labor imports have put him on the un­ employment line. Not only cheap labor in production imports, but cheap labor on the foreign-flag ships which ferry the cheap labor products across the water." Black spoke to a gathering of labor, business and government officials at a luncheon in Washington sponsored by the eight-million-member AFL-CIO Maritime Trades Department. According to Black, in the years between 1966 and 1971, over 900,000 American workers lost jobs be­ cause of what was going on across the oceans and on them. "The world's greatest merchant fleet, without which World War II for us would have ended in humiliating defeat at least two years before it was finally won, was permitted to dwindle pathetically in Ae years since the war," he said. "West Germany and Japan over­ took leadership in shipbuilding, as the U.S. declined. Liberia and Panama became the leaders in merchant ship 'flags,' most of them flown over vessels operated by U.S. corporations in order to take advantage of cheap foreign labor and cheap safety standards." Much to Be Dmne Referring to the Merchant Marine Act of 1970, Black said he "was en­ couraged that some progress has been made to restore to the merchant marine a semblance of its one-time leadership and greatness." But, he added that there is much more to be done before the U.S. can once again be "the world's greatest seapower." He concluded that progress must be made in these areas because "the debt this nation owes its merchant fleet is no less than the debt we owe our nation's future through insuring its defense with a strong fleet, subject to U.S. regulation and the immediate needs of the country." Union Official Urges Support Of Lettuce. Farah Boycotfs A leading activist in the area of consumer services, speaking at a luncheon in Washington, D.C. during Union Label Week, urged all Ameri­ cans to support the labor movement's boycotts of Iceberg lettuce and Farah slacks "because it is a challenge to all who want economic justice for all American working men and women." Edward P. Murphy, secretarytreasurer of the AFL-CIO Union Label and Service Trades Dept., said the lettuce boycott, sponsored by Cesar Chavez' United Farm Workers, is "a challenge to those of us who feel that I.he farm workers, for far too long, have been denied the collective bar­ gaining rights that trade and industrial workers have enjoyed." He said the Farm Workers are asking the American public to forego Iceberg lettuce "only so that their members can climb yet another rung on the ladder of economic justice." But, Murphy warned that the struggle poses complex problems for the Farm Workers. Sweetheart Contracts "Some of the growers have signed sweetheart contracts with other unions that permit them to say their fields are organized, while these contracts keep the workers enslaved and with­ out real bargaining power," he said. "This"is a challenge we must meet in the name of humanitarianism." Murphy said the Farah slacks boy­ cott, sponsored by the Amalgamated Clothing Workers, was prompted by management's exploitation of its em­ ployees down through the years. "Here," he said, "we have 3,000 workers, who have sought year after year to have union representation, pushed into the street by an unyield­ ing management. And that despite election after election in which the workers chose the union over the sometimes violent objection of man­ agement." According to Murphy, Farah has employed some of the oldest and most discredited of anti-union tactics— those of firing the leaders of the union movement and those of hiring armed guards and guard dogs. He said "we must, and we will con­ tinue the boycott against Farah slacks until that company realizes that work­ ers are human beings entitled to dig­ nity, security and reasonable working standards." Issue is Pe<^e The products being boycotted, he said, "represent people out of jobs, people denied their bargaining power, people suffering economic ills because of the injustice of their employers. And the quickest way to make the employers feel the penalty of that in­ justice is to stay away from their products." Alluding to the successful nation­ wide boycott of table grapes a few years ago, he said "we know that it (boycott) works." "If lettuce browns on the ground, if Farah can sell no more pants, then the workers will win. And the push that can take them across the goal line must come from all Americans," he concluded. Murphy spoke at a luncheon spon­ sored by the eight-million-member AFL-CIO Maritime Trades Dept. and attended by representatives of labor, business and government. By B. Rocker Congress has returned from a two-week recess which permitted Repub­ lican members to attend the convention in Miami. Although there is no floor action in the House or Senate during a recess, the work of staff personnel and committees goes on. Thus the work of SIU representatives concerned with legislation continues throughout the recess. There were a number of bills of interest to Seafarers on which action was taken before the recess. S. 3858, a bill to amend the Public Health Service Act, passed the Senate and was introduced in the House. It was referred to the House Interstate and Foreign Commerce Committee. As Seafarers know, the SIU has been in the forefront of the continuing battle to maintain PHS hospitals so that seamen can receive the best possible medical care. While we generally support the intent of the bill introduced by Sen. Edward Kennedy, the SIU has suggested several changes which we feel are essential for the future of the PHS hospitals and of the Seafarers medical care: • It must be clear that PHS should be maintained as an integral part of a wide range of new health programs, including the Health Man­ power Act. • It is imperative that PHS employees and beneficiaries—including Sea­ farers—be consulted before any decision is made to close or transfer PHS facilities. It is for this reason that we recommend the formation of PHS Advisory Councils, composed of beneficiary and employee representatives. • We recommend that the bill include a $150 million authorization to be made for a period of five years, with provisions for modernizing and improving hospital facilities. Authorization The merchant marine authorization bill passed both houses and was signed by the President. Rep. Edward Garmatz (D-Md.) introduced the authorization, which in­ cludes construction differential subsidies, operating differential subsidies, research and development funds, and funds for the operation of the fed­ eral and state-owned maritime schools. An amendment to the bill permits subsidized U.S.-flag ships to operate foreign-to-foreign, which gives the owner a broader market to serve and will provide more jobs for Seafarers. Chairman Garmatz, incidentally, is retiring this year after 25 years in Congress. Documentation H.R. 759, a bill to revise and improve laws relating to documentation of seamen, is now in the House Merchant Marine and Fisheries Committee. While the SIU favors modernization of the documentation laws, we in­ sist that the traditional protections of seamen's rights must be preserved in any new law. Vote Record In a recent issue of AFL-CIO News, the voting record of Senators and Congressmen was tabulated on bills which are most important to the labor movement. A major issue for Seafarers this year, shown in the tabulation, was the 50-50 oil import bill, to require that 50 percent of imported oil be carried on U.S.-flag ships. Attached as an amendment to the maritime authorization, it was support­ ed not only by the SIU, but by the entire AFL-CIO. With this joint effort, we were able to win the backing of 33 Senators— only 8 votes short of a victory. As has previously been announced the SIU is preparing for the second round of this important battle. The union will seek introduction of their bill in the next Congress. Seafarers are urged to contribute to SFAD. It is the way to have your voice heard and to keep your union effective in the fight for legislation to protect tile security of every Seafarer and his family. �<•3 LNG Era Coming J FPC rehears a case ... The Federal Power Coimnission, which last month approved the importation of liquid natural gas from Algeria, has agreed to re-examine its decision in the light of economic objections raised by the El Paso Natural Gas Co. In the original decision, which followed a year of study by the FPC, El Paso was granted permission to import one billion cubic feet of Algerian gas per day over a 25-year period. El Paso has said it will invest $742 million in build­ ing the tankers needed to carry gas at the anticipated import levels. But in its decision the FPC set up a complex of rules for the sale of imported gas that the El Paso company said would hamper their operation so severely that LNG importation would be too improfitable. Chiefly at issue is the FPC's stipulation that El Paso Algeria, a wholly-owned subsidiary of the American company, place itself under jurisdiction of the commis­ sion as an importer. That would mean El Paso Algeria would have to apply separately for a license to sell the imported gas in America. The FPC would then be able to regulate the price of the imported gas, instead of permitting the El Paso to establish the price. The announcement of the rehearing came as the AFL-CIO filed a "friend of the court" brief asking that the original decision be modified. •i The labor federation said that if the El Paso project is carried through more than a billion dollars in "plant facilities, ships and other goods and services would re­ sult, and a very large part of those expenditures would represent jobs which would be available to thousands of workers represented by unions affiliated with the AFL-CIO." The brief called for the modification of the original order, "so that these expenditures will actually be made and the project will not be eliminated by conditions that makes this project uneconomical and other future projects unlikely." ... approves a terminal. . A proposed $93 million terminal for LNG imports at Cove Point on the Chesapeake Bay has been approved by the Federal Power Commission. The plan for the terminal includes a mile long pier to be built to handle giant LNG tankers as they arrive from Algeria. The long-awaited decision on the Cove Point terminal completes government action on the status of LNG imports. Yet to come are court challenges to the terminal which are threatened by conservation groups. John N. Nassikas, chairman of the fourmember commission, said in his decision: The pipelines would run from Cove Point to Loudon, Va. and Leidy, Pa. From there the Columbia Gas Co. and the Consolidated Gas Co. of Pennsylvania would use it to supply the energy needs of seven states and the District of Columbia. The commission said it investigated several alternative sights for the terminal and was satisfied that any adverse environmental effects are more than offset by the need of people in the East to have LNG supplies available. Spokesmen for the importing companies say that the plant can be in operation sometime in 1975. "The gas from this project is needed on the Eastern Seaboard to meet consumer demands and to assist in meeting reasonable ambient air quality standards. An electric company official said that the FPC decision means that his firm will be able to keep electrical supplies at present levels for more years than if it had to rely on domestic sources for liquefied natural gas. "Thus, the environmental consequences of not admitting these shipments, or delaying matters so that the liquefied natural gas is sold elsewhere is far worse than any detriment to a circumscribed area on Chesapeake Bay or the proposed pipelines." The FPC ruling came a week after the U.S. Interior Department dropped its opposition to the Cove Point Terminal which adjoins Calvert Cliffs State Park. The Interior Department will purchase land north of the park to give bathers access to a beach near the terminal. •] and the companies prepare In the weeks following the Federal Power Commission decision to rehear the case of the El Paso Natural Gas Co., a number of other firms an­ nounced their intention to construct LNG ships. The ships, 125,000 cubic meters in size—which is roughly the equivalent of a 150,000 ton conventional tanker —are expected to begin sailing the world's sealanes in 1975. The LNG ship is a truly unique ves­ sel. Plans for these ships under the U.S. flag utilize two methods of con­ struction. The first, depicted on this page, con­ sists of a number of spherical "thermos bottles' 'welded to the deck of the Page 6 ship. In the bottles, supercooled lique­ fied natural gas can be transported in any latitude, in any weather without additional refrigeration equipment. The second design type uses a hold built with a special "waffle membrane" to contain the liquefied cargo. Re­ frigeration units maintain the LNG at the required temperature of —259 de­ grees Fahrenheit. Both designs give maximum protec­ tion against leakage. In the thermos bottle type of construction some of the escaping LNG vapors can be used to power the ship. The Maritime Administration esti­ mates that construction of the first American-flag natural gas carriers will begin early in 1973. Seafarers Log I �-•"' • ••-_•'?..• ; ' •^•' "J-?-,'.-, '•;• • • .: At MTD Meetings; Congressmen Urge Legislation to Curb Crisis Anderson Charges US. Oil Firms Subverting Law Giaimo Supports U.S. Fleet Role In Oil Carriage "... Rep. Glenn M. Anderson (D-Calif.) has called on Congress to close existing loopholes in the Jones Act—a maritime law restricting domestic sea trade to ships of the U.S. flag—to prevent an undermining of the American merchant marine and to prohibit the exportation of needed oil re­ sources in light of the impending energy crisis fac­ ing the nation. He specifically charged Amerada Hess Oil Co. with "attempting to subvert the Jones Act in order to gain a competitive edge in marketing the oil resources from Alaska's North Slope." Anderson pointed out that when the Jones Act was enacted in 1920 all U.S. states and territories came under its provisions except for the Virgin Islands, because at that time the Islands had virtu­ ally no commerce. He said that the Hess Co. is now trying to use this loophole to its own ad­ vantage. The California Democrat explained that Hess has the exclusive right to build and operate oil re­ fineries in the Virgin Islands and "intends, through these refineries, to circumvent the Jones Act." In order to take advantage of the Act's loop­ hole, Hess has asked the government of Costa Rica for permission to construct a pipeline from the Pacific to the Atlantic across that Central Ameri­ can nation, according to Anderson. Circumventing the Law "Obviously then, they will be able to send their foreign-flag fleet of tanlcer ships to Alaska to tap the North Slope resources not as domestic trade, although they are an American firm, but as importexport trade," he said. "After the oil is pushed through the pipeline, the Hess fleet can stand by at its eastern end to ship the oil to the Virgin Islands for refining. And then use the Virgin Islands exemption to ship it to the contiguous U.S., again in foreign vessels." "That is pretty shoddy business and it certainly violates the spirit of the Jones Act, if not the letter of the law." For these reasons, Anderson said "it is clear that we must close the Virgin Islands exemption in the Jones Act." He added that in view of the "grave energy crisis we know looms over us, we must prevent the ex­ portation of that oil, and indeed exportation of all our domestic oil and gas supplies, for as long a period as we are forced to import so much from so many nations around the world." He concluded that not to close the loopholes in the Jones Act "is to invite chaos in our waterborne transportation. We will be faced with a chaotic situation in our waterbome traffic, traflBc that moves thousands of tons of goods each year, and provides a meaningful and necessary com­ munications link betwen our nation's seaports." Rep. Robert N. Giaimo (D-Conn.) has said that unless Congress enacts a law requiring at least 50 percent of future American petroleum imports be carried on U.S.-flag ships, this country "will be in double jeopardy—confronted with an energy crisis as well as the possibility of a nationd security emergency." Conceding that the U.S. would have to import the needed energy supplies, he said that there was no reason why it should also be dependent upon foreign-flag ships for its transporttaion. Other industrial nations of the world "have been preparing tanker fleets capable of meeting their transportation requirements, but the U.S. con­ tinues to flounder in the face of a rapidly-closing danger. This is a hazardous position. The po­ tential for coercion of the U.S. is ominous. The national security implications of being dependent on foreign-flag ships to deliver our petroleum is obvious," Giaimo said. Alternative Listed To counter these threats, he said Congress will again consider in its next session a measure that would require at least 50 percent of certain petroleum imports be carried by American-flag tankers. (The measure was defeated by the Senate earlier in this current session.) "The intent of this legislation," he said, "is two­ fold: "First, we want to guarantee that the U.S. will have the ships required to transport sufficient petroleum to meet the coming energy crisis. We want to assure that the U.S. will have the capacity to protect itself, both economically and militarily, in the years ahead. "Second, we want to break our nation's total dependency on foreign-flag ships to deliver the fuels we must have if we are to remain a modem, mobile society." The Connecticut Democrat said the heaviest op­ position to the bill has come from the American oil companies "who reap huge profits from our dependence upon foreign oil." It is these multinational corporations that "buy the oil, transport it on ships registered under foreign flags, and refine and sell the oil and its by­ products at American prices," he charged. "These are the companies," he said, "many of which have stripped industry from America and placed it in low-wage nations, while at the same time retaining their U.S. marketing apparatus." "This," he concluded, "is why many of us in the Congress are determined to take it upon our­ selves to protect the future of our U.S. We can still see danger beyond profits. We can still see the hazards of being doubly dependent upon foreign powers for the supply and transportation of our energy fuels." Rep. Glenn Anderson Rep. Robert Giaimo �(Source: Maritime Administration. As of 1970 latest available figures.) Percent of U.S. Oceanborne Foreign Trade Carried by Nationai Fiag Ships Liberia 26.89 Norway 12.63 United Kingdom 7.77 Japan 5.66 United States 5.60 Greece 5.25 Panama 4.63 Germany 3.80 itaiy 3.44 Other 24.43 Chart shows the percentage of U.S. foreign trade carried by vessels of other nations. Prominent In the carriage of U.S. trade are the ships of the LIberlan fleet, the largest "flag of convenience fleet In the world. Also the chart reflects the high percentage carried by Panamanian ships, a growing third flag fleet nation. The other nations represented on the chart have na­ tional fleets, but their percentage of carriage of U.S. trade Is significantly higher than the level of U.S. trade with their nation. The U.S.-flag fleet carries only about 5 percent of the nation's trade. One of the grave problems threat­ ening the international maritime com­ munity, including the U.S.-flag fleet, is the growth of so called "third-flag" and "flag of convenience" fleets. The ships, whether registered in Liberia or in tiny Somalia, saiL, the world's sealanes carrying cargoes from nation to nation, and seldom, if ever, touching the shores of the nation of their registry. These fleets in 1960 combined to ^ place fourth in size in the world. An^' by the 1970s they constituted the larg­ est fleet, more than 30 percent bigger than the nearest nation^ fleet. The problem these ships present to the true maritime nations of the world are, first, a problem of unfair economic competition and, second, a problem of safety. The problem of economic advantage and, thus, the power to undercut prices of national fleets arises partly from the registration policies of nations which sponsor third-flag fleets 2,011 Liberian Ships For example, Liberia, whose regis­ tered fleet has 2,011 ships with a deadweight tonnage of more than 70 million, charges an initial fee of $1.20 per net registered ton, and an annual 10 cents per ton after that. Registration fees are similar in Panama, another rapidly growing third-flag fleet nation. However, the annual fee can be less expensive with ships of 5,000 tons and larger assessed a maximum of $1,800 per year. These fees, meager in comparison with the taxes on ships of national fleets throughout the free world, allow shipowners in the third-flag fleets to offer rock-bbttom prices for the trans­ portation of cargo, since their over­ head charges are far less. However, the greatest economic ad­ vantage for third-flag ships lies in the field of crew costs. American-owned ships, operating under flags of convience enjoy an enormous advantage over U.S.-flag ships which pay salaries two-and-a-half to seven times those of many fleets of the world. Little Regulation, Little Safety Furthermore, third-flag ships are allowed to operate with little or no regulation on crew size and crew quali­ fications. But along with that goes a threat to the safety of the ship, according to a report published by the Organiza­ tion for Economic Cooperation and Development. The OECD report states: "The manning practices of fiag of convenience operators have led in sev­ eral instances during the last few years to circumstances which threatened the safety of the personnel on board and even of the ship herself." And a final economic advantage for the operation of ships under flags of convenience is that lending institutions are often more willing to loan money for construction to third-flag operators because they can retain a higher per­ centage of profit because they pay few. J �Threatening America's Maritime Future if any, taxes and need not return profits for investment in the nation of registry. Cargo Leverage The combination of those advan­ tages gives the third-flag fleets lever­ age in the cargo market. In the United States maritime trade, vessels of na­ tions with which American companies have little or no actual trade, such as Liberia, Honduras and Pakistan, carry astonishing amounts of U.S. imports and exports. The giant Liberian fleet alone car­ ries on more than a quarter of the multi-billion dollar U.S. foreign trade, and carries almost half of all U.S. oil imports. The U.S.-flag fleet on the other hand carries only approximately five percent of its nation's foreign trade and only about three percent of its oil imports. In the oil trade, fleets of five na­ tions carry more American imports than the U.S. flag fleet and, interest­ ingly, none of them produce the oil which the U.S. imports. Price Cutting Felt All of the world's national fleets are feeling the impact of the pricecutting policies of the third-flag ships. At a recent co»iference of the United Nations Trade and Development Com­ mission (UNCTAD), a draft policy was approved that says that national fleets have the right to carry at least 40 percent of their nation's foreign trade. The UNCTAD resolution also says that if third-flag carriers are in­ volved in trade on a specific trade route, they should have access to 20 percent of the cargo pool, while fleets of the two nations directly involved have access to 80 percent of the pool. (See editorial Page 10.) As reported in the Seafarers Log in August, the SlU of Canada has begim a fight against convenience flag ships, which they say rob Canadian seamen of employment opportunities. A similar action has recently been started by maritime unions in Australia, which have forced many third-flag ships to take on Australian crews in Australian territorial waters. Phenomenal Growfli Developments like that, along with the stren^hening of cargo preference laws in many nations of ^e world, may in the future serve as a buffer against the continued widespread growth of the third-flag fleets. For example, the Liberian fleet grew by 243 percent in the years between 1963 and 1971 compared to a growth of 45 percent for European national fleets. The growth of the Liberian fleet, experts believe, also outstrips the phenomenal growth rate of the fleet of the USSR. And another aspect of third-flag fleets—their high loss and break-up rate—may also work against them as time goes on. With little or no government regu­ lation of safety requirements aboard ship, third-flag fleets suffer more loss or break-up. The flag of convenience fleets lost ships at yearly rates that ranged from a low of .3 percent of the total fleet in 1957 to a high of 1.3 percent of the total fleet recorded in 1967. The world average was under .3 percent. The difference is even more pro.nounced in break-up figures. The September 1972 break-up rate for the flags of conveni­ ence fleet reached 4 percent in 1969 while the world average remained un­ der 2 percent. The OECD report for flags of con­ venience fleets cites, along with in­ sufficient manning scales, a lack of adherence by third-flag fleets to officer standards and the failure of third-flag shipping companies to check thorough1J^ the qualifications of their crew members. "It remains true in every case," OECD said, "that compliance with the safety conventions is far better as­ sured under the control and responsi­ bility of governmental administration, than left to the conscience and selfinterest of owners." Individual RetaliatifHi The nations of the world have seemingly come to the realization that their merchant fleets are seriously threatened by third-flag shipping practices and are beginning to take individual action to gain some kind of control over them. The United States, with its oflScial "free trade" policy, has not yet taken action against third-flag ships, al­ though recently a bill that would have required at least 50 percent of U.S. petroleum imports to be carried in U.S. ships was nearly adopted by the U.S. senate. The awareness of the problems pre­ sented to the traditional maritime na­ tions of the world by flags of con­ venience fleets, thus, has grown in recent years. However the problem is solved, that awareness will probably be the first step in a long process of change in the world's maritime picture. OIL IMPORTS INTO U.S. AND PUERTO RICO BY FLAG % OF TOTAL (Source: American Petroleum 4 th Qtr. 1970 Institute. Figures during peak periods.) 1st half 1971 Liberian 45 44 Panamanian 11 11 Norwegian 8 11 a British Greek a a American 5 3 Dutch 4 3 Italian 3 3 German 2 3 Danish 1 2 Unallocated 5 4 100 100 TOTAL The chart shows the percentage of U.S. oil imports car­ the Panamanian fleet. Significantly, none of the nations ried by ships of various nations. In first place is the huge listed produces the oil which the U.S. imports. Aiso of Liberian tanker fleet, many vessels of which are American- -significance is the declining participation of the U.S. owned "runaways" from the U.S.-flag fleet, and U.S. ship­ tanker fleet in its own nation's importing of oil. yards. The same holds true for the second largest carrier. Page 9 �After reading the August issue of the Log I felt buoyed;; the results of the Senate vote on the bill requiring at ff^ast SO percent of future U.S. oil imports be carried o% ' American-flag ships. Naturally, l^ing the vote was not {Ratifying, but its very ^ Jclo^ness was. I think that this lusult indictrtw^^ Ipof our leg^atoTs are beginning to bectme awarii ^ icreasing problems fadng this ooimtr^ merchant nia^ I dare say, ffie Siy had a big faimd in making aware. And I'm sure we had plenty of h^ in our Iflndeavor, which all Seafarer appreciate. Sa^Afeni AOS Knowing the Opposition It has been apparent to the entire mari­ time industry that one of the most difficult roadblocks to recovery for the U.S. Mer­ chant Marine is the indifference and, at times, active opposition of some agencies of the U.S. government. In the past, we've pointed out that: • The U.S. Department of Agriculture does not, and seemingly will not, comply with the Cargo Preference Laws concerning government-generated cargo. • The Agency for International Develop­ ment ignores Cargo Preference Laws in finding ships fm: their mercy cargoes. And add to this list—the U.S. Depart­ ment of State. At a recent conference of the United Na­ tions Committee on Trade and Develop­ ment (UNCTD) the State Department op­ posed a resolution entitled "Draft Code of Conduct for Liner Conferences." The meat of the resolution, which our representatives said violated principles of "free trade," consists in two clauses: "Where no third flag carrier participates in a trade, the share in the pool of the shipping lines of the two countries whose trade is served by the Conference shall be equal. "When one or more carriers of a third flag participates in a trade, their aggregate share shall be no more than 20 percent of the total pool, the balance being divided among flags of the lines of the countries whose trade is serviced by the Conference." What that boils down to is a statement of the United Nations that trading nations have the absoltue right to have 40 percent of their trade carried in ships of their own flag. . Compare that with the approximately five percent of U.S. trade carried by her own ships, and you can see the immense potential there for the U.S.-flag merchant marine. But our State Department opposed the resolution. This is a strong case in point. Whenever the opportunity arises for the State Depart­ ment to declare itself for or a^unst the American-flag merchant marine, it prefers to take a position against our own flag ships. By so doing, we feel that the State Depart­ ment also takes a position against the best interests of our nation. It is almost mandatory that our govern­ ment agencies—particularly otir State De­ partment—^must support the intent and the program of the Merchant Marine Act of 1970 if that legislation is to succeed. It's unfortunate that we have to fight our own State Department to achieve what is in our own national interest. Now that the initial inroad has been made, ilvani sun^ i the union and its friends will continue to pii^^fbr eventual victory. And the doseness of the Sch^ vote^ should be just the encouragement m need to press the^ fight still further once the next sdssioh of Congre^ eet^U iiandftrway IgS'V....- Here^ hoping that come the pext session of the Congress this country's merchant marine-^-and the men ^ and wouen serving in h^nalfy some fru^i^ jhrun their striij^^ vote on the ofl inipOrt 4^1]^ makes this hope seam iuMCh closer to reailityv f ® Omgratulatib^bn a fine eff^ work. - -- • • /v.. up thdgoodi Jack Squire Upgradling Offers Chanc Tl^ expansioit of the union's upgrading programs as told about in issue of the b news.. •• ^ 'vv.: T^ bpportdnities that the upgrading offer Seafarera caruiotbe uiideristated. As long as a man sees IIL trance to better himself he will continue to be cohkaSntioi^; in his job. It is oifly when a man thinks be has gone as fUr ^ as possible in an organization or occupaUon that he bebj^es bored and dis<»ntented. expansion Of the upgrading training really jpv^ all iU members something to shopt for. .1; SlU Scholarship Program Applications for SIU scholarships, valued at $10,000 for use at any accredited college in any course of study, are currently being accepted from ( •igible members of the un­ ion and their dependents. V. Now in its 20th year the SIU Scholarship program has helped close to 100 deserving Seafarers and their dependents better them­ selves through higher education. The Scholarship Program is but one facet of the total education program offered by the SIU. The union has long adhered to the principle that education is for the total man and that'a deserving individual should not Page 10 be deprived of this opportunity because of circumstances beyond his control. The SIU believes that as a man learns, he grows bigger and better. There is never an end to the learning process. There is al­ ways room for improvement. With this in mind the SIU continues to explore the paths of education for the mem­ bers and their families. And the Scholarship Program is one of those paths. It offers a chance and its offers a future. For complete details on the SIU Scholar­ ship Program see the related story on Page 32. Seafarers Log �NLRB Files Complaint Against Farah Clothes The National Labor Relations Board has handed down a complaint charging the Farah Manufacturing Co. with unfair labor practices, including unlawful firings and intimidation of peaceful strikers. One of the major points in the complaint issued by the board is that the Jarvis Securitly Co., a private guard service employed by Farah, "threatened and intimidated, by the use. of guard dogs, striking employees who were then engaged in peaceful picketing at the plant." The NLRB complaint, based on charges by the Clothing Workers, which represents the 3,000 strikers, also accuses Farah of discharging em­ ployes known to be union supporters and refusing to rehire them to their former or equivalent jobs. A hearing on the charges has been set for Oct. 2 in El Paso, Tex. In a catalogue of unfair labor prac­ tices, the NLRB complaint lists charges that Farah: • "Maintained a close watch over and surveillance of the working time activities" of various groups of work­ ers employed in different plants and departments "for the purpose of in­ timidating these employes." • "Curtailed all talking among em­ ployes during working time." • "Warned employes that those who became active for the union could expect harsh 'treatment' from the company." • "Transfrered from its Gateway plant to the Gateway machine shop employes who were known to be sym­ pathetic for, or prominently identified with, the union for the purpose of isolating them from contact with other employes." • "On the public streets of down­ town El Paso, recorded the names of employes engaging in an organiza­ tional demonstration." • "Advised employes that things would go better for them at work if they removed union organizing badges and ceased their organizing activities." • "Caused a company guard to take pictures of employes who were then engaged in conversation outside the plant during non-work time." • "Advised employes that things would go bad for them because they had union authorization cards in the plant and were soliciting for the union on non-work time." • "Questioned employes regard­ ing their union sympathies and sup­ port." • "Took still camera and motion picture camera photographs of strik­ ing employes." • "Assigned less agreeable and more arduous work tasks" to certain employes who were known to be union adherents. Inch, Meter? Quart, Liter? Time to Learn Difference? The Senate has passed and sent to the House a bill that would convert the U.S. system of measurement to metrics while gradually phasing out the existing use of inches, quarts and pounds. The legislation, adopted overwhelm­ ingly, provides for the changeover to meters, liters and grams during the 10-year span—"at the end of which the nation would be predominantly, al­ though not exclusively, metric." Under the terms of the bill, a na- Business Profits Reach Aii-Time High in Quarter The Commerce Department has released figures showing corporate after-tax profits surged to $2.9 billion during the April-June period, an alltime high. The second quarter figures bring the seasonally-adjusted annual profit rate to $52.4 billion. The pace in the second quarter was 14.4 percent above ten-year-ago levels when after-profit tax profits were run­ ning at ^ annual rate of $45.8 bil­ lion. The Commerce Dept. noted that the record figures for the April-June quarter would have been even higher if tropical storm Agnes had not taken a $450 million toll in damages to plants, equipment and inventories in the eastren U.S. The increase—even though it re­ flected losses due to the storm—also set a record of $93.1 billion in pre- . tax profits. September 1972 tional plan for the changeover would be developed by an 11-member Metric Conversion Board made up of repre­ sentatives of business, labor, educa­ tion, consumers, scientists and en­ gineers, plus one member each from the House and Senate. The board's prime function would be to formulate the national plan, which would include recommendations for legislation and proposed regula­ tions. Who Foots BUI? Absent from the legislation are pro­ visions for funds to cover the costs of metrification. Both organized labor and industry have expressed concern over the costs for the switchover, which has been estimated at about $11 bUlion. The economic impact on U.S. work­ ers will be especisdly severe if they must bear the brunt of the costs for the conversion. For many, tools would become obsolete and retraining and education would be necessary in many fields. In testimony earlier this year before the Senate Commerce Committee, the AFL-CIG said that further study "was needed to fully explore the economic impact of the conversion to metrics. The metric changeover legislation was thought to be dead for this session of Congress. But the Senate Com­ merce Committee resurrected the bill last week and the full Senate ^quickly approved it. Tlie Senate action caught the House by surprise. The House Science Com­ mittee has held no hearings on the legislation and there are currently no plans to air the measure when Con­ gress reconvenes after Labor Day. Unfair to Labor DO DOT BUVH BARBER EQUIPMENT— Wahl Qipper Corp., pro­ ducers of home barber sets. (Int'l. Assoc. of Machinists, and Aerospace Workers) CIGARETTES—R. J. Reyn­ olds Tobacco Co.—Camels, Winston, Salem, Tempo, Brandon, Doral, and Cava­ lier. (Tobacco Workers Un­ ion) CLOTHING—^Reidbord Bros., Co., Siegal (H. 1. S. brand) suits and sports jackets, Kaynee boyswear, Richman Brothers men's clothing, Sewell suits. Wing shirts, Met­ ro Pants Co., and Diplomat Pajamas by Fortex Mfg. Co.; Judy Bond Blouses (Amal­ gamated Clothing). (Inter­ national Ladies Garment Workers Union) CONTACT LENSES AND OPTICAL FRAME S—DalTex Optical Co. Dal-Tex owns a firm known as Terminal-Hudson. They op­ erate stores or dispense to consumers through Missouri State Optical Co.; Goldblatt Optical Services; King Op­ tical; Douglas Optical, and Mesa Optical; Lee Optical Co.; and Capitol Optical Co. COSMETICS—Shulton, Inc. (Old Spice, Nina Ricci, Desert Flower, Friendship Garden, Escapade, Vive le Bain, Man-Power, Burley, Com Silk and Jacqueline Cochran). (Glass Bottle Blowers Association) DINNERWARE—M e t a 1 o x Manufacturing Co. (Int'l. Brotherhood of Pottery and Allied Workers) FILTERS, HUMIDIFIERS— Research Products Corp. (Int'l. Assoc. of Machinists and Aerospace Workers) FURNITURE—^James Sterling Corp., White Furniture Co., Brown Furniture Co., (Unit­ ed Furniture Workers) LIQUORS—Stitzel-Weller Dis­ tilleries products—Old Fitz­ gerald, Cabin Still, Old Elk, W. L. WeUer. (Distillery Workers) MEAT PRODUCTS—Poultry Packers, Inc. (Blue Star label products). (Amalga­ mated Meat Cutters and Butcher Workmen) Holly Farms Poultry Indus­ tries, Inc.; Blue Star Label products (Amalgamated Meat Cutters and Butcher Workmen) PRINTING—^Kingsport Press "World Book," "Childcraft." (Printing Pressmen, T5fpographers. Bookbinders, Ma­ chinists, Stereotypers, and Electrotypers) NEWSPAPERS—Los Angeles Herald-Examiner. (10 unions involved covering 2,000 workers) Britannica Junior Encyclo­ pedia (Int'l. Allied Printing Trades Assn.) RANGES—Magic C h e f, Pan Pacific Division. (Stove, Fur­ nace and Allied Appliance Workers) SHOES—Genesco Shoe Mfg. Co—work shoes; Sentry, Cedar Chest and Statler; men's shoes; Jarman, John­ son & Murphy, Crestworth (Boot and Shoe Workers) SPECIAI^All West Virginia camping and vacation spots, (Laborers) TOYS—^Fisher-Price toys (Doll & Toy Workers Union) Glass Bottle Blowers, Of her Crafts Honored in Bicentennial Stamps ' The Glass Bottle Blowers believe that members of their craft from Poland, who landed at Jamestown in 1609, "staged what surely was the New World's first strike—in 1619." "They struck for the right to vote—and they won," an article in the August issue ot GBBA Horizons, the union's magazine, points out. The article traces glass blowers back to among the first settlers in the James­ town colony. They set up furnaces soon after the settlement was established at the mouth of the James River in what is now Virginia. Their main products were glass beads, popular barter for trade with the Indians. The union recalls the early history by way of pointing out that glass blowers are one of four crafts that are being commemorated in stamps dealing with the colonial era as part of a series being issued to mark the nation's forthcoming Bicentennial Year in 1976. Page 11 �S.S. Newark On Coast Run The ultra-modem containership Newark (Sea-Land) has been mak­ ing the coast-wise run. She recently pulled into Port Elizabeth, N.J. on a tum-around. During her brief stop­ over, a Log photographer got some shots of the SIU crewmembers serving aboard the Newark. SIU Representative Bill Hall brings Newark crewmembers up-to-date on union affairs and activities during a meeting in the ship's dining room. Lifeboat drills are a common occurrence aboard all SlU-manned ships, even when m port. Seafarers in the picture at left are readied to be lowered into the water during such a drill. Teamwork is the key element in such maneuvers as the lifeboat eases down to the water in photo at right. Page 12 Seafarers Log �Money Due SlU Members SlU Ships Committees The following Seafarers have checks due them for wages earned aboard the 55 Jian in 1964. Each of these Seafarers should immediately contact the offices of Berenholtz, Kaplan & Heyman at 1845 Maryland National Bank Bldg., 10 Light St., Baltimore, Md., in person, by mail or by calling 301—539-6967, in order to obtain the amount due them. Richard S. Asmont Carmelo Attard Henry J. Broaders Claude A. Brown Edmond L. Cain, Jr. Douglas A. Qark Elmer C. Danner George Dakis James M. Davis Rudolph G. Dean Juan M. DeVela George Fossett Eugene C. Hoffman Charles J. Hooper Joseph Horahan Marshall V. Howton Francis X. Keelan George Kontos Allan E. Lewis James Lewis Peter Losado Benedicto Luna Armando Lupari Hazel L. McQeary Edward McGowan Gerald R. McLean Terral McRaney Peter J. Mistretta Murphy, Theodore Joseph J. Naurocki David Nelson Reginald Newbury George Papamongolis Jeremiah E. Roberts Arthur Rudnicki Leonard Russi George Schmidt Ray F. Schrum James D. Smith Ray Smith Bella Szupp Ilus S. Veach, Jr. Joseph Wagner Robert F. Wurzler Ted Murphy STEEL MAKER (Isthmian)—In foreground topside aboard the Steel Maker at Brooklyn, New York dockside are, from left: W. Linker, engine delegate; D. Papageorge, educational director; J. Nolasco, deck delegate, and J. Gomez, ship's chairman. Pair in background consists of D. Keith (left), steward dele­ gate, and J. Rayes, secretary-reporter. The following Seafarers have checks due them for unclaimed wages earned aboard vessels operated by Texas City Refining, Inc. They should immediately contact L. W. Westfall, chief accountant, Texas City Refining, Inc., Marine Division, P.O. Box 1271, Texas City, Texas 77590. NAME William R. Corry Frederick Estes Lamar Gribbon Thomas Hopkins RATING AB OS Bosun Pumpman NUMBER 449-42-3299 464-80-0867 157-22-6074 576-16-6392 New Dues Payment Service Begun by SlU for Members In an effort to assist SIU members in budgeting payment of their initia­ tion fee and regular calendar quarter­ ly dues, the Seafarers International Union is now providing its members with the option of having these obliga­ tions automatically deducted from any vacation benefits due them. A new method of meeting these obligations is now available whereby Seafarers may voluntarily sign an authorization card which permits ap­ plication of vacation benefits toward partial or full payment of dues and initiation fees. Great Lakes Area For Seafarers in the Great Lakes area, both initiation fees and quarterly dues may be paid through this method of assigning earned vacation benefits. Seafarers in the deep-sea ports may only assign vacation benefits towards payment of initiation fees. The assignment cards, clearly spell­ ing out the method and provisions for assignment of vacation benefits for these purposes, are now available from all port agents upon request. Use of this new system can help a Seafarer protect both his good stand­ ing in the SIU and his other l^nefits by preventing him from falling in ar­ rears in payment of his quarterly dues. The Union's Constitution provides that a Seafarer can lose his shipping, voting and other rights when he is September 1972 more than two calendar quarters in arrears in dues payment. On January 1, 1970, the Union's membership, in accordance with pro­ visions of law and by secret ballot, increased the initiation fee for mem­ bership in the SIU to $500.00, pay­ able on the first day of each consecu­ tive calendar quarter, allowing for a grace period of thirty days. Union Provisions The SIU's collective bargaining agreements provide, where applicable, for a union shop. All new employees who are not members of the Union, are thus required, after logging thirty days of employment, to pay at least $125.00 towards their initiation fee and $43.00 quarterly dues for each quarter. Under these union shop provisions, failure to pay the amounts due on a quarterly basis can mean discharge from employment aboard ship and can deny the right to register for shipping through the Union's hiring halls. • New members, who join the union as replacements for those unlicensed seamep who retire or leave the union by attrition, often have limited finan­ cial resources and may have difficulty in meeting their union obligations. These Seafarers can now have the amounts they owe automatically with­ held on their behalf from their earned vacation pay by signing an assignment card. STEEL APPRENTICE (Isthmian)—Members of the ship's committee aboard the Steel Apprentice are, from left to right: F. Charneco, D. Rakestraw, R. Minix, G. Hoover, G. Beloy and P. Lopez. STEEL EXECUTIVE (Isthmian) — Gathered together in the crew's lounge aboard the Steel Executive are members of the ship's committee. Bottom, left to right, Calvin Sivek and John Klubr. Top, John Reed and Marcelo Eimar. Page 13 �The Noonday On a Mercy Mission Outbound from New Orleans on a mission of mercy, the freightship Noonday (Waterman) car­ ried more than a cargo of crates and bales recently —^she carried hope and life to countless refugees in the war-ravaged country of Bangladesh. When she dropped anchor in what was the IndiaPakistani war zone, she unloaded 3000 tons of re­ lief goods valued at $1,125,000. But when her voyage is expressed in human terms, what she really brought with her from the U.S. was enough food to save thousands from starv­ ing, and building materials to further protect them from death due to exposure to winter. Her cargo, collected by the Catholic Relief Serv­ ice, included such basic foodstuffs as com-soya mix, vegetable oil and wheat. In addition, tons of cor­ rugated iron was unloaded to construct shelters for the homeless in the Himalayan foothills. Even before last year's India-Pakistani War created 10 million refugees, the Noonday had al­ ready earned the title "mercy ship" for her many earlier voyages to India with relief aid. Archbishop Phillip M. Hannan, left, watches the Noonday take on cargo of relief aid for Bangladesh refugees at dockside in New Orleans. The Noonday brought tons of CARE packages for relief aid to strifetorn Bangladesh. USPHS Announces Signing of Contracts for hiealth Care The United States Public Health Service in New Orleans has announced that it has signed contracts with the following medical facilities to provide health care for Seafarers in their area. Disability pensioners in particular are advised that they may call upon these facilities for both regular and emergency medical care. Here is the list of facilities; Geffing Ready fo Sail ' •''' ''J ./'J f 1'? ' ' ' ''' Vaccinations are a necessary precaution for Seafarers sailing the world's oceans. AB R. J. Kelly, who sails aboard the Robert E. Lee, doesn't seem too thrilled by the entire procedure. Page 14 ALABAMA Mobile General Hospital 2451 Fillingim St. Mobile, Alabama 36611 Mobile Infirmary Post Office Box 4097 Mobile, Alabama 36604 FLORIDA Cape Canaveral Hospital P.O. Box 69 Cocoa Beach, Florida 39231 Halifax District Hospital P.O. Box 1990 (Qyde Morris Blvd.) Daytona Beach, Florida 32015 Broward General Hospital 1600 South Andrews Avenue Fort Lauderdale, Florida 33316 Lee Memorial Hospital P.O. Box 2218 Fort Myers, Florida 33902 St. Luke's Hospital 1900 Boulevard Jacksonville, Florida De Poo Hospital 918 Southard Street Key West, Florida 33040 Monroe General Hospital P.O. Box 932 Key West, Florida 33040 Baptist Hospital 8900 N. Kendall Drive Miami, Florida Okaloosa County Hospital System Niceville, Florida 32578 Jackson Memorial Hospital 1700 N.W. 10th Avenue Miami, Florida 33136 Mercy Hospital 3663 South Miami Avenue Miami, Florida 33138 Municipal Hospital P.O. Drawer No. 9 Port St. Joe, Florida 32456 West Palm Beach Good Samaritan Hospital 1300 North Dixie West Palm Beach, Florida 33402 LOUISANA South Cameron Memorial Hospital Route 1, Box 277 Cameron, Louisiana 70631 MISSISSIPPI Singing River Hospital Pascagoula, Mississippi 39567 Vicksburg Hospital Inc. 1600 Monroe Street Vicksburg, Mississippi (Two contracts—one for General Med­ ical Surgical Hospital Care and one for Quarantinable Diseases) MISSOURI Lutheran Hospital of St. Louis 2639 Miami Street St. Louis, Missouri 63118 MEMPHIS (Processed by) Methodist Hospital 1265 Union Avenue Memphis, Tennessee 38104 City of Memphis Hospital 860 Madison Avenue Memphis, Tennessee 38103 Baptist Hospital 1899 Madison Avenue Memphis, Tennessee 38103 Seafarers Log �A Look at Russia's Maritime Programs: One of America's leading maritime ex­ perts has declared that the Soviet Union, ' through a concentrated program of develop' ment and expansion, is now "able to snap , its fingers at all other world maritime na­ tions, except the U.S." Norman Palmar, U.S. editor of Jane's ' Fighting Ships—the "bible of the world's ' navies"—warned that Russia has already surpassed the U.S. in some maritime areas, especially its merchant marine and fishing fleets. He said the Soviet Union "has the momentum" to overtake this country as the world's leading sea power. Palmar said Russia's rise to a position as a world sea power did not come about by chance, but by "the successful application of integration of its four separate fleets— rmvy, merchant marine, research and in­ telligence, and fishing. "Today, the Russians are investing more resources in (naval) research and develop­ ment, and their efforts obviously have more momentum than similar Western activities. In this situation, the nation that is behind has the potential of surpassing the leaders with sufficient momentum to remain ahead until the followers can redirect their efforts," he said. "It can be argued that the Soviet navy today is a supernavy in every sense of the term: quantity, quality of forces and opera­ tion," he added. With respect to the Soviet merchant, fish­ ing and research fleets and its shipbuilding industry, "there can be no question of Soviet ascendancy and the^ concurrent de­ cline of the U.S. and other Western coun­ tries over the past decade," according to Polmar. He said that recent U.S. moves, such as the Merchant Marine Act of 1970, which calls for the construction of 300 new ships by 1980, is "laudable." But he added that these new ships "probably will only replace a large number of older ships, while the Soviet merchant fleet is adding about one million new deadweight tons per year." He said that the final factor elevating the Soviet Union as a leading sea power through integration concerns centralized direction and coordination of the four fleets. "This the U.S.S.R. has to a high degree beginning with naval officers who regularly serve with the non-naval fleets; merchant tankers employed as a matter of course to refuel warships; the Ministry of Shipbuild­ ing Production, which is responsible for building all Russian ships; the Ministry of Fishing Economy, which maintains a central information center with the location of all Soviet fishing flottilla and their catches," he declared. He said that the Soviet Union, by recog­ nizing the value of integration, now "has a fleet-in-being that can be employed di­ rectly in support of political and economic goals without having to fire a shot." And, the significance of these aspects of sea power in Soviet political-economic stra­ tegy is probably increasing because of the declining prestige of the U.S. among mari­ time nations, he said. But even in view of these advances,, Polmar concluded that "there is still time to observe, analyze and debate the true mean­ ing of Soviet sea power today, and to de­ cide what, if any, counteractions should be undertaken by the U.S. before Russia sur­ passes her as the world's leading maritime nation." Polmar made his remar ks to a gathering of labor, business and government officials at a luncheon in Washington, sponsored by the eight-million-member AFL-CIO Martitime Trades Department. Excerpts from his address appear on the following pages. Large, modern cargo ships such as the Russian Communist pose a real economic and political threat to the U.S. and especially to her merchant marine. September 1972 Page 15 �Achieving Economic and Political Goals P If we look at some of the ships the Soviets have been putting to sea dur­ ing the past few years, we see the probably most interesting one is their helicopter carrier. They built two of this type, the Mosfa ^nd the Lenin­ grad. Very unusual ships, up forward they are essentially missile cruisers, back aft they are helicopter carriers. The first time this type of ship ever put to sea was under the Soviet flag. It's since been copied by a couple of navies, and the U.S. Navy is going to get into this buisness with the socalled Sea Control Ship. Most signifi­ cant is that when this ship went to sea, not only was it a new design, but, for the first time, the missile systems— anti-aircraft and anti-submarine mis­ siles—went to sea on this ship. Brand new radar equipment and fire control equipment was on board. And for the first time on an ocean­ going ship of the Soviet Navy a large solar dome or acoustic listening device they could lower over the back of the ship into the water so that when the Soviet Admirals who were pushing for an aviation ship finally got the rubles after they pounded on the table for a couple of years, they didn't get whatever was available. They got a major design effort for what turned out to be one of the most advanced warships afloat today. Naval Warfare But if we are talking about navies, we are talking primarily about one ship killing another ship. This, their first missile cruiser, in the opinion of some analysts, revolutionized naval warfare because no longer was the air­ plane and the gun the major weapon of a ship but now the anti-ship missile, the missile designed to seek out • and kill another ship. These cruisers have anti-aircraft missiles for shooting down airplanes, anti-submarine weapons, but most significant, eight launchers for the Shadik anti-ship missile. That missile, if you can get an airplane or another ship halfway there to give it more guidance, can travel more than four hundred miles. Using only the launching ship's electronic equipment and the missile's own homing radar or heat seeker the range is about two hundred miles. As I say, beginning in 1962, they turned out four of this type cruiser then went to a totally new class of missile cruisers, the Cresta. In going to the Cresta, instead of one anti-air­ craft missile launcher they went up to two (they don't like our airplanes) at the cost of which they cut in half their Shadik, the long range missile launch­ er, from four front and back to two on each side, from a total of eight to a total of four. They also added a hangar so they could operate a heli­ copter at night and in rough weather to give them a better anti-submarine capability. Ships More Modam By the way, when anyone tells you the Russians are a bunch of dummies, look at the electronic equipment on their ships. It's there. It works. Some is better than ours; some is inferior, but in several areas they are ahead of us. Again, in several they are inferior, but they are turning this stuff out at an interesting rate of new develop­ ment compared to ours. Of course, the Soviets have a large number of all-gun (that is, no missile cruisers) and these are older ships built in the mid-50's, the Sverdlov class. These are still very useful for showing the flag, for Admirals to com­ mand task forces from, and to use the guns for fire support in amphibious operations. The U.S. has nine old cruisers built in World War II. The Soviet's dozen old cruisers, the Sverdlov class, were built in the 50's. At least 10 Russian fishing vessels can be seen in this photo taken only 60 miles off the coast of Nantucket Island, Mass. The well-coordinated, sys- Getting slightly smaller in ships also late in 1962 the Soviets started turning out the frigate. This is a cate­ gory between cruiser and destroyer. This is the Kashan class, with a high speed of 37-38 knots for about one hour. That's faster than any other destroyer in the world. An interesting aspect of them is that they are power^ by g^s turbine engines. A gas turbine is nothing more than jet engine like we use in a 747 or a 707. Just put it in. Gas turbine propulsion gives your ship very high speeds. You can go from a cold start. That is, although your ship has been sitting next to the dock for a week without its engines going, it can be under way in fifteen minutes. You don't have to wait to get up steam. The Soviets have been building this class since 1962 and now have about sixteen. The U.S. Navy will get its first gas turbine destroyer about 1974 or 1975. The Soviets have a large number of conventionally or steam-powered de­ stroyers which were built in the 1950's. The U.S. Navy today operates about 70 destroyers built during World War II. Today, on the shipways at Lenin­ grad and down to the Black Sea, the replacements for these ships are being turned out. This is the Crivac class— a small ship about 3,500 tons, a little larger than the destroyer escort of World War II. This ship is considered a full-fledged destroyer and pound for pound, is probably the most effective fighting ship in any navy today. Nuclear Subs For the past few years they've been turning out what NATO calls the Yankee class subs. It looks just like one of our Polaris subs and carries 16 nuclear missiles with a range of about 1,500 miles. Today, these type subs are on station on both coasts of the United States. For the first time prob­ ably since the War of 1812, another nation has a naval weapon which can kill people in this country. In 1812 the British were able to do it by landing troops from ships. Russia's second fleet is their oceanographic intelligence reconnaissance fleet. In the area of straight ocean­ ography, today they have more ships and people in the business of studying the sea for military and economic reason than does .the U.S. They have fewer institutions but their institutions are larger than ours. They have a fleet of large, modem, relatively sophis­ ticated, legitimate oceanographic re­ search ships which support various scientific academies and organizations. They also have a large fleet of the passive intelligence type wearing the navy flag manned by the navy. This is the intelligence trawler—^well publi­ cized in Americans newspapers. They keep these wherever we or the Britsh or our rallies are operating: one off Charleston, one off Holy Loch, one off Rhoda, one generally now in the Indonesian straits, and a few other critical places in the world. Superior Merchant Fleet The third fleet is their merchant marine. The Soviets today operate between . 1,500 and 1,700 merchant ships compared to about 600 for the United States. Our ships are larger but fewer. Our ships are also more sophis­ ticated. But with the ships they have they have been able to support the war in Vietnam with a train of ships, in addition to carrying out other eco­ nomic requirements and political re­ quirements of the country. Again, their ships are generallly of modern construction. The average So­ viet ship is younger than ours and they do have a high degree of automation temitized Russian fishing fleets have been taking an enormous toll in Ameri­ can coast waters and crippling the U.S. fishing industry. i }| '^i hi �» iaceably.... within the ships. But again their ships are basically simple, and they're small and, not being profit motivated as we axe, their small ships can go into un­ derdeveloped ports and, using native labor and the ship's own booms and cranes, can handle cargo. In contrast, we in the West are going toward larger, economically more efficient ships which also require more sophisticated port facilities. A final area is the passenger ship ^business. Today the United States has no passenger liners in the Atlantic and a few in the Pacific, which will prob­ ably be phased out in the next few years. The Soviet's passengership business seems to be in some respects expanding. In this regard, I find an interesting quote from the Soviet min­ ister of the merchant fleet who a few years ago said that 'maritime transport has carried out a number of respon­ sible assignments of the Communist party, bearing not only an economic but also a political character.' They use their merchant ships to support the navy directly and to support their politics. Fishing Fleet Their final fleet, if you will, is their fishing fleet. In terms of catch from the sea the Soviets get about SVz million tons per year. We pull in about IVi million tons. Only Japan and Peru catch more seafood than the So­ viets. In terms of ocean-going fishing ships, the Soviets have the world's largest fleet. They have a system and the capability of projecting large num­ bers of fishing craft virtually anywhere in the world and supporting them until the area is literally fished out. The trawlers catch the fish and give them to a 'mother' ship. The big ship gives the trawlers medical services, food, supplies, fuel oil, communica­ tions, hot showers. The factory ship then takes the fish, cleans it, fiUets it, cans it, puts the cans in cartons. A freighter comes alongside and takes the fish off the factory ship and takes it to market. How do the Russians support four fleets of this size? They have a very large and sophisticated ship building capability. They build about half of their own commercial ships and buy the other half, mostly from Poland and East Germany. But ironically, they also sell merchant ships to other countries and fishing craft to other countries, in addition to ^ving away warships. II ' Today, if we count numbers of ships, the Soviet Union is the third largest shipbuilder. If we count ton­ nage, they are much smaller because of the super tankers being built in Japan and a couple of other countries. But they are by all criteria a major shipbuilder. On the military side, today the So­ viets are building about 15 nuclear submarines per year. They are not working at full capacity. They are working at less than half their exist­ ing capacity by turning out about 15 nuclear subs a year. Compared to that 15, the U.S. today is building 4Vi submarines per year. Shipyards Expand Most of their yards make use of the techniques known as modular con­ struction whereby pieces of ships are assembled on blocks. A large moving platform, a transverser, comes along. A Soviet Sverdlov class "all-gun" cruiser is shown off the coast of Guam during a 1970 Soviet naval exercise. This class is among the older in the Russian navy, most of them having been built in the 1950's and early 1960's. �...Through Infegration of Four Fleets the ships are rolled or, in some cases floated, onto the transverser, which then carries them down and drops them into the water. One final point on the submarine business. Seven year ago the Soviets had two yards building nuclear sub­ marines. Today they have five. In that same period, the U.S. went from seven yards down to three. One Soviet yard alone, the one up on the White Sea at Sverdavens, can today on a one-shift basis build more submarines—^nuclear and non-nuclear—than the rest of the _ world combined. The Soviets have taken these ships and, in the same way that there have been trends of sophistication in their ships and some areas numbers, they've put them to sea in increasing numbers and for in­ creasing days at sea. In 1967, the entire Soviet Medi­ terranean fleet consisted of two subtenders, a cruiser, a few submarines, a couple of destroyers, and a small tanker. Today, the l^viets maintain 35 to 45 ships regularly in the Carib­ bean, in the mid-Atlantic, in the In­ dian Ocean, and in the Pacific Ocean. A year ago a Soviet task force of a couple of cruisers, destroyers, and several submarines operated within sight of Diamond Head in Hawaii. With these increased operations are coming increased port visits. The So­ viet navy claims that last year it visited more ports in the world outside its own country than did the U.S. Navy. To get these ships out there and sup­ port them, the Soviets have built up. the tenders, the service force, iif you will, of their fleet. On a day to day basis around the world the ^viets use their merchant tankers and in some cases their dry cargo merchant ships to replenish their warships and submarines. In contrast. A Yankee class submarine ori the surface. This is the Soviet "Polaris" type submarine, nuclear propelled and armed with 16 missiles carrying nuclear warheads with earlier this year the U.S. Navy and U.S. Maritime Administration held the first exercise (I believe since World War II) of a merchant tanker refueling a series of naval task forces. An EcoofMnk Threat My own feeling is that the Soviets at sea, be it naval or merchant fleets or fishing, are primarily an economic and political threat to us, not a naval threat, not a military threat. With the Yankee sub, it is a different matter. This is their first deterrent weapon or, in the view of some analysts, their first strike weapon. First strike means a range of some 1,500 miles. The Russians today boast the world's largest submarine fleet, including more nuclear subs than the U.S. Navy. they would try to destroy our nuclear weapons so that they could go and not suffer any damage in turn. The exist­ ence of these submarines with a newer^ design now being completed with a longer range missile has already caused our strategic air command to break up its B-52 bomber squadrons and scatter them on bases throughout the Midwest—three and four plane detachments with the related logistics security and training problems simply because these submarines could fire their missiles, explode them over the bomber bases in the middle of the • ». •"-<. «•- - United States before the bombers could get off the ground. It has been recently put into the Congressional Record that the sub­ marines also pose a threat to our Minuteman missiles, our missiles in silos in the Midwest. Although they don't have the accuracy to kill a Minuteman when it's underground, by ex­ ploding the submarine missiles over the Minuteman fields, it could force us to delay firing them because if we opened the doors to fire the missiles the x-rays from the explosions would hurt the guidance and the warheads of our missiles. Conceivably, they could fire these in what is known as the pin down technique to force us to hold back our missiles until they could start trying to kill ours with their long range ICBMs, which do have the ac­ curacy. New Quality Sailmr With these new ships and sub­ marines we see a new type of Soviet sailor emerging: A relatively young, a relatively dedicated sailor, highly motivated in part because of the posi­ tive public attitude toward the mili­ tary in the Soviet Union and especially toward the navy. This then is a brief look at the manifestation at sea of a nation which is primarily a land power. There are very few cases in history where one nation has simultaneously been able to be both. I think today we're seeing the Soviet Union trying very hard, and in the opinion of some authorities achiev­ ing both being a land power and a sea power. But, despite what appears to such foreboding circumstances, there is still time for the U.S. to observe, analyze and debate the true meaning of Soviet sea power todty, and to decide what, if any, counteractions should be imdertaken by the U.S. before Russia surpases her as the world's leading maritime nation. Three Russian fishing vessels are shown anchored off Moriches Inlet on Long Island. The vessels are allowed to work this close to the shore because of an agreement Page 18 signed betv/een the Americans and the Soviets concern­ ing this particular'fishing area. Seafarers Loj �Digest of SlU t I • NATIONAL DEFENDER (National Transport), June 4—Chairman Henry C. Roberts; Secretary Lawrence J. Crane; Deck Delegate John W. Allihan; Steward Delegate C, Carlson. No beefs. Every­ thing is running smoothly. Repair list will be made up. Vote of thanks to the steward department for a job well done. OGDEN WABASH (Ogden Marine), June 11—Chairman Alfonso Armada; Secretary F. Mitchell; Deck Delegate E. D. Scroggins; Engine Delegate R.- Kwiatkowski; Steward Delegate H. G. Cracknell. $32 in ship's fund. No disputed OT. BOSTON (Sea-Land), June 25—Chair­ man Juan C. Vega; Secretary S. F. Schuyler; Deck Delegate John Japperl Engine Delegate Chester J. Lohr. $5 in ship's fund. Some disputed OT in deck and steward departments. Vote of thanks to the steward department for a job well done. ROBERT E. LEE (Waterman), June 25—Chairman G. Torche; Secretary J. Sumpter. $8 in ship's fund. Few hours disputed OT in deck and steward de­ partments. SEATRAIN CAROLINA (Hudson Waterways), June 20 — Chairman B. Edelmon; Secretary W. Sink; Deck Dele­ gate Eugene O. Conrad; Steward Dele­ gate F. H. Smith. $93 in ship's fund. Some disputed OT in deck and steward department. Motion was made to have patrolman board ship in Pensacola. ROSE CITY (Sea-Land), June 18— Chairman J. W. Pulliam; Secretary F. R. Kaziukewicz; Deck Delegate J. Wil­ liamson; Engine Delegate H: L. Miller; Steward Delegate J. Clarke. $115' in movie fund. Everything fine with no beefs. Vote of thanks to steward de­ partment for job well done. Vote o£ thanks was also extended to men on watch for keeping messroom and pantry clean. SEATRAIN LOUISIANA (Seatrain), May 29—Chairman A. Vilanova; Secre­ tary G. Wright; Deck Delegate W. L. Stewart; Steward Delegate James Jones. $40 in ship's fund. Some disputed OT in deck department. MARYMAR (Calmar), June 18— Chairman John C. Green. Some dis­ puted OT in deck department. Vote of thanks to the steward department for a job well done. NEWARK (Sea-Land), June 25— Chairman C. Danmayer; Secretary J. Utz. $16 in ship's fund. Some disputed OT in engine and steward departments. STEEL KING (Isthmian), May 28Chairman P. Stoneridge; Secretary L. Franklin. Everything is running smoothly. Vote of thanks to the steward depart­ ment for i^b well done. COMMANDER (Marine Carriers), June 24—Chairman Arne Hande; Sec­ retary James Winters; Deck Delegate F. X. Wherrity; Engine Delegate Peter P. Marcinowski; Steward Delegate Her­ man L. White. Disputed OT in deck and steward departments. Vote of thanks to steward department for job well done. BEAUREGARD (Sea-Land), June 19 —Chairman T. Trehern; Secretary E. Harris; Deck Delegate B. Hager; Stew­ ard Delegate John F. Silva. $57.28 in ship's fund. Disputed OT in engine de­ partment. TRANSIDAHO (Hudson Waterways), June 25—Chairman Jake Levin; Secre­ tary Aussie Shrimpton; Deck Delegate William Duffy; Engine Delegate E. R. Sierra; Steward Delegate Frank Rahas. $165 in ship's fund. No beefs were re­ ported. Vote of thanks to the -steward department for a job well done. TOPA TOPA (Waterman), Apr. 16 —Chairman A. Hanna; Secretary L. Nicholas; Deck Delegate Ray Wijlis; JJeptember 1972 Engine Delegate Thomas R. Hall; Stew­ ard Delegate M. P. Cox. Minor dis­ puted OT in steward department to be taken up with patrolman. Steward thanks crew for cooperation in keeping the messhall and pantry clean.. Everything is running smoothly. Everyone is happy. WACOSTA (Sea-Land), July 2— Chairman R. Burton; Secretary Ken Hayes. Some disputed OT in deck and engine departments. JACKSONVILLE (Sea-Land), June 25—Chairman J. T. Nielsen; Secretary 1. Buckley; Steward Delegate F. LaRosa. $11 in ship's fund. Some disputed OT in deck department. Vote of thanks to the steward department for a job well done. ANCHORAGE (Sea-Land), July 9— Chairman John Uranz; Secretary C. Gib­ son. Some disputed OT in deck and engine departments. Ship sailed short two men from San Juan. Vote of thanks to steward department for a job well done. OVERSEAS ALASKA (Maritime Overseas), June 25 — Chairman H. B. Butts; Secretary D. G. Chafin; Deck Delegate Arthur Finnell; Engine Dele­ gate Patrick Cleary; Steward Delegate Joan W. White. $23 in ship's fund. Some disputed OT in deck department, other­ wise everything is running smoothly. LONG LINES (Isthmian), July 1— Chairman Ralph Murray; Secretary Ira C. Brown. Some disputed OT in engine' department to be brought to the atten­ tion of boarding patrolman. STEEL VOYAGER (Isthmian), June 18—Chairman Melvin Keefer; Secretary J. W. Sanders. $33 in ship's fund. No beefs. Everything is running smoothly. Vote of thanks to the steward depart­ ment for a job well done. STEEL EXECUTIVE (Isthmian), June 18—Chairman Robert A. Sipsey; Sec­ retary J. Reed. $28 in movie fund. No beefs were reported. SEATRAIN DELAWARE (Hudson Waterways), June 18—Chairman Walter Nash; Secretary Herbert E. Atkinson. Everything is running smoothly with no beefs. Crew would like to know if they could get launch service in Charleston, S.C. when the ship anchors out on Satur­ day and Sunday. !,[m w'% m Ships Meetings FALCON PRINCESS (Falcon Tank­ ers), June 25—Chairman Gerald Corelli; Secretary Harold P. DuCloux; Deck Delegate Stephen Fulford; Engine Dele­ gate Homer Starling; Steward Delegate Moses E. Coleman. $50 in movie fund. Disputed OT in deck and steward de­ partment. A number of beefs to be taken up with patrolman. Vote of thanks to the steward department for a job well done. OVERSEAS ALASKA (Maritime Overseas), May 29—Chairman H. B. Butts; Secretary Darrell G. Chafin; Deck Delegate Arthur P. Finnell; Engine Dele­ gate Patrick J. Cleary; Steward Delegate John W. White. $15 in ship's fund. No beefs reported. STEEL VOYAGER (Isthmian), May 14—Chairman Melvin Dutch Keefer; Secretary J. W. Sanders. $23 in ship's fund. No beefs. Everything running smoothly. Vote of thanks to steward de­ partment for a job well done. /'J PeelI n Away Getting down to business is the Western Clipper's third cook, Sylves­ ter Zygazowski who knows that peel­ ing potatoes is an unavoidable part of the great meal that will follow. The New York Who? Exerclsihg a mean right arm, Able Seaman Carl Goff, sends a monkey fist line sailing through the air as the Fair/and docks in the Port of New York. The New York Mets may be overlooking something good here. SlU Deck Hands Gather Topside Aboard the SS Roberf E. Lee The deck department aboard the Robert E. Lee (Waterman) takes a break during payoff in Bayonne, New Jersey. From left are: John Stakes, ordinary seaman; Perry Bullock, able seaman; Pat Hawker, ordinary seaman; Frank Wolverton, ordinary seaman, and Arvo Antilla, able seaman. Page 19 �SlU Vacation Center No matter what your recreational pleasures are, you will find them at the SIU Vacation Center located in Piney Point, Md. Whether it be sailing, swimming, horseback riding, or just getting together with old shipmates and friends, it is all there at Piney Point. The Vacation Center offers the best in everything and, perhaps best of all, the rates are much more attractive than those at conunerci^ resorts. It is the ideal place for a Seafarer and his family "to get away" from it all for a few days of relaxation. Because of the proven popularity of the Center, accommodations must be reserved in advance. To do so, simply fill out the coupon on this page and mail it to the address listed. .rSi- - I I • There are many places to sit for a quiet talk with old friends at the SIU Vaca­ tion Center in Piney Point and one of them is the spacious area around the three-acre duck pond. Seafarer Gorham Bowdre, left, who retired as Chief Electrician three years ago after more than 30 years at sea, spent a quiet few hours with R. B. Fulton, a friend from Annapolis, talking about old times. A visit to St. Mary's City is a must for SIU vacationers at Piney Point. Here, Seafarer John McLaughlin and his family examine the cross that marks the site of the first Catholic Church in the New World. There's much to do and much to see at the SIU Vacation Center. Seafarers Vacation Center Harry Lnndcbeig School of Seamansh^ St. Mary's Connty Piney Point, Maryland 20674 I am interested in availing myself vl the opportunity of using die facilities of the Sea- | farers Vacation Center. First choice: From to Second choice: From to My party wffl consist of adults and children. Please send confirmation. Stature i i i . I i I Print Name Book Number .. Street Address ciiy State ZIP Page 20 j ! i j i i Upgraders and vacationers get together in the evening in the Anchor Lounge at the Harry Lundeberg School to relax and renlw old acquaintances. Eugenius Sieradzki, who was attending the special upgrading course for crewmembers Qf ^gyy sL-7's, entertains at the piano for retired Seafarer Fred Clopton and his wife Ann, and daughter Mrs. Mary Sheldon. Seafarer Clopton retired in 1970 after more then 20 years at sea. Seafarers Log iv»' i-r •• I; H �SlU Upgraders 'Hit the Books at MLS !/• The SlU Upgrading Program offers every Seafarer an opportunity to better himself, but to do so requires a lot of hard work. Upgraders taking courses at the Harry Lundeberg School at PIney Point are shown above poring over study materials. In the photo on the right, this study will pay off as the Upgraders undergo one of many "quizzes" they will be given to test their grasp and retention of the Instruction provided In the classroom. Upgrading Class Schedule at Lundeberg School j« I 'f • I: Upgrading classes are now being conducted at Harry Lundeberg School. Classes for the following rat­ ings are available: Lifeboat, Able Body Seaman, Quartermaster, Fire­ man, Watertender, Oiler, Refer, Elec­ trician, Junior Engineer, Pumpman, Deck Engineer, Machinists, Tankerman. Classes begin every two weeks on the following dates: October 19; November 9, 23; December 7, 21, Under a new U.S.C.G. ruling, graduates of the HLS will be able to qualify for upgrading with reduced seatime. Those wishing to upgrade to AB need only 8 months seatime as ordinary seaman. Those wishing to upgrade to FWT, and Oiler need only 3 month seatime as a wiper. Consult the following chart to see if you qualify. In order to process all applicants as quickly as possile it is necessary that each applicant enclose with his application: • 4 passport photographs (full face). • Merchant Marine personnel physical examinations using USCG form CG-719K given by either U.S.P.H.S. or S.I.U. Clinic. Those applicants already holding a rating Ratings HLC Graduate AB FWT, Oiler All other QMED other than wiper in the engine de­ partment or AB do not require a physical. • Sub-chapter B of the United States toast Guard regulations state that the officer wishing certification as a Tankerman "shall furnish satis­ factory documentary evidence to the Coast Guard that he is trained in, and capable of performing efficiently, the necessary operation on tank Name vessels which relate to the handling of cargo." This written certification must be on company stationery and signed by a responsible company official. • Only rooms and meals will be provided by Harry Lundeberg School. Each upgrader is responsible for his own transportation to and | from Piney Point. No reimbursement will be made for this transportation. S.S. # Mailing Address ii r V 12 mos. O.S. 6 mos. wiper 6 mos. wiper Age Home Address I, 8 mos. O.S. 3 mos. wiper 6 mos. wiper All othns Book # Phone Ratings Now Held What Rating Interested In Dates Available to Start HLS Graduates: Yes No.. Record of Seatime: Ship Rating Held Lifeboat Endorsement Yes Date of Shipment No. Date<tf Disduuge Return completed applicatipn to the attention of: Mr. Robert Kalmus Director of Vocational Education Harry Lundeberg School Piney Pt., Md. 20674 September 1972 Page 21 �Isthmian s Steel Maker Is... Twice in the past few months the Steel Maker (Isthmian) has pulled into the Erie Basin in Brooklyn to load and unload cargo. The fast turnarounds for the ship make for a busy time for SIU men manning her. Built in 1945, the former C-3 type vessel carries general cargo. The accompanying photos on these pages were selected from pictures taken both times the ship was in port. i SIU members serving in the steward department aboard the ship take time out of their work routine to have a picture taken. Left to right are John Green, James Campfield, and Chief Cook Pete Blanchard. ^ -ri > Robert Anicama, carpenter aboard the Steel Maker, lends a hand with cargo. SIU Representative "Red" Campbell discusses union matters with member Craig Conklin. Chief Cook E. Barrito samples some of his own preparation before serving crew. SIU Representatives Red Campbell and Bill Hall, far right, bring SIU crewmembers up-to-date on union business during a meeting aboard the Steel Maker. ^ -V'f Seafarers Log �. . . Keeping Cargo Moving r i: I Ih ri. 17' ABs Tom Andierson, left, and A. Delgado are busy straightening out ship's cable while in port. August 31, 1972 Number SEAFARERS WELFARE PLAN MONTH ELIGIBLES Death 30 In Hospital Daily 65 Hospital & Hospital Extras 21 Surgical 6 Sickness & Accident 7,722 Special Equipment 2 Optical 418 Supplemental Medicare Premiums 85 Seaman Specialists-Medical Reimb. ... 4 DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras 545 Doctors' Visits in Hospital Surgical .149 Maternity 18 Blood Transfusions 3 Optical 285 Special Equipment ••••••••••••••••••••••••••»••••••«•••••••••••• Seamen Specialists-Dept. Medical Reimb. Special Disability •••••••••••••••••••••••••••••••••••••••••••••••a PENSIONERS & DEPENDENTS Death '. 15 Hospital & Hospital Extras 127 Doctors' Visits & Other Medical Exp. 138 Surgical 16 Optical 80 .1 . Blood Transfusions Special Equipment 8 Meal Books 963 Dental 2 Supplemental Medicare Premiums 1,378 Scholarship Program TOTALS Total Seafarers Welfare Plan 12,080 Total Seafarers Pension Plan 1,961 1,323 -Total Seafarers Vacation Plan •• • '"N7. .L -ri!i<-'" •, • Able-bodied Seaman Art Sequeira finds himself high above the deck in this spot. Photo taken at Erie Basin. YEAR TO DATE Amount MONTH YEAR TO DATE 227 7,623 131 50 68,260 17 2,343 1,399 39 56,209.00 964.00 672.70 879.00 61,774.00 354.00 6,732.35 1,715.60 189.00 414,302.00 13,647.43 17,988.85 3,641.00 541,180.92 3,214.11 45,224.52 9,337.10 22,709.76 3,064 7,097 1,109 226 38 1,768 1 10 82,359.40 674,670.45 28,387.92 131,824.55 62,191.80 1,882.20 33,647.31 28.50 1,398.09 106 1,031 8,438 91 538 15 52 8,151 9 12,554 45,000.00 27,733.84 4,226.98 2,673,00 1,416.79 .124,387 17,206 10,167 359,068.15 473,325.00 589,177.14 — 17,956.80 4,800.00 102.00 3,984.52 '— — 1,397.41 9,630.00 132.00 28,165.76 243,000.00 160,284.36 37,425.02 13,942.00 10,582.71 557.00 6,253.94 81,510.00 1,605.00 92,987.46 217,528.13 2,870,962.134,161,009.46 5,206,795.37 r ' •' J'lv' . September 1972 Page 23 �,A'' By Joseph B. Logne, M.D. SIU Medical Director !>• I Down through the years, the Log has published many true stories telling how Seafarers have saved the lives of shipmates during unexpected ship­ board emergencies. In looking back over these stories, I have found that many of these life saving incidents involved the use of basic first aid techniques—correctly used by one or more knowledgeable Seafarers to as­ sist their injured or ill shipmates. Unlike his shoreside union brothers in other industries, the working Sea­ farer usually finds himself far from a doctor or hospital and must rely on his own basic knowledge of first aid— or that of his shipmates if he is the injured party—during times of emer­ gency at sea. Due in part to the unique nature of the Seafarer's job, the odds are great that at one time or another in his sailing career, an SIU member will be called upon to assist a shipmate who has fallen ill or been injured on the job at sea—perhaps he may even be called upon to save a shipmate's life. It is important, therefore, that every Seafarer have at least a basic knowledge of first aid techniques to meet the unexpected challenge that can present itself at any time. First Minutes Inqioitant The ability of many of our con­ tracted vessels to quickly make port in time of emergency does indeed sometimes lessen what would other­ wise be a terrible problem. In addit i o n, worldwide communications through ship to shore radio provides Seafarers with almost immediate pro­ fessional medical information to as­ sist in shipboard medical emergencies. As Seafarers know, the United States Public Health Service maintains a 24-hour a day communications link with ships at sea through which symp­ toms of illness or injuries can be ra­ dioed to doctors ashore who can quickly offer professional guidance to those aboard ship. However, the first few minutes after any shipboard injury or illness is a critical period, and in the absence of on-the-spot-professional medical help. Page 24 correctly administered first aid can save a Seafarer's life. Every SlU-manned ship carries a well-stocked ship's medicine chest con­ taining basic first aid materials. How­ ever, even the best equipped ship's medicine chest is of little use to an injured or ill Seafarer if none of his shipmates can back up the medicine chest with basic first aid techniques. There are, in general, with some sub-divisions, six common types of shipboard medical emergencies. Bleeding—Severe Ueeding can be fatal and every effort must be made to control it immediately. Cover the wound with the cleanest cloth avail­ able or in a severe emergency, use you bare hand and apply uniform di­ rect pressure on the wound. Most bleeding can be controlled in this manner until further steps can be taken. Bleeding from arms and legs can be controlled by applying direct pressure at specific points. To help control bleeding in an arm, press the blood vessel against the upper arm bone, with your fingers on the inside of the arm halfway be­ tween the injured man's shoulder and elbow. Bleeding from a leg may be con­ trolled by pressing the blood vessel against the pelvic bone with the heel of your hand applied at the midway point of the crease between thigh and body. A tourniquet should be used only when you are xmable to control bleed­ ing from the extremity by using di­ rect pressure. If you use a tourniquet, leave it in place until a doctor re­ moves it. However, loosen it occasion­ ally to prevent a total lack of circula­ tion. If the injured Seafarer is to be trans­ ferred from the vessel to shore, attach a note to his person stating where you applied the tourniquet and at what time. Intemqpted l»eat]iing. Seconds count when a person is not breathing, so move quickly. Start artificial respira­ tion at once, and do not move the victim unless the area is unsafe. Artificial respiration can be used in cases of unconsciousness caused by near drowning, heart attack, poison­ ing, electric shock and suffication. There are several methods of ap­ plying artificial respiration; • Mouth-to-mouth. Remove any foreign matter from the person's mouth and then tilt his head back­ wards so that his chin points up­ wards. Place your mouth tightly over his and close his nostrils with your fingers. Blow into his mouth until his chest rises. Remove your mouth and let the air escape. Repeat these steps every five seconds until you are ab­ solutely sure that he can breath in his own. If you are unable to force air into his mouth at first try, roll the man over on his side, slap him on the back, wipe out his mouth, and roll him back again to try the first four steps once more. • Chest pressure method. Place victime face up. Clear or clean mouth. Put something under shoulders to raise them so head will drop back­ ward. Kneel at his head. Grasp his wrists, cross them, and press over lower chest to force air out. Release pressure by pulling arms outward and upward and backward over head as far as possible to cause air to rush in. Repeat about 12 times per minute (every 5 seconds). Keep checking to see if mouth is clean and airways open. • Back pressure method. Place victime face down. Clear or clean mouth. Bend his elbows and place his hands one upon the other. Turn his head slightly to one side, making sure chin juts out. Place hands of victim's back so palms lie just below an imaginery line between armpits. Rock forward till arms are about vertical and weight of your body exerts steady pressure on your hands. Then, draw his arms up toward you imtil you feel resistance of his shoul­ ders. Then lower his arms to ground. Repeat about 12 times per minute (every 5 seconds). Keep checking to see if mouth is clean and airways open. If second rescuer is available, have him hold victim's jaw out and watch to keep mouth as clean as possible at all times. Poisoning. Again, you must act fast. If the victim is conscious, give him large amounts of milk or water to dilute the poison. Induce vomiting, then give him more fluids. Keep up this procedure imtil only clear fluid comes up. There are exceptions to this gen­ eral procedure and you should not in­ duce vomiting if the following sub­ stances have been swallowed: • Strong acids: Give glass of water, then milk of magnesia in solution. Follow with milk, olive oil or egg white. • Strong Alkalis. Give a glass of water, then diluted lemon juice or vinegar. Follow with milk, olive oil or egg white. • Strychnine. If only a few minutes have elapsed give fluids and induce vomiting, but don't persist for long. Get medical attention quickly. • Kerosene. Dilute. Do not induce vomiting. Bums. First degree bums are de­ noted by reddened skin. If you are certain it is a first degree bum, im­ merse the area quickly in cold water for several minutes to stop pain. Cover area with a thick, dry, sterile bandage. Second degree bums are denoted by blisters and reddened skin. Immerse the area in cold water for 2 hours or apply clean cloths dampened in ^ ice water. Blot dry. Apply a sterile dress­ ing. Treat victim for shock. Third degree bums are denoted by destroyed skin and severely damaged tissues. Cover bumed area with a dressing thick enough to keep air out. Treat for shock. • Do not break blisters or use oint­ ments in the case of second or third degree bums. In the case of chemical burns. Use large quantities of water to wash away chemicals. Apply sterile dressings. Broken bones (fractures). Simple fractures involve a break in the bone without any open wound in the skin. A compound fracture occurs when the broken bone is accompanied by an open wound. Don't move a person with a frac­ ture unless he is in the path of further immediate danger. Place the injured limb in as normal a position as possi­ ble without causing the victim exces­ sive pain. Apply an emergency splint to support the injured part of the body in one position and to reduce pain and prevent further injury. An emergency splint may be any­ thing that gives rigid support and holds the fractured part in one posi­ tion, A flat board, oar, or pole are among some of the things aboard ship that can be used as a suitable splint. The utmost care should be used in certain fractures. In the event of a fractured spine, keep the injured person flat and do not move him to any other position. In the event of a fractured neck, keep the person on his back with his head in a well supported, straight posi­ tion. Don't lift his head at any time. In the event of a fractured skull, keep the person completely quiet. Re­ move any foreign matter from his mouth. Turn his head to one side so that fluids may drain from the mouth and prevent gagging. Shock. In every one of the emer­ gencies already mentioned above, there is some shock to victim's body. Severe shock can cause death. Shock occurs when the victim's body systems fail to function because of lack of proper blood circulation. The symptoms of shock include paleness of the skin, moist skin and nausea. A Seafarer in shock should be placed so that his head will be lower than his feet. Keep him warm with a blanket to maintain his normal body temperature. If he is conscious give him water (or salt, soda and water). Seafarers Log Jl • .11 ,• \ �*: , ''•• ''J-i . , Rofrei^ ; (Wateniuiii): Mdi, ••astopoyer in' f}. N4*'i:,*«cc!nfly."'' The,;'foraier^^ -yessei i§' cur-. -.4, renfly ahder to the MUit^ SdiUft (MSC). Hie Lee was constructed in 19'^. During her stopover in Bayonne, a Xog photographer managed to get -- u i: .1 • 3* 1- ' i: 1-* Even in port shipboard work must go on. In the top photo, Chief Cook Stanley Freeman (left) and Baker Oli Esquiel are busy preparing a noonday meal. In the bottom photo, Fireman Jackie Jacobs checks gauges in the engine room to make sure everything is functioning properly. In-port time also affords some crewmembers a chance to relax and reflect on a voyage just finished or to conjure up things to do ashore. Wiper Gary Spell takes a few minutes topside to look over the Bayonne port's facilities and activities. >ace25 �Wandering the Seas • y' Seafarers are men of great appreciation of the arts. The Seafarert Logt to further their efforts in the poetry field, r^^arly makes space available for members* poems. To contribute to the Log poetry col­ umn members should send their poems to the Seafarers Log, 675 Fourth Ave., Brooklyn, N.Y. 11232. God's Grace What good is it to seek and find a place in life that is full of nothingness . . . When there is a flower ... the moon . . . God's wonderful grace And all life's light of wonderfulness. How radiant! How sweet! How glorious! If the whole world's goal was love Then would man see what was meant to be; That in the beginning it was us God thought of In each of us God sees the same face. His love for us shall last. If we just have faith and pray The world would be a wonderful place. .1 Because of God's grace we have a past, Without God we could never have been. Let us trust in God and praise his name and forever let it last Let us pray night and day and one day sin will end. Milton Armstead, Jr. Whatever May Be The stars above, like flitting dancers in my eyes. Light the way through the dark, turbulent, troublesome sea. A long way from home am I, a sailor searching. ... Following the stars' brilliant light to whatever may be. It was not alway^ so. There was once a woman who lovingly comforted me. There was a home and kids and even the inevitable puppy dog. There was the good days—^tender love,good night kisses and all. There was the bad days, too, but they were few and far between. But, now I'm back at sea. I'm following those stars to whatever may be. But, I can't help thinking to the days that used to be. Perhaps I was rash. Perhaps it was me who was wrong. I guess it doesn't matter now, but one thing is sure: Now I know where those stars are leading me. Patrick Fierce Page 26 Jennifer Kent, bom June 1, 1972, to Seafarer and Mrs. Elkin Kent, New Orleans, La. Ai^nst Jackson m, born May 22, 1972, to Seafarer and Mrs. August C. Jackson, Jr., New Orleans, La. Todd Van Brocklin, born May 19, 1972, to Seafarer and Mrs. Henry C. Van Brocklin, Elberta, Mich. John Davis, born Mar. 29, 1972, to Seafarer and Mrs. Linwool A. Davis, Fernandina Beach, Fla. Jose DeLosSantos, born June 14, 1972, to Seafarer and Mrs. Jose A. De­ LosSantos, Baltimore, Md. Lawrence Taylor, born May 1, 1972, to Seafarer and Mrs. Lawrence R. Taylor, Hammond, La. Verallz Morales, bom Mar. 10, 1972, to Seafarer and Mrs. Andrew Morales, Barceloneta, Puerto Rico. Daniel Wentworth, horn May 27, 1972, to Seafarer and Mrs. Arthur A. Wentworth, Jr., Rhinelander, Wis. LeRoy Vilo, born May 13, 1972, to Seafarer and Mrs. Andrew Morales, Barceloneta, Puerto Rico. Jnanita Carter, born May 4, 1972, to Seafarer and Mrs. William F. Carter, Newark, Del. Julissa Hernandez, bom Mar. 1, 1972, to Seafarer and Mrs. Rafael Hernandez, San Francisco, Cal. Rose Jaworski, bom Apr. 7, 1971, to Seafarer and Mrs. John F. Jaworski, Toledo, Ohio. Eric Robbins, born Apr. 13, 1972, to Seafarer and Mrs. John E. Robbins, Mobile, Ala. Anthony Werner, bom May 19, 1972, to Seafarer and Mrs. Emil G. Werner, Baltimore, Md. Isabel Saiazar, bom May 24, 1972, to Seafarer and Mrs. Jorge. R. Saiazar, Brooklyn, N.Y. Edmund ConkUn, bora June 10, 1972, to Seafarer and Mrs. Edmund W. Conklin, St. Charles, Mo. Shawn Mueller, bom Apr. 3, 1972, to Seafarer and Mrs. Frank Mueller, Jr., Keokuk, Iowa. Stacey ElHott, born June 16, 1972, to Seafarer and Mrs. Arthur Elliott, Rockaway Point, N.Y. Matey Mastrokalos, born May 26, 1972, to Seafarer and Mrs. Odisseas Mastrokalos, Houston, Tex. Ciystal Sabatier, born June 1, 1972, to Seafarer and Mrs. Charles J. Saba­ tier, Alta Loma, Tex. Micbeie Bonefont, bom July 4, 1972, to Seafarer and Mrs. David Bonefont, Brooklyn, N.Y. Raymund Reyes, born May 30, 1972, to Seafarer and Mrs. Candido V. Reyes, San Francisco, Cal. James Tamlyn, born July 4, 1972, to Seafarer and Mrs. James E. Tamlyn, Mackinaw City, Mich. Bruce Musbet, bom July 3, 1972, to Seafarer and Mrs. Richard M. Mushet, Pasadena, Md. Vimarie Vargas, bom July 15, 1972, to Seafarer and Mrs. Giovanni Vargas, Salinas, P.R. Marco Carbajal, born June 15, 1972, to Seafarer and Mrs. Abraham Carbajal, New Orleans, La. Maria Loulouigas, bom July 12, 1972, to Seafarer and Mrs. Emilios D. Loulourgas, Allston, Mass. Tburman Young, III, born June 21, 1972, to Seafarer and Mrs. Thurman T. Young, Jr., Phila., Pa. Carmen Ortiz, born July 19, 1972, to Seafarer and Mrs. Gregorio Ortiz, Levittown Catano, P.R. Heraldo Ortiz, bom June 20, 1972, to Seafarer and Mrs. Vincente Ortiz, Sr., Bay St. Louis, Miss. Terrence Pickett, born July 3, 1972, to Seafarer and Mrs. Eugene Pickett, Jacksonville, Fla. ^ Adam Glastetter, bom April 18, 1972, to Seafarer and Mrs. Daniel J. Glas­ tetter, Imperial, Miss. Sbantel Collii^ bom Apr. 1, 1972, to Seafarer and 'Mrs. Edward M. Col­ lins, Portsmouth, Va. Teddy Nieben, born July 7, 1972, to Seafarer and Mrs. Vagn T. Nielsen, Brooklyn, N.Y. Sftafarprjg Inn wwiiiWii III r i •: �Regular or Deluxe? Advice on Appliances V. • h- V by Sidney Margolius Consumer Expert One of the most serious problems afflicting consumers today is the pro­ liferation of models that has occurred in the past ten years. The thousands of barely-differentiated models of house­ hold appliances on the market make them costlier to buy and help in­ crease repair costs. Moreover, selecting an appliance suitable for your specific needs has become increasingly difficult. A mail­ order house that used to offer three different models of washing machines now has eight. Or if you go to buy a TV set, the wide choice can com­ pletely confuse you. About a year ago we figured out that there were some 900 to 1,000 different brands, models, sizes and types (black and white or color) on the market. Buying Policies Two general buying policies may help. One, recommended here before, is to stick to the middle price lines. These usually have the same capacity and basic features as the most expen­ sive or deluxe models. For example, manufacturers produce a basic cook­ ing range to retail for, say, $200, and then add various features until it be­ comes a deluxe model with all pos­ sible cooking aids, at a price of $400. But ranges in the $300-$325 bracket will have all the basically useful features, such as a clock-controlled oven, time-controlled appliance out­ let, oven window and light, and even a self-cleaning oven. The other is to buy the simplest model you really need, not only to save on the purchase price but to hold down repair expenses. The more com­ plicated models require more frequent and costlier repairs. Most women want a timer when they buy a new range but many do not really use it often, and some, not at all, dealers report. Here are specific suggestions of sev­ eral of the more confusing appliance purchases. Ranges. If you want a range with a window, it should be at least two panes and preferably three for best insulation. Since ovens have been enlarged in the 30-inch ranges, this size has be­ come increasingly popular in com­ parison to the formerly much-wanted 40-inch ranges. Oven size is the impoitant factor to check. Of two 30inch ranges made by different manu­ facturers, one may have an oven larger by one to two inches on all sides. Sewing machines. These have be­ come one of the most complicated items to buy because of the many straight stitch, zig zag, semi-zig zag and ultra deluxe machines on the market, with each manufacturer now offering a wide range of models. You can pay anywhere from $60 to $500 for a sewing machine, and the $500 machine may be less suitable for some sewers than the $60 one. Many portables have the same head and sometimes even the same motor as cabinet machines. Only in the larger consoles will you usually find a stronger motor. Some sellers charge disproportionately more for the same machine in a cabinet. In other in­ stances, the cabinet may cost only nominally more than the carrying case. A cabinet may be more desirable if you do a great deal of sewing and have the space for one. Be careful about light portables, _which may sacrifice mechanical efficiency or tend to vibrate excessively or "creep," and be sure the portable has a full-size work surface. Some users and servicemen say they Samuel Garcia David Kendrix Brother Lorenzo Q. Alvarado asks that you contact him at P.O. Box 1000, Lewisburg, Penn. 17837, as soon as possible. Charles Monkman Please contact American President Lines, 601 California St., San Francisco, Calif. 94108, in connection with gear they are holding for you. Howard L. "Mickey" Milstead The mother of the above, Mrs. Audrey Reeves, asks that anyone knowing the whereabouts of her son, contact her at 1417 Azalea Rd., Lot 34, Mobile Ala. 36609. Ronald Foster Please get in touch with your brotherin-law, Ronald Fairchild. Ephraim Muse Your mother, Mrs. Olive Muse, asks that you contact her as soon as possible at Route 1, Box 23, Grantsboro, N.C. 28529. actually prefer a cast iron machine to a featherweight as more stable and de­ pendable, even if not as easy to handle and store. The first task in choosing a machine is to know your own sewing needs. An expensive machine may attract you with the many decorative stitches and patterns it can make. In that case you would now own a complicated, delicate machine really more suitable for a very experienced seamstress, and that also requires a specialist in that model to repair. One long-time sewing machine ex­ pert advises that a zig zag machine with built-in buttonholer and built-in blind hem stitch is the most suitable for the average sewer. When you try out a machine, also make sure it will work on heavy materials such as denim as well as nylons and knits. This expert also points out that beltdriven motors cost less to repair, al­ though gear-driven machines are faster. Especially check ease of use, in­ cluding ease of removing and replac­ ing the bobbin. Some machines have the bobbin on the side reached by a sliding back plate. Other bobbins are in front. All machines we have seen now have a built-in light. But some have an additional safety feature. If the light is off, the machine is off. Thus the machine won't accidentally operate if a small child steps on a foot control. Washing machines. These especially illustrate the practicality of sticking to the middle price line. Two-speed models do not cost much more than the cheapest one-speed machines. But they do provide sufficient flexibility in laundering without being as compli­ cated or costly as some of the topprice deluxe models. You need to judge special features for your needs. Thus, a bleach dis­ penser may be more useful if your machine is in a remote location like the basement than nearby as in the kitchen or an upstairs iaundry room. In general, the basically-useful features are hot, warm and cold set­ tings; gentle and regular speeds for agitation and spin cycles; and a permanent-press setting. Even many of the medium-price washers now do have permanent-press settings. Julio Reyes Your' wife, Epifania, asks that you contact her immediately at Calle 90, Bldg. 92 #74, Villa Carolina, Carolina P.R. 00630. Joseph Billotto Anyone knowing the whereabouts of Joe Billotto, please have him contact his wife. Urgent. Edmond Pacheco Your sister, Jeanette Bermudez asks that you get in touch with your mother as soon as possible c/o Box 335, Bayamon, P.R. 00619. z' Know Your Rights FINANCIAL REPORTS, the constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their* findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agree­ ments. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expen­ ditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund finan­ cial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contain^ in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Earl Shepard, Chairman, Seafarers Appeals Board 275-20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. September 1972 CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions tmder which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the pro{«r manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for I^g policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employ­ ers. Consequently, no Seafarer may be discriminated against because of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION—SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Sea­ farer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason the above improper conduct, notify the Seafarers Un­ ion or SPAD by certified mail within 30 days of the con­ tribution for investigation and appropriate action and refimd, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade tmion concepts and Seafarer seamen. if at any time a Seafarer feek that any of the above rights have been violated, or that he has been denied his constitu­ tional right of access to Union records or information, he should immediately notify SIU President Paul Hall at head­ quarters by certified mail, return receipt requested. Page 27 �SlU Pensioners Carroll £. Harper, 68, joined the un­ ion in 1948 in the Port of New York and sailed in the engine department. A native of Maryland, Brother Har­ per now lives in ^n Francisco, Calif. Seafarer Harper served in the Navy from 1919 to 1921. William F. Randall, 58, joined the union in the Port of New Orleans in 1945. He sailed in the steward de­ partment. Brother Randall, a native of Texas, is an Army veteran of World War II and now makes his home in Gulfport, Miss. Browning S. Wilamoski, 61, is a native of Maryland and makes his home in Baltimore. He joined the SIU in 1956 and sailed in the engine department. He is a veteran of the U.S. Army. '• Medford G. Littleton, 69, joined the union in the Port of Philadelphia and sailed in the engine department. A native of Frankford, Del., Brother Littleton now makes his home in Maple Shade, N.J. Jack D. Peralta, 45, is a native of Mississippi and joined the SIU in the Port of New York in 1948. He has sailed in both the steward and deck departments during his seafaring career and now makes his home in Christian, Miss. Jean L. Monnier, 65, is a native of Louisiana and makes his home in New Orleans. He joined the union in the Port of New Orleans in 1947 and sailed in both the deck and en­ gine departments. Brother Monnier is an Army veteran of World War II, having served from 1942 to 1945. Clyde C. Rayford, 61, joined the union in 1941 in the Port of Mobile and sailed in the deck department. A native of Alabama, Brother Rayford now makes his home in Mo­ bile, Ala WUliam M. Starke, 62, is a native of Pennsylvania and joined the union in the Port of New York in 1949. He sailed in the steward department. He now makes his home in Compton, Calif. Modesto J. Duron, 61, is a native of the Philippines and makes his home in Manila. He joined the SIU in the Port of New York in 1957 and sailed in the engine department. Louis D. Bernier, 65, is a native of Iowa and now makes his home in Baltimore, Md. He joined the SIU in the Port of Baltimore and sailed in the steward department. Brother Ber­ nier is an Army veteran, having served from 1925 to 1928. Carl E. Gibbs, 62, is one of the union's first members having joined in the Port of Baltimore in 1938. A native of Virginia, Brother Gibbs now resides in Baltimore, Md. He is an Army veteran, having served from 1928 to 1932. He sailed in the deck department. Ethan M. Mercer, 62, is a native of Oklahoma and makes his home in Mobile. Ala. He joined the union in the Port of Mobile in 1945 and sailed in the engine department. M ' Elmer W. Carter, 53, joined the union in the Port of Baltimore in 1939 and sailed in the deck depart­ ment. Brother Carter, who is closing out a sailing career of more than 30 years, makes his home in Baltimore, Md. Fred U. Buckner, 57, is a native of Georgia and now resides in Savan­ nah, Ga. He joined the SIU in the Port of Savannah in 1952 and sailed in the engine department until his retirement. Gerald B. Smith, 65, is a native of West Virginia and makes his home in Millersville, Md. Brother Smith joined the SIU in the Port of Balti­ more in 1939 and was one of the union's first members in that port. He sailed in the deck department and is now closing out a sailing career of more than 30 years. William F. Coggins, 65, is a native of South Carolina and joined the union in the Port of Mobile in 1939. He has sailed with the SIU for more than 30 years, most recently as a bosun. Brother Coggins now resides in Mobile, Ala., and is a Navy vet­ eran who served from 1923 to 1927. Ahmed S. Kassim, 57, is a native of Arabia and joined the SIU in the Port of Norfolk in 1951. He sailed in the engine department, most re­ cently as a chief electrician. He served picket duty in 1961 and now resides in Brooklyn, N.Y. SIU Toledo Port Agent Donald Bensman (left) pre­ sents Seafarer Edward H, Smith with his first monthly SIU pension check. Brother Smith re­ ceived best wishes for smooth sailing from all hands. Page 28 Seafarer John Johnson (right) is congratulated by -rankfort Port Agent Harold Rathbun on receiving his first pension check. Brother Johnson, who worked as a wheelman on the Ann Arbor Railroad carferrys, began his sailing career in 1929. Seafarers Log .... • m ^ il il �•T».: .,.1972 ,-J,-. »1 MENf ' ViL JRJSGII^m^ ABGrbiiy^. 3ass A Class B ,5 2 55 122 19 8 46 11 20 10 26 14 14 7 59 9 38 71 43 75 14 11 ••• 95 68 33 25 599 301 Port Bostcm..* ^•••«•»vi'*Pf * »v•••*» New YOTIC..;.. Philadelphia....... Baltiipore.......,.....,.,,^...,;.. N«Mtb!k..:v....,.;...........k,'...iJacksoftyilie..,.....„.i.;;:L^,. Tampa....i.r............i...;.....;iv ]^^ohile*. v.'.... New Orjeaiis...;./...;^!^;^;. Hoii8toh....„. Wllmlh^oh. San Francisco............ Seattle Totals..... • >«<[»'i'««'»»»« ' , • -'''".-.l-^'. •.«--;!:4' " TOTAL SHIPPEO^ '' ON BEACH Groups. • ^.yiI^lass A ClassB ClassC Class A ClassB 0 .0 25 13 75 34 , 4 221 94 0 15 13 12 7: , / 97 31 17 V:-i>9..;.• 1 ;:;-;-4 ^ 51 0 21 115 y:'Cn3 > 0 47 22 10 0 14 r-X'-- 5 91 • 4 19 0 ;r 54 56 46 94 1 '•y-'J-:,: . 8 21 21 96 45 0 74 16 0 .-•"#•"•55 21 19 357 1,007 183 10 491 '- •. • A-' T ENGINE DEPARTMENT TOTAL REGISTERED I * Port TOTAL SHIPPED REGISTERED ON BEACH AD Groups All Groups An Groups Class A Class B Class A Class B Class C Class A Class B 8 7 ,. . 1 3 ;•' ' • 5 ' •. .1 3 -v 141 95 57 79 . : ' 46 27 14 ;"V-t!.:-2 6 0 14 9 11 17 80 47 38 9 0 14 • :<v:: 25 23 3 10 2 . 11 • i; 7 . 27 8 19 8 16 'US9 0 . . 4 13 4-. 46 32 17 23 10 . y'9y:86 145 67 ,33.::' 40 743 •: •• 0': 98 92 58 . 65 ^ :.29. 0 2 > 9 26 • 5 17 58 136 87 99 89 7 23 • 23 16 10 28 .748 ,219 426 366 ff68 V^_f- - Philadelphia.... Baltimore....... hJorfolk. ......'.•..••.........tf. Jacksonville................ ;... Tampa......4......'.^*.; Mobile...................'.'. New Orleans..., Houston............ Wilmington..,.!...,.,..;. San Francisco..,vi...... pSeattle,,.. Totals.. , , '•M LRD DEPARthIENT" n- t TOTAL REGISTERED -1" .V V .iSfv rfRbston.................. New York,,..., viTiiitadelphiai.., Baltimore Norfolk ,... Jacksonville.,,,....,,. ;;Tampa.. .''k'fobile.^, •New Orleans..... :Houstpn:,.,.!,,..,.....,;;.»;;...>....i Wilmington San Franciscd....,...i..iii...y,.i,., Seattle TOTAL SHIPPED REGISTERED ON BEACH , ;^ All Groups Ctess A Oass B Class C ADGfrnips ClassACiassB 0 40 11 10 3 • ^4 45 J9 11 20 11 9 18 11 10 19 15 25 4 31 44 32 51 8 3 73 U: 85 19 7 254 345 v';-'l- ' 7. :-'"2 3 27 15 0 60 12 188 1 19 6 8 - 1 5 !;• 6 42 14; 40 ; "3 •146 .1 5 0 0 0 0 0 0 0 0 0 6 0 12 All Groups ClaissA Class B 6 158 14 61 28 15 19 58 99 , 104 . 9 . 113 20 ! 704 . 4 105 6 27 • 22 16 14. 26 46 92 14 64 • 443 MEMBERSHIP MEETINGS' SCHEDULE SIU-AGLIWD Meetings Oct. 10—2:30 ;Oct. 11—2:30 Oct. 16—2:30 Oct. 12—2:30 Oct. 20—2:30 Oct. 2—2:30 Oct. 3—2:30 Oct. 4—^2:30 Oct. 6—2:30 Oct. 9—2:30 United Industrial Workers New Orleans Oct. 10—7:00 Mobile Oct. 10—7:00 New York Oct. 2—7:00 Philadelphia Oct. 3—7:00 Baltimore Oct. 4—7:00 Houston Oct. 9—7:00 Great Lakes Tug and Dredge Section tSauit Ste. Marie Oct. 12—7:30 Chicago Oct. 9—7:30 Buffalo Oct. 11—7:30 Duluth Oct. 13—^7:30 Cleveland Oct. 13—7:30 New Orleans Mobile Wilmington San Francisco Seattle New York Philadelphia Baltimore Detroit :tHouslon J 'r September 1972 p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. Toledo Detroit Milwaukee 1 SIU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers PRESIDENT Paul Hall • o; Boston..^...'.. XT^... Directory of Union Haiis Oct. 13—7:30 p.m. Oct. 9—7:30 p.m. /;..Oct. 9—7:30 p.m. SIU Inland Boatmen's Union New Orleans Oct. 10—5:00 p.m. Mobile Oct. 11—5:00 p.m. Philadelphia Oct. 3—5:00 p.m. Baltimore (licensed and unlicensed) Oct. 4—5:00 p.m. Norfolk Oct. 5—5:00 p.m. Houston Oct. 9—5:00 p.m. Railway Marine Region Philadelphia Oct. 10—10 a.m. & 8 p.m. Baltimore Oct. 11—10 a.m. & 8 p.m. •Norfolk Oct. 5—10 a.m. & 8 p.m. Jersey City Oct. 9—10 a.m. & 8 p.m. ^Meeting held at Galveston wharves, t Meeting held in Labor Temple, Sault Ste. Marie, Mich. •Meeting held in Labor Temple, Newport News. SECRETARY-TREASURER Joe DiOiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams A1 Tanner Robert Matthews HEADQUARTERS 675 411i Ave., Blyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. Second Ave. 49707 (517) EL 4-3616 BALTIMORE, Md 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex SL 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 SIU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, III 9383 Ewing Ave. 60617 SIU (312) SA 1-0733 mU (312) ES 5-9570 CLEVELAND, Ohio 1420 W. 25th SL 44113 (216) MA 1-5450 DETROIT, Mich. .10225 W. Jefferson Ave. 48218 (313) VI 3-4741 DULUTH, Minn 2014 W. 3d SL 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287, 415 Main SL 49635 (616) EL 7-2441 HOUSTON, Tex 5804 Canal SL 77011 (713) WA 8-3207 JACKSONVILLE, Fla 2608 Pearl SL 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery SL 07302 (201) HE 5-9424 MOBILE, Ala. .1 South Lawrence SL 36602 (205) HE 2-1754 NEW ORLEANS, La 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3d SL 23510 (703) 622-1892 PHILADELPHIA, Pa 2604 S. 4th SL 19148 (215) DE 6-3818 PORT ARTHUR, Tex. 534 Ninth Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. .1321 Mission SL 94103 (415) 626-6793 SANTURCE, P.R 1313 Fernandez Juncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash 2505 First Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. ,.4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla 312 Harrison SL 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit SL 43604 (419) 248-3691 WILMINGTON, Calif. 450 Seaside Ave. Terminal Idand, Calif. 90731 (213) 832-7285 YOKOHAMA, Japan Iseya Bldg., Room 810 1-2 Kaigan-Dori-Nakaku 2014971 ExL 281 Page 29 �jlltnal iqiartnmi ' •i George A. Weddel, 68 passed away July 31, 1972. A native of Vermont, Brother Weddell was a resident of Seasport, Maine, at the time of his death. Seafarer Weddell joined the SIU in the Port of Lake Charles, La., in 1958 and sailed in the engine de­ partment. Among Brother Weddel's survivors is his wife, Hilda. Seafarer Weddell was buried in Bowditch Cemetery in Searsport. SIU pensioner Albert Freund, 78, passed away in Deltona, Fla., January 26, 1972. A native of Yonkers, N.Y., Brother Freund was a resident of Deltona, Fla., at the time of his death. Freund joined the union in the Port of New York in 1955 and sailed in the engine department. He was a . World War I veteran of the U.S. Marine Corps. Among his survivors is his wife Lilian. Freund was buried at Fern Cliff Cemetery, Hartsdale, N.Y. Joseph B. Pendleton, 50, passed away July 16, 1972. A native of Rhode Island, Pendleton was a resi­ dent there at the time of his death. Seafarer Pendleton joined the union in the Port of Providence in 1941 and sailed in the deck department. He was a World War II veteran of the U.S. Marine Corps. Among his sur­ vivors is his mother, Mrs. Annie M. Pendleton of Ashaway, R.I. Burial was in First Hopkinton Cemetery, Rhode Island. Robert A. Sanchez, 51, passed away in Mobile General Hospital, Mobile, Ala., July 30, 1972. A native of Alabama, Sanchez was a resident of Theodore, Ala., at the time of his death. Seafarer Sanchez joined the SIU in the Port of Mobile in 1942 and sailed in the steward department. Among his survivors is his wife, Mae. Burial was in Catholic Cemetery, Mobile, Ala. Oscar A. Gunderson, 72, passed away August 8, 1972. A native of Chicago, 111., Gunderson was a resi­ dent of Manitowac, Wis., at the time of his death. Brother Gunderson joined the union in the Port of Frank­ fort in 1959, and sailed in the steward department aboard Great Lakes v^ sels. He last sailed as steward aboard the Hennepin. Among his survivors is his daughter, Mrs. Louis Christopherson. Burial was in Evergreen Ceme­ tery, Manitowac, Wis. Arthur E. Christensen, passed away August 14, 1972. A native of Bear Lake, Mich., Christensen was a resi­ dent of Bensonia, Mich., at the time of his death, ^afarer Christensen joined the union in the Port of Frank­ fort and sailed in the engine depart­ ment aboard Great Lakes vessels. He was an Army veteran of World War II. Among his survivors is his sister Mrs. Elenor Niemitalo, of Kaleva, Mich. Burial was in Bertelson Ceme­ tery, Manistee, Mich. ••.y . Tbeophllus R. Stevenson, 60, passed away August 20, 1972. A na­ tive of the British West Indies, Stevenson was a resident of Brooklyn, N.Y., at the time of his death. Brother Stevenson joined the union in the Port of New York in 1950, and sailed in the steward department. Among his survivors is his son, Har­ old, of Tucson, Ariz. Burial was in Mount Holiness Cemetery, Butler, N.J. Elmer R. IVfyntti, 46, passed away at Swedish Hospital in Seattle in August. A native of the state of Washington, Myntti was a resident of Seattle at the time of his death. Sea­ farer Myntti joined the SIU in the Port of Seattle in 1968, and sailed in the engine department. He was a Navy veteran of World War 11. Among his survivors is his wife, Bertha. Brother Myntti's body was cremated. Emlle A. Gerber, 18, was lost at sea April 11, 1972, while sailing aboard the Steel Traveler. A native of Matarie, La., he joined the SIU in the Port of New Orelans in 1970, and sailed in the engine department. Brother Gerber was a graduate of the Harry Lundeberg School. Among his survivors is his mother. Tommy Scott Gerber. of Picayune, Miss. Joseph H. Cranell, 57, passed away July 28, 1972. A native of Illinois, Crannell was a resident of Indiana at the time of his death. Brother Cran­ nell joined the SIU in the Port of San Francisco and sailed in the en­ gine department as a fireman-watertender. Among his survivors is his son, J. D. Murphy, of Veederburg, Ind. Burial was in Progressive Friends Cemetery, Convington, Ind. Alfredo Perez, 54, passed away July 30, 1972. A native of Cayey, P.R., Perez joined the union in the Port of Baltimore in 1947, and sailed in the engine department. He was a resident of Houston, Tex., at the time of his death. Among his survivors is his mother, Mrs. Alfredo Perez Otero, of Bayamon, P.R. Burial was in Buxeda Cemetery, Houston. Lyie E. Doering, 54, passed away August 3, 1972. A native of Kansas, Doering was a resident of Fresno, Calif., at the time of his death. Sea­ farer Doering joined the union in the Port of Seattle and sailed in the en­ gine department. He was a Navy veteran of World War II. Among his survivors is his wife, Dorothy. Burial was in Belmont Memorial Park, Fresno, Calif. Peter Morreale, 60, passed away November 26, 1971, at the USPHS hospital in New Orelans. A native of New Orleans, Morreale joined the SIU in the Port of New Orleans in 1951, and sailed in the steward de­ partment. Burial was in St. Vincent's Cemetery, New Orleans. Henry C. Moffett, 37, was lost at sea April 17, 1972, while sailing aboard the Ofms Packer. A native of Dodson, La., Brother Moffett joined the SIU in the Port of New York in 1963, and sailed in the deck department. Seafarer Moffett was a graduate of the Andrew Furuseth Training School. He was a veteran of the Navy. Among his survivors is his wife, Georgie Anne, of Jean, La. Waitus E. Lockerman 67, passed away June 25, while sailing aboard the S.S. Rebecca en route through the Gulf of Oman. He joined the SIU in the Port of Houston in 1960 and sailed as an oiler in the Engine De­ partment. Among his survivors is his wife, Dixie Arrell. Burial was at sea. Seafarer Lockerman was a veteran of the Army having served from 1924 to 1945. Legal Aid Following is a list of attorneys to whom Seafarers with legal problems may turn in various port cities. The Seafarer need not choose the recom­ mended attorneys, and this listing is intended for information purposes only. The initial list of recommended coimsel throughout the United States is as follows: New York—Schulman, Abarbanel, McEvoy & Schlesinger 1250 Broaway, New York, N.Y. 10001 (212) 279-9200 Boston, Mass.—Patrick H. Harrington 56 N. Main Stret, Bennett Bldg. Fall River, Mass. (617) 676-8206 Baltiniore, Md.- -Berenholdtz, Kaplan, Heyman, Engelman & Resnick 1845 Maryland National Bldg. Baltimore, Md. 21204 (301) Lex. 9-6967 Tampa, Fla.—^Hardee, Hamilton, Douglas & Sierra 101 East Kennedy Blvd. Tampa, Florida (813) 223-3991 Mobile, Ala.—Simon & Wood 1010 Van Antwerp Bldg. Mobile, Alabama (205) 4334904 New Orieans, La.—^Dodd, Hirsch, Barker Meunier 711 Carondelet Bldg. New Orleans, La. (504) Ja. 2-7265 & Houston, Texas—Combs & Archer Suite 1220, 811 Dallas St. Houston, Texas (713) 228-4455 Los Angeles, Cal.—Bodle, Fogle, Julber, Reinhardt & Rothschild 5900 Wilshire Blvd., Suite 2600 Los Angeles, Cal. (213) 937-6250 San Francisco, Cal.—Jennings, Gartland & Tilly World Trade Center San Francisco, California (415) Su. 1-1854 Seattle, Wa^.—Vance, Davies, Roberts & Bettis Rm. 425, North Towers 100 W. Harrison Plaza Seattle, Wash. 285-3610 Chicago, 111.- -Katz & Friedman 7 South DearborU Street Chicago, 111. (312) An. 3-6330 Detroit, Mkh.—Victor G. Hansoh 15929 West Seven Mile Road Detroit, Mich. (313) Ver. 7-4742 St. Louis, Mo.—Gruenberg & Souders 721 Olive St. St. Louis, Missouri (314) Central 1-7440 Seafarers Log Page 30 .'v., �... •... - y^,,; •- •' . -^ • . «- -' '^ \ "'*"'5 I'-^'n > " '"^ -' "( •4 Ev vpi U be a few hou» (»: a life^^ That's Uie question facing a Seafarer who reaches for a^ reefer, car a needle to take him tanporarUy away from this world... ' NdbOdy takes dope intent on making a lifetime out of it. They take it to get away from reaiiQr for a few houKj to "turn on." They argue it is just a diversion, just a harmless once-ina-while thing. j| But fr)r a Seafarer it could be forever. S A Seaferer femnd with any kind of drug—an upper, , a downr I er, horse, pot, speed or any of the others—is through. Through with the sea, through with his career. Beached arid washed up JEorever. That's a tou^ price to pay but there are reasons for it, good reasons. A ship needs a full crew with each man pulling his onm weidt at all times. A Seafarer on a "trip" can't pull his bVm weight. And, in an emergency, that might mean death for someone else. V Aside from that, a Seafarer caught with drugs taints his shipy and his shipmates in whatever port they land. That ship and those men are marked by customs officials and police all over|| the world. So one man's use of dope hurts a lot others. It| fe not just "his own thing." And, finally, jwi don't have to havemedical d^rees to seiep the wreckage of lives that have come to depend on drugs. It's" all around you in hollow-eyed men Who have *'shot" whatever; chance ffiey had to know the good life into their veins. Hopes fqr ffieir recovery in this worid are very slim. 1 % /' V- Wi •m So vrfien it coines to dof^ the real question is: Is it gon^i to be tot just a few hours, or will it stick for a lifetime? li' I America's Labor Each page of art and copy is exciting. Nowhere else has labor history been presented with such excitement but i^o with understanding and bal­ ance. In New Book Labor A Social Force "This is not a labor history in the sense of all the other l^r histories," Schnapper said. This is an effort to show the relationship of the labor movement and workers to what is going on in this country, not a history of labor isolated." The following is a review of the newly-published American Labor, A Pictorial Social History by M. B. Schnapper. Press Associates, Inc., a labor news wire service, distributed the review and it is re­ printed here as a matter of interest to Seafarers and all trade unionists. Schnapper carries a whole page of acknowledge­ ments but the book is dedicated to Henry C. Fleisher, one-time publications director of the AFI>CIO and Washington-based labor publicist. Since the 1930's M. B. Schnapper, now presi­ The author said that he constantly relied on dent of the Public Affairs Press in Washington, Fleisher's "devotion to and knowledge about the has been a labor history buff. American labor movement and it was his guidance About 1945 he started collecting historical labor which made the book a possibility." pictures as a hobby. Ten years ago this hobby was In an introduction to the book. Senator Harritransformed to a goal; Just as a writer will dream scMi A. Williams, Chairman of the Senate Commit­ of writing the Great Americani Novel, Schnapper's tee on Labor and Public Welfare, writes: dream was publishing the definitive pictorial histor of labor. "This timely book reminds us of a much ne­ glected aspect of American history—the role cff Over the last ten years he has collected some working people who for 200 years have toiled 35,000 pieces of labor history art from every source anonymously in factories and fields, who have imaginable and examined hundreds of thousands furnished the skills and strength that created a more. thriving nation out of an untamed wilderness and On Labor pay, this dream became a reality of who have been the backbone of our democratic so­ vast significance to historians and to organized ciety." labor itself, with the release of Schnapper's Ameri­ Schnapper roamed across the country seeking can Labor, A Pictorial Social History. lost art and, at times, was rewarded. One of his If a picture is worth a thousand words then the greatest treasures was right in Washington in a Schnapper book is worth close to a million—it cellar at Catholic University where he found the carries 1,250 jpieces of art. The 575 pages of labor voluminous records of the Knights of Labor. graphics, many preciously rare, provide the same breath-taking dimensions as a million words but "I don't believe that Clarence Powderly (Knights' Grand Master) ever three a single piece of paper none of the discouragement to a reader. September 1972 away," sadi Schnapper, "and most of the papers he kept were there." ^ A 1768 appeal for community support of of work relief for the needy. ^ A copy of a 1790 agreement, the first known, protecting seamen and mariners from unfair treatment. • ^ A "help wanted" ad run by President Washington for servants. ^ Pictures depicting labor political campai^s in the 1820's. ^ The offer of a $10 reward for the return of a runaway apprentice who later became President Andrew Johnson ^ Rare, haunting photographs of children working in xmsafe mines and canneries. The listing of unique documents and pictures is, of course, endless. Through them it is possible to see far deeper meaning in many of its pages. If there are those today, for example, who want to understand more dearly organized labor's deep aversion to invasions of privacy in current Ameri­ can society they need only look at a candid photo­ graph of AFL President Samuel Gompers taken by a company detective assigned to follow him, or to surveillance reports about the private lives of workers made by company undercover men in the 1920's. Not often does a book in the labor field come to li^t that so beautifully and thrilling)y reveals the soul of the American labor nlovement and the essential contributions of unions and American workers, generally, in the making of America. Here it is—all in one book. American Labor, A Pictoral Social History, by M. B. Schnapper. Public Affairs Press, 419 New Jersey Avenue, S.E., Washington, D.C. 20003. 575 pp., $15.(X) regular bind. Page 31 �SEAFARERS^LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL • ATLANTIC, GULF, LAKEs'AND INLAND WATERS DISTRICT • AFL-CIO ^ Both sets of examinations aie given throoghout the^nl^ for the five SIU CoUege Schoiarsiiips to be awarded in Miiv< ^ varions dates. v » Tim schoiarsiii|»s,amoimtingto$10,000 overfbitf years K„ u/. ^ ^ be used at any accredited eoliege or nniversity.i any SIU hall or by Fiioihiinv 1. 41. f writing to SIU Scholarships, Administratoiv 275 20tfa St, Ei^idlity rules make the contest open to: r Brooklyn, I^Y, 11215. Deadline for the r^ of :4mlic»! VSealMeis who have thw years sealime aboard SIU^ % . J :Contracted shii^ ^ A total t>f ^ Seafarers and 72 dependents of Seaforers >4 , ^ • Dependents of Seafarers who. meet the seathne re>« the programs 19 years. TThe ^ quirement winners of this year's scholamhips wiU be free to pnrsiie any • Dependents of deceari^ Seafarers who had sufficient "F^e coHeg^ of their choice, seatime before death. Dependents of decrased Sea- 1 i complete information 6n CoUege Board test dates and m Inrers must be less than 19 years (rid at die time diey ^^tions, wi^ for a copy etf the Board's Student Bulletin Wly• ;^oUofi|Bg a|^^ Tlie scholarships are awarded on irighTOUWf school | 'College Board . —MTVMaaavu vaa the wv bads of V* fiS5|^U grades and scores achieved on either Bm College Entrance I Box 592 ? ^ ^ Box 1025 Examination Board tests or the American Col^e Teris. Princeton, N.J. 08540 JBerkeley, Calif. 94701 I 4, i- 1' � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource September 1972 Description An account of the resource Headlines: SL-7S MAKING NEWS PAGES NAVY'S CNO SEEKS 'VIABLE' CIVILIAN FLEET AFL-CIO EXECUTIVE COUNCIL TACKLES VARIETY OF NATIONAL PROBLEMS GAS GROUP FAVORS LNG LEGISLATION WAGE INSURANCE BENEFITS AWAIT LISTED SEAFARERS NEGLECT OF MARITIME AFFECTS ALL AMERICAN WORKERS: BLACK UNION OFFICIAL URGES SUPPORT OF LETTUCE, FARAH BOYCOTTS LNG ERA COMING CONGRESSMEN URGE LEGISLATION TO CURB CRISIS FOREIGN FLAG SHIPS: THREATENING AMERICA'S FUTURE KNOWING THE OPPOSITION SIU SCHOLARSHIP PROGRAM NLRB FILES COMPLAINT AGAINST FARAH CLOTHES INCH, METER? QUART, LITER? TIME TO LEARN DIFFERENCE? BUSINESS PROFITS REACH ALL-TIME HIGH IN QUARTER GLASS BOTTLE BLOWERS, OTHER CRAFTS HONORED IN BICENTENNIAL S.S. NEWARK ON COAST RUN NEW DUES PAYMENT SERVICE BEGUN BY SIU MEMBERS THE NOONDAY ON A MERCY MISSION USPHS ANNOUNCES SIGNING OF CONTRACTS FOR HEALTH CARE A LOOK AT RUSSIA'S MARITIME PROGRAMS ACHIEVING ECONOMIC AND POLITICAL GOALS PEACEABLY THROUGH INTEGRATION OF FOUR FLEETS SIU VACATION CENTER SIU UPGRADERS HIT THE BOOK SAT HLS UPGRADING CLASS SCHEDULE AT LUNDEBERG SCHOOL ISTHMIAN'S STEEL MAKER IS KEEPING CARGO MOVING FIRST AID KNOWLEDGE CAN MEAN DIFFERENCE BETWEEN LIFE AND DEATH WATERMAN'S ROBERT E. LEE IN BAYONNE, N.J. REGULAR OR DELUXE? ADVICE ON APPLIANCES AMERICA'S LABOR HISTORY PORTRAYED IN NEW BOOK Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 9/1/1972 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXIV, No. 9 1972 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/6949f67d81d69fe0871d6f659b61772c.PDF fa07be624e2f930a743f68fb7c4f59be PDF Text Text Official organ of the SEAFARERS INTERNATIONAL UNION* Atlantic, Golf, Lakes and Inland FKiters District-AFL-CIO r SEAFARERS LOG Vd. XXXIV No. 8 August 1972 Round Two Ahead for Oil Imports Bill See Pages 3, 16-17 SIU Membership Approves Expanded Upgrading Programs See Page 2 Alaskan PipeIine Receives Judge's OK See Page 7 Seafarer Jorge Salazar receives 10,000th SIU baby savings bond from welfare representative John Dwyer. Pennmar Cited for Accident-Free Year See Page 5 SIU Baby Bonds Now Number 70,000 See Page 6 �In order to continue its tradition of supplying the best qualified seamen for each of the three depart­ ments aboard American-flag vessels and, in addition, fill the higher unlicensed ratings aboard the new vessels that will soon be sailing as a result of the Merchant Marine Act of 1970, the SIU has ex­ panded its upgrading programs. At the August monthly meetings in all ports, the membership voted unanimously to adopt a recom­ mendation presented by SIU Vice President Frank Drozak calling for reopening of the SIU seniority upgrading programs, and the institution of a Bosun Recertification Program. In the past, the seniority upgrading programs conducted by the SIU have been responsible for producing the necessary numbers of highly quali­ fied Seafarers for jobs aboard ships under contract to the SIU. The Merchant Marine Act of 1970 provides for a construction program of 300 ships at the rate of 30 ships per year for 10 years. The new vessels will utilize all of the latest innovations, including on board automation. Many of the vessels will also feature unique methods of propulsion and cargo handling. Speaking at the August membership meeting in the Port of New York, SIU Vice President Frank Drozak noted: "If the SIU is to maintain its hard earned posi­ tion we must prepare now to meet the challenge these new vessels will soon present—a challenge faced by both the maritime industry as a whole and by the Seafarer as an individual. "It is my feeling that one of the finest tools we have to help meet this challenge is pur seniority up­ grading program." Facilities are already available that will enable 15 Seafarers per month to attend upgrading classes at the Harry Lundeberg School of Seamanship at Piney Point, Md. It is expected that the monthly enroll­ ment will consist of five Seafarers from each of the three shipboard departments. The seniority upgrading program has a broad curriculum. Regardless of his department, every Seafarer is urged to participate in the seniority up­ grading program. By doing so he will not only be helping himself up the ladder to better paying and rewarding jobs—he will also be helping the SIU. The recommendation for the Bosun Recertifica­ tion program is based on the fact that aboard SIUmanned vessels, the bosun is not only the most im­ portant unlicensed seaman, he is also the ship's chairman, which makes him the SIU's representa­ tive at sea. In addition, a good bosun must have knowledge of every skill required in the deck de­ partment. This is why the SIU's seniority upgrading pro­ gram has made provision for a program that will produce highly qualified and fully certified bosuns. A Bosun's Recertification Program Committee will shortly be elected from among SIU members now sailing in that rating. It will be the task of this committee of rank and file members to determine what qualifications are necessary for the future training of competent bo. suns. Every SIU member with full "A" seniority who has one or more years of Coast Guard discharges in the rating of bostm will be qualified to participate in the program. As a furpier incentive to participation in the re­ certification program, every bosun who completes the program will be given preference in shipping over those without a recertification endorsement. In addition, they will receive an increased vacation benefit. The Union will inform Seafarers as to when ap­ plications can be made for participation in both the seniority upgrading program and the Bosun Re­ certification program. Getting Ready for Round Two DP EO IMP Backers of the campaign to require that at least half of all U.S. oil imports be transported by American-flag tankers made a strong and positive impact in the first test that came with the Senate vote on the proposal. While we lost the first round in this unprecedented battle to secure a decent share of our nation's oil im­ ports for our own ships, the 41-to-33 margin was close and, in fact, heartening. We know now that our determimation to protect the national security and, at the same time, provide thousands of new jobs in the shipping and shipbuilding industry, is backed by strong logic and will prevail in future tests. The SIU and its many friends, including the AFL-CIO Maritime Trades Department and its affiliates is even now preparing for Round 2 in the battle which will open as the 93rd Congress convenes in January. We now know the nature of our opposition. It consists primarily of the oil lobby. It is formidable. But its argu­ ments are hollow. And we know we can beat them with a campaign committed to securing and building our na­ tion's position in the world's competition for oil. The soundness of our arguments brought us the sub­ stantial support we received in the first round. We said that our nation cannot afford to be dependent—as it is now—on foreign powers to transport the tremendously increasing supply of petroleum that we must have from overseas sources. By shipping at least half of our petrolemn imports on U.S.-flag vessels, we would be protecting our country from the whims of foreign powers who could, by threat­ ening to curtail our energy fuel resources, intimidate us at will. And we detailed how the development of a fleet of tankers capable of carrying at least half of our oil im­ ports now and in the future would bring enormous eco­ nomic benefits to the United States, including thousands of jobs ashore and at sea. More and more people are beginning to realize that the oil carriage proposal is in the area where legislative action must be taken so that our nation will have an economically viable merchant marine. The substance of the arguments used by our oppo­ nents should be known by every Seafarer. It is based on two principal points. The first is that America must appease foreign mari­ time nations—^ven at the cost of further weakening our own fleet. Opponents of the legislation contend that for­ eign powers will "retaliate" against the American-flag fleet if our government reserves a decent share of our oil im­ ports carriage for the U.S.-flag fleet. The facts are that foreign-flag ships now transport 95 percent of our total imports and exports—cleaving prec­ ious little to "retaliate" against, i^d in the oil import trade, the bulk of the tanker fleet is owned by American oil companies who have registered the ships under for­ eign flags to avoid paying U.S. taxes, decent wages and abiding by our nation's more rigid safety codes. Their second argument centers on a concern that ship­ ping a share of our petroleum imports on American-flag vessels could affect consumer prices. But the oil companies shed crocodile tears in the area of consumer concern. Take Mobil Oil Corp., for example. At the same time they were buying ads in newspapers under the guise of concern for the consumer and ex­ pressing opposition to the oil carriage measure, Mobil was being charged under New York State's antitrust laws for price fixing and price discrimination. The New York State attorney general charged that Mobil rigged its pricing policies. The New York Times reported, "to restrain competition by conducting price wars in some areas, while maintaining artificially high prices in others, to the serious detriment of dealers and the public." The truth is that Mobil and the other oil giants want complete control over the production, transportation, processing, distribution and pricing of the vital petroleum requirements of our nation. And in maintaining that con­ trol, they want to freeze out the American-flag fleet so that their own "runaway" tankers will retain the virtual monopoly they now hold on the transportation of our oil imports. Their arguments are transparent. We know that logic lies with our position. That logic clearly shows that adop­ tion of legislation requiring that at least half of our na­ tion's oil imports be carried by American-flag ships is in the best interest of every citizen of the United States. Paul Hall Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, New York 11232. Pubiished monthly. Second Class postage paid at Washington, D.C. �Oil Import Bill Suffers Narrow Senate Defeat; Round Two Ahead Preparations are underway for the second round in the campaign to bring adoption of legislation that will require that a minimum of 50 per­ cent of the nation's oil imports are carried aboard American-flag ships. The proposal, which would guar­ antee the country an adequate tanker fleet as it confronts a critical need for overseas petroleum, was defeated by a narrow 41-33 vote in the Senate on July 26. Another seven Senators who were not present for the vote, were "paired" in favor of the meas­ ure, bringing to 40 the number of Senators who indicate dtheir support. (For further details, see pages 16-17) "This is just Round 1 of a 20round fight," SIU President Paul Hall said following the vote. "All we have to do is win one of the rounds, and Round 2 starts next January. We are getting ready for that right now." The oil carriage measure, sponsored by Senators William Spong (D-Va.) and J. Glenn Beall (R-Md.), was pre­ sented as an amendment to the $575 million authorization bill for the Maritime Administration's 1973 budg­ et. The authorization measure itself passed overwhelmingly. Senator Russell B. Long (D-La.), chairman of the Merchant Marine Subcommittee of the Senate Com­ merce Committee, was floor manager for the proposal. The amendment had earlier been approved by the Senate Commerce Committee, which is chaired by Senator Warren G. Magnuson, Washington Democrat. Sena­ tor Magnuson gave the measure strong backing during lengthy debate on the Senate floor. The primary opponent of the meas­ ure was the powerful oil lobby which turned loose a tremendous effort against the proposal in order to pro­ tect its own foreign-flag tanker fleets against American-flag competition. Supporters of the legislation knew the oil lobby opposition would be formidable. But results of this first attempt to gain a share of the nation's oil import cargo for the American-flag fleet indicated that many legislators found in the proposal a method to secure the nation against the dangers involved in the emerging energy crisis. The SIU and the AFL-CIO Mari­ time Trades Department were joined by other maritime unions, the AFLCIO and scores of labor organizations —including state and central local Sen. William Spong Sen. J. Glenn Beall bodies of the AFL-CIO—in develop­ ing a team effort to promote the pro­ posal. of safety in the world. The result is that U.S.-flag ships are far less likely to be involved in the mounting and devastating oil spills that are spoiling the waters and seacoasts around the world. They presented six primary reasons for requiring that at least 50 percent of our oil imports be carried aboard American-flag tankers: • National security. The nation must have the tanker capacity re­ quired to import sufiScient amounts of petroleum to keep the country mov­ ing. While the demand for imported oil increases, the domestic supply dwindles. And the American-flag tank­ er fleet is preempted by cut-rate fpreignflag ships which the oil companies utilize almost exclusively in the trade. In addition, the huge American oil firms own and operate most of the foreign-flag tankers. These factors mean that imder current practices, the United States would be almost totally dependent upon foreign-flag vessels to carry vitdly needed oil imports in the event of an emergency. Sen. Russell Long Sen. Warren Magnuson Rep. Wilson Predicts An Eventual Victory Rep. Charles H. Wilson (D-Cal.) predicted eventual victory for the oil imports bill in a speech delivered to a luncheon sponsored by the AFL-CIO Maritime Trades Department. He spoke shortly after the bill, sup­ ported by the SIU, had suffered a set­ back in the U.S. Senate. Rep. Wilson said the bill would eventually pass be­ cause, "the U.S. maritime industry has the greater weight of the evidence on its side." He said he was "not at all im­ pressed" by charges laid by opponents of the imports bill that its passage would mean increased costs to oil consumers. "The only thing that need be af­ fected by importation of oil in Ameri­ can-flag vessels is the windfall profit the oil companies make by trading import quota tickets," said Rep. Wil­ son. He said that although the oil com­ panies are the owners of huge foreignflag tanker fleets, "they don't want the competition of tankers that the United States would certainly build to meet the requirements of import levels that will reach 24 million barrels a day by 1980. August 1972 "And, I for one would say it is a competition they deserve to lose." He said the prime reason to require some U.S.-flag carriage of oil is na­ tional security. And he added that the bill would have other benefits in the field of employment, on the nation's balance-of-payments and in reduction of the outflow of American dollars into foreign hands. He called the 33 favorable votes in the Senate "a solid nucleus on which to build," and said that nucleus of support would be important in the future to assure passage of the bill. Rep. Charles Wilson • Jobs. Adoption of legislation to require that at least 50 percent of our oil imports be carried aboard American-flag tankers would mean the construction of hundreds of new ships. This, in turn, would result in more than 100,000 jobs in the shipbuilding, seafaring and related industries at a time when unemployment is a major American problem. • Balance of payments. The United States is now running a severe deficit in her balance-of-payments position with other trading nations of the world. By paying American dollars to foreign-flag operators for the trans­ portation of petroleum imports, that deficit becomes increasingly larger. Passage of the oil carriage legislation would result in American dollars be­ ing spent for the construction and operation of American ships by Americans, adding hundreds of mil­ lions of dollars to the plus side of the U.S. balance-of-payments position. • Consumer protection. While for­ eign petroleum—^including transporta­ tion—costs as much as a dollar a bar­ rel less than domestic oil, it sells at the domestic price under the provi­ sions of the oil import quota legisla­ tion. The use of American-flag tankers would have no effect on the price of imported oil, but it would guarantee the nation's consumers a steady, re­ liable flow of petroleum imports in­ dependent of the whims of foreign powers who now dominate the field. • Environmental protection. Amer­ ican-flag ships must meet the stiffest construction and manning standards • No cost to taxpayers. Should operators of U.S.-flag tankers be guar­ anteed at least 50 percent of the na­ tion's oil imports, that cargo would create an investment incentive that could result in tankers being con­ structed and operated without sub­ sidy. In addition. Federal, state and local treasuries would benefit from tlie taxes on the profits and wages of the American operators and workers.* Noting that hundreds of supertank­ ers have been and are being con­ structed in Japanese shipyards for use in the American oil import trade. Senator Long said: "They will be paid for with Ameri­ can money. They will not have Ameri­ can machinery or American labor aboard those ships." Long told his colleagues that a few years ago, 100 percent of the nation's oil was "produced with American la­ bor at American wage standards and moved around in American equipment and American containers. "Now we have lost 25 percent of it. We are projected to lose 50 per­ cent of it. This is going to be the big­ gest single item in a disaster that will bankrupt America," he asserted. "To provide jobs for whom? The China­ men, Pakistanis, South Americans, Africans, Indians or anyone else." Senator Spong said that "over the past several years our domestic tank­ ers have been laid up to a degree that we are now the only major country in the world which relies upon flag ships of other nations to carry our oil prod­ ucts." He called upon his fellow Senators to "be mindful of the possibility of an emergency arising in which we would be cut off with no tankers at all for the transportation of any fuel whatsoever." He said that Americans are ready to invest $13 billion for the construc­ tion of new tankers that would be re­ quired with legislation calling for at least 50 percent of our oil imports to be transported by American-flag tank­ ers. Senator Beall said that "as an American, I am proud that we are largely self-sufficient—able to stand on our own two feet and seldom re­ quired to place our future in the hands of other nations. "But I am concerned that this might not continue to be the case un­ less we act now to prevent what I feel to be a serious challenge to our (Continued on Page 7) Page 3 �1 J •f \i *• t .d ft fS&- t» • JI , ':• r>'W^ - ^ most < luM isU< d hirssinfjs Js smoofFi sailinji weather. Th«> SIl'manned eontaiiiershii) Charleston (SeaIlaifiljjtas been enjoyini: her share lately (luri^jgLAO^ eoast>\ ise voyages. 5]b^jto7-fool Ipng vessel glided into her l)Ci'th al Port Elizah<nli. Nov Jersey last inoiith on a balmy siiriinier's day with all liands satisfied at haviiifj lof;jred another Sll voyap . , Built in 19 I.'), the Charleston was originally laiiue.hed as the Marine Shark, hut Monkey fist sails through the air as the Charleston prepares to make fast her berth in Port Elizabet!v containership terminal. Page 4 was converted 4o containership'lines in 1968. Siie, like rtyaij^^ SIU sliip-s, is on a fast .tHni-aronm^: basis, '.gtv;gii only slifrht^ inor6 than 21 heading out again. Charleston crewmembers line ship's railing as they await payoff that will begin as soon as the gangway is set. Seafarers Log �Not Exactly an 'Old Salt/ But He Knew the Sea Life Although he logged an active sail­ ing career that spanned more than 49 years, the only salt water voyage 79year old Tom Barich ever made was a five month trip aboard the SS Lake Fillion in 1919. That particular trip gave him a taste of the North Atlantic in winter, and the experience was more than enough to convince him that his destiny as a Seafarer was tied to the Great Lakes, not the deep seas. Tom began sailing at the age of 24 in 1917, and retired on an SIU pen­ sion in 1966. During the years between his first ship, the John Staton, and his last ship, the J. Claire Miller. Brother Barich set a course for his life that steadfastly paralleled events on the Great Lakes. He weathered through the bad times, "and there really were some bad times," recalls Tom. Then, while giv­ ing thanks for the blessing, rejoiced in the good times. Each year for nearly fifty years. Brother Barich savored the unique ex­ citement felt by every Great Lakes man as he looks forward to the retreat of winter ice on the Lakes and the opening of the new shipping season. "Stepping aboard that first ship of the new season each year is an event that sets a man's feelings to moving— it's like coming alive again after a long sleep," said Tom. "During the bitter winter months, when you ship is locked in by the ice, you feel trapped too, and continuously yearn for the day when the first cracks will appear in the ice and things will get moving," notes Tom. Tom can clearly remember some of the worst winters the Lakes have ever seen, "winters when a man's breath might almost freeze" and "when the ships looked lonely and unused." For Tom, each sailing season of his career has its memories, some more exciting than others, but all none the less worth remembering. During one trip, as Tom was at the wheel of a ship entering the breakwall at the entrance to the Port of South Chicago, anotlw Great Lakes vessel rammed its bow into the pilot house of Tom's ship, "She was little more than apn's length away when she stopped, close enough to reach out and touch. I might have run if I'd had the time." In June of 1919 Tom joined the old International Seaman's Union in the Port of Toledo. There were some bitter conditions in those early days on the Lakes, condi­ tions that really didn't improve until the SIU organized the Lakes fleets, said Tom. Throughout his sailing career, Broth­ er Barich was bolstered continuously by the knowledge that while a Seafar­ er's lot is not an easy one—none other offers a man quite the same challenge. Tom is still meeting challenge head on in his own way these days. During a routine visit to the USPHS hospital in Chicago about two years ago, doctors found that he had a heart condition that required the immediate implanting of a pacemaker to save his life. In April of this year, Tom re­ turned to the hospital for a checkup and had two new batteries placed in the pacemaker. Today as his 80th birthday ap­ proaches, Tom keeps in shape by tak­ ing daily walks around the waterfront, and always stops by the SIU hall in Chicago to spin a yam or two with old shipmates. During a recent visit, Tom told SIU Chicago Port Agent "Scottie" Aubusson that he feels as good as any man twenty years younger—well enough in fact to ship out again. Reflecting on Tom's determination, Aubusson noted: "He'd make it, too." Pennmor Sails Another Accident-Free Year The SlU-manned Pennmar, a 14,975-ton freightship, has received the "Best Ship Safety Award"^ for logging the finest safety record in the Calmar fleet during 1971. Three Calmar ships, the Pennmar, Yorkmar, and Calmar completed the 1971 voyage year wifii no work related disabling injuries to crewmembers, bint the Pennmar also distinguished herself by having a lifetime accident frequency of only 5.7 per million man hours of exposure. The Pennmar also won the best ship award in 1967. In Calmar's Coastal Division, the SlU-manned Bethflor took the best ship award for her record of no work related disabling injuries during 255,144 exposure hours. The Bethflor has won the award in her division for the last three years. Capt. Malcolm Rowe, master of the Pennmar, receives safety award from Fred Sherman, vice president of Bethlehem Steel Corp., Marine Divi­ sion. Pictured are (from left) from Spencer Bom- August 1972 gardner, 2nd ojce; Carl Andre, chairman. Accident Prevention Committee; Elbert Thompson, chief en­ gineer; James Jervey, manager, intercoastal op­ erations; Capt. Rowe; Arthur Eich, port captain; Sherman; William Morris, SIU bosun; Herman Rohrs, and John Marshall, SIU steward. The ship's crewmembers were honored for their acci­ dent-free record in 1971. Page 5 �Baby Bonds Now Number 10,000 The ten thousandtli U.S. savings bond was awarded last month by the SIU to the newly bom daughter of 26-year-old Seafarer Jorge Salazar. Isabel Salazar, bom May 24, be- Baby 1 Joseph Cave Jr., the first recipient of an SIU savings bond for Sea­ farer's children, as he looked then, 20 years ago. came the baby number 10,000 to receive the $25 bond since the pro­ gram started 20 years ago in June of 1952. At that time, the first baby to re­ ceive the bond was Seafarer Joseph Cave's son bom Apr. 2, 1952. (Al­ though the benefit program began in June, 1952, it was made retro active to Apr. 1 of that year.) Joseph Cave, Jr. is now 20 years old, a high school graduate, and a worker in the automotive field near his home in Kenner,^ La. His father still sails in the deck department. Brother Cave Joined the union in 1941 in the Port of Houston. He was in Brooklyn union headquarters in 1952 when he heard about the birth benefit program which also included a $200 matemity check. "I was shook," Seafarer Cave said. "I was broke at the time and the money sure helped. It was hard to believe then that they'd give money for having a baby." He and his wife, Alice, also have a daughter, Karen, 7. Today the matemity benefit and savings bond have become a reg­ ular part of the many welfare bene­ fits offered by the union. In fact, the matemity benefit given to Seafarer Salazar and his wife was $300, a raise which went into effect in January of 1970. Brother Salazar is a recent mem­ ber of the union having joined in 1971 in the Port of New York. He sails in the steward department. Seafarer Salazar and his wife, Zoraida, live in Brooklyn, N.Y. and have one other child, Jorge, Jr. who was born in 1969. By B. Rocker The SIU is once again involved in the stmggle to protect and preserve the Public Health Service Hospitals. Each year, one or more of the hos­ pitals is threatened with being closed or transferred to community control. Senator Kennedy has introduced a bill, S.3858, to amend the Public Health Service Act, which would impose more stringent rules on the De­ partment of Health, Education and Welfare in any attempt to close the hospitals. The SIU supports the statement submitted by the Maritime Trades De­ partment to the Health Subcommittee of the Senate Labor and Public Welfare Committee. The statement supports S.3858, but recommends stronger language in the bill to make it clear that Congress, not HEW, has authority over the hospitals, and that HEW must give adequate notice to Congress before any action can be taken to transfer or close a hospital. Other recommendations to strengthen the bill include: • A list of requirements which HEW must meet before any hospital can be transferred; . • More clearly defined care of "beneficiaries" in the event that a PHS facility is transferred; • Provisions to modernize hospitals and expand them to provide better equipment, better care and research in new forms of medicine and disease control. Since the health care of seamen in the hospitals is so vital, the SIU is supporting S.3858 and carefully following progress of the bill. The amendment to require that 50 percent of imported oil be carried in U.S.-flag ships was strongly opposed in the Senate by the powerful oil lobby, and was voted down by the narrow margin of 33 to 41 (see story on Page 3). The SIU is encouraged by the support and interest we received in the face of this opposition, and we shall continue to work hard for a bill to guarantee American ships a fair share of the vital oil cargo. The House has passed the Senate version of the Merchant Marine Au­ thorization for fiscal year 1973 for $556,044,000 to cover construction differential subsidies, operating differential subsidies, research and develop­ ment funds and funds for the reserve fieet and the maritime academies. The bill also included an amendment to permit subsidized U.S.-fiag ships to operate foreign-to-foreign. This provides more flexibility and better markets for the ships, and therefore more job opportunities for seamen. Congress and Lawmaking (From time to time, we shall present information about Congress, its structure, and the legislative process, so that Seafarers may understand more about issues which concern them and what we are doing to promote those issues.) The U.S. Congress is unique among western democratic, legislative bodies. Most national legislatures work within a parliamentary system. In a parliamentary system, the chief executive (usually called the prime minister) is elected from the legislature. The president or monarch in such a system has formal powers, but de facto power is exercised by the prime minister. Cabinet members also are chosen from the legislature, and remain mem­ bers. The cabinet retains control over the ruling party, and authority is not divided among committees, as it is in our system. Our own government, on the other hand, invests authority in the Presi­ dent as chief of state and chief of government. Under the constitutional checks-and-balances concept. Congress is elected independently with a different set of leaders and different electoral bases. It is bicameral (two houses) whereas most other governments with a legislative system have taken power away from the upper house, leaving the real power concen­ trated in the lower house only. Baby 10,000 Isabel Salazar, sleeping in the arms of her mother, Zoraida, is the 10,000th child to be given a savings bond by the SIU under its program for new born children ot Page 6 members. Her father. Seafarer Jorge Salazar, accepts the bond from SIU welfare representative John Dwyer. Seafarers are urged to contribute to SPAD. It Is the way to have your voice heard and to keep your union effective in the fight for legislation to protect the security of every Seafarer and his family. ;I - J! �Labor Rejects Cargo Handling 'References Labor urged Congress to reject an Administration bill that would require tens of thousands of workers to re­ ceive government certificates of "good moral character" before they could work at designated docks, airports or other facilities where there is a "high risk" of cargo thefts. AFL-CIO Legislative Director An­ drew J. Biemiller wrote the House Ways & Means Committee that the "arbitrary" screening process proposed in the legislation would subject work­ ers "to the constant threat of job suspension or job loss for personal ac­ tivities that are totally unrelated to their employment." He gave the federation's endorse­ Stanley Gondzar "I got my Pumpman's endorse­ ment this week, and in a couple of weeks I'll take the test for Jimior Engineer. The program here at our Upgrading Center has made all this possible, and I for one really ap­ preciate it. This school not only benefits me, but it benefits the whole Union, and we should all be proud of it." ment to the detailed statement on the bill filed by the AFL-CIO Maritime Trades Dept., and to testimony pre­ sented by the Longshoremen. Louis Waldman, general counsel for the Longshoremen, charged that the bill "would vest in administrative offi­ cials awesome, virtually unrestricted life-or-death power over the economic livelihood of tens of thousands of workers, including longshoremen, sea­ men, teamsters and others whose nor­ mal work brings them to the piers, docks and waterfront terminals." Waldman's statement was endorsed at the committee hearing by the Wash­ ington representative of the unaffiliated Longshoremen's & Warehousemen's Union. Pipeline Wins First Round James Hart "I have found out since I came to the Upgrading Center that edu­ cation, that means upgrading, is not just for the younger members but for any age, and you don't get too old to learn. Everyone I have come into contact with here in Piney Point has been more than glad to help and encourage me, something I didn't quite expect." U.S. District Court Judge George L. Hart, Jr. has lifted the two-year ban on construction of the TransAlaska oil pipeline, thus clearing the way for the Interior Dept. to grant the permit sought by a group of oil companies. However, govenunent spokes­ men said that will not happen yet. Hart's decision clears the case for the U.S. Court of Appeals and, in Hart's words, "probably on to the Supreme Court where the final de­ cision will be made." Aleyska, the oil company con­ sortium, also announced that "work will not begin until all the legal issues are resolved." If built, the nearly 800-mile long pipeline will bisect Alaska and will carry oil from Prudhoe Bay on the North Slope to the ice-free port of Valdez in Southern Alaska where it will be loaded on tankers for ship­ ment to the West Coast. Money Due SIU Members The following Seafarers have checks due them for wages earned aboard the SS Jian in 1964. Each of these Seafarers should immediately contact the offices of Berenholtz, Kaplan & Heyman at 1845 Maryland National Bank Bldg., 10 Light St., Baltimore, Md., in person, by mail or by calling 301-539-6967, in order to obtain the amount due them. S. Simpson "The programs we have here in Piney Point offer the members of the SIU a chance to better their education and their career. We can get a high school diploma through the school's General Education Program, and we can get our en­ dorsements through the difffferent study courses at the Upgrading Center. It's a great opportunity, and I feel damn good to say I am an SIU member." Dyrel! Davis "Since my enrollment in the SIU program for upgrading, I have gained more insight into our Un­ ion's history and the efforts con­ centrated into the goal for a better life for Seafarers and their fam­ ilies. Being a relatively new mem­ ber of the SIU, the educational program here has awakened in me an understanding of what Union Labor really means. What makes me most proud is that the SIU offers various programs to help the Seafarer attain the highest educa­ tional and vocational status that he is capable of." August 1972 Richard S. Asmont Carmelo Attard Henry J. Broaders Claude A. Brown Edmond L. Cain, Jr. Douglas A. Clark Elmer C. Danner George Dakis James M. Davis Rudolph G. Dean Juan M. DeVela George Fossett Eugene C. Hoffman Charles J. Hooper Joseph Horahan Marshall V. Howton Francis X. Keelan George Kontos Allan E. Lewis James Lewis Peter Losado Benedicto Luna Armando Lupari Hazel L. McCleary Edward McGowan Gerald R. McLean Terral McRaney Peter J. Mistretta Murphy, Theodore Joseph J. Naurocki David Nelson Reginald Newbury George Papamongolis Jeremiah E. Roberts Arthur Rudnicki Leonard Russi George Schmidt Ray F. Schrum James D. Smith Ray Smith Bella Szupp Ilus S. Veach, Jr. Joseph Wagner Robert F. Wurzler Round 2 Preparations Begin (Continued from Page 3) strength and defense capability,"^ Beall declared. Senator Magnuson noted that the United States now stands 16th among the world's shipbuilding nations. He cited the fact that most other maritime nations protect import and export cargoes for their own fleets, while the United States permits 95 percent of its oceanborne, trade to be transported in foreign-flag vessels. To opponents' charges that other maritime nations would retaliate against the U.S. fleet if the govern­ ment reserved a share of our oil im­ ports for American-flag tankers, Mag­ nuson said: "Retaliation? Retaliation against What? They have been retaliating against us, these foreign countries. So let us talk about our own business for awhile." Page 7 �^• 1* i Piney Point Port Agent Gerry Brown looks on as members of the IBU Balloting Committee tally votes on the IBU Dues and Initiation Fee Referendum. Left to right are Willard White, Ed Myslinski, Frank Zimba, and Rudy Carey. •U Members of the SIUNA-affiliated Inland Boatmen's Union—tug and towboatmen who operate vessels on the Atlantic and Gulf Coasts and on the rivers—overwhelmingly approved a referendum in July increasing their quarterly dues to $43 and establishing a union initia­ tion fee of $500. Voting on the referendum was conducted by secret ballot in all IBU ports from Monday, July 17 through Saturday, July 22. The referen­ dum, proposed by the IBU Executive Board Resolution of June 5, 1972, provides for amendment of the present IBU Constitution to in­ clude the new dues and initiation fee. Effective as of July 1, 1972, the amendment to the IBU Constitu­ tion further provides that the increased dues rate shall be payable for the third quarter of 1972. The increased initiation fee applies to per­ sons who become members of the IBU on or after July 1, 1972, ex­ cept for those who have made part payment of their initiation fee prior to July 1, 1972. These men can pay the balance of their fee at the rate in effect prior to the proposed constitutional amendment, provided that the balance of the initiation fee due is paid before September 1, 1972. On these pages are some photos of IBU members voting on the referendum in various ports. St. Louis IBU balloting committee welcomes voting member Paul Griffith! standing at right. Committee members are, left to right, Newton B. Hahl, Don Elkin, and Glen Patton. Waiting for voting members are the balloting committee in the Port of New York. Left to right, Roger W. Gilderman, Woodrow Fuller and Jim Waters. In the Port of Houston, IBU members, left to right, Floyd Moore, Dennis Abshire, Paul Jenkins, Charlie Stuart and Robert L. Kieper, prepare to hand their . ballots to the port balloting committee seated at table. Committee members, left to right are, C. L. Jones, Mark Conrad and A. Guidry. �IBU member Joseph Mrozek, left, prepares to enter voting booth to fill out ballot during voting on referendums. Others in photo are, left to right. Early J. Rush, John Hamilton, Nelson, Hopkins, and Michael Jaski. Voting materials are prepared for shipment to headquarters after conclusion of IBU voting in Buffalo by, left to right. Art Miller, William Roach, Clif Miller, John Brennen, and John Scanlon. Counting the overwhelmingly favorable vote of the IBU membership are, left to right, LeRoy Jones, New Orleans; John Simpson, Norfolk; and Frank Millin, Chicago. IBU member William Snyder reaches the head of the voting line in balloting in Cleveland. Signing the roster sheet in IBU balloting in Norfolk is Milton J. Murden, while Harold E. McCoy, background, deposits his ballot. Committee members are, left to right, Cristobal Jesolva, Bruce E. Knight and George W. Bowden Jr. The open ballot box awaits IBU member Leo T. Suria, Sr., who signs roster sheet for committee members Gregory Bruno and Hinton Dickmeyer, seated, and Raymond Hughes, standing. August 1972 Page 9 �Standing Firm! 1 -I' f tfld issue of the Ipg I just realized that,; AI Kerr has passed on. It is a real te;^t that a > trade unitm man has gone from "was one of the : Always for the membership at all times; I can remember him during the war years when I shippni from the eastern seaboard. I persohalty send my regards to his loved cm». He willlong be remonbered in the eyes of the SIU membmsU^ s<Hne at us go from this worid, a troubled wor^i S^^ over there (m the other, shore there must be a; iflace^^l^ I. pewait of 'T- On Needed Editorial Comment Our brothers in the SIU of Canada have voted to wage an all-out fight against the use of foreign-flag ships in Canadian waters. Most of these ships are Canadian-owned and operating under flags of convenience. We know the problem that poses for the SIU of Canada, for it is one the U.S. members of our union have faced, and still face today. It is a problem of diminished job opportunities, and of the weakening of the national economy through the attrition of the home merchant fleet. I wish^ tb thank;th^^ Union fior ^>being so sjhnpathib my time of r There are so many people m to ; ihankr tlua^ |^^il|l^mrrow and ill jast say "We have fought for every gain we have made. Every improvement we now enjoy is a result of what the Canadian Sailor has struggled yea^s for. No one has given us anything, we fought our way inch by inch for every­ thing we have gotten. "And we will continue to do so in spite of phoney political promises that encourage 'Flags of Convenience Ships' to take the very bread out of the mouths of the members of this Union and their families." wtthoat you an done. Thank you i Mrs. h. H. PodMm pEomdoii, •' The Canadian Sailor, the newspaper of the SIU of Canada, has rightly labeled these vessels "pirate ships." They are the focal point of the SIU of Canada's fight, a fight they call "the Real Challenge of the 1970s." Challenges aren't new to our Canadian brothers. Their union fought off waterfront control by the Communisist in the late 1940s. And when man­ agement launched a union-busting attempt against them in the 1960s, they fought again and won. As their newspaper pointed out: "We didn't crumble when they tried on numerous occasions to crush us, and now in 1972 we enter a new era, an era of new and greater achieve­ ment and opportunity for the Canadian Sailor and his family. Farewell X would like to exj^ress my most smcere thanks to the Captain, officers ai^'^drew .of the Trimsindiana for the beautiful and moving way th<^ said "Good Bye" to meupon my retirement. . Please aco^ my gratitude will be with yoii at all times. ~ - "•fv4. f: ' ijix- -i- - as iraDsmaiaiia N-. - E#-? f wtmt to thank the SIU for the fiapby 20 yearn I si^^ L, with tk^m.-1 had to retire pa disabUity in March. his; .'m iK#"'. August 1972 Vo!ur-ie XXXIV, No. t •BAFAMW^LOO Time and again, Canadian Seafarers have demonstrated that any at­ tempt to weaken and destroy their union only results in increased solidarity by its membership and a strengthening of their determination to keep their union strong. Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and inland Waters District, AFL-CiO It is this characteristic of unity and militancy that points to another vic­ tory for the SIU of Canada in its current struggle to protect the jobs and security of the men who make up that proud organization. Gal Tanner, Executive Vice-President Earl Shepard, Vice-President Joe DIGIorgio, Secretary-Treasurer LIndsey Williams, Vice-President Al Tanner, Vice-President Robert Matthews, Vice-President As fellow Seafarers in the Brotherhood of the Sea, we reaffirm our support of their efforts to advance the cause and interest of Canadian seamen. t I"' Executive Board Paul Hall, Piesident Published monthly at 810 Rhode island Avenue N.E., Wash­ ington, D.C. 20018 by Seafarers international Union, Atlantic, Gulf, Lakes and inland Waters District, AFL-CiO 675 Fourth Avenue, Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Washington, D.C. . •I �Raphael Semmes in Hong Kong Gl Bill Benefits Raised by Senate The Senate voted unanimous ap­ proval of a labor-backed increase in education and job-training allowances for the current generation of vet­ erans. Its bill would increase the basic payment for a veteran with no de­ pendents attending an educational in­ stitution fulltime from the current level of $175 a month to $250, The Administration had proposed to increase the payment only to $190, and a bill passed by the House in March provided a $200-a-month al­ lowance. Every member of the Senate Vet­ erans Affairs Committee joined Chairman Vance Hartke (D-lnd.) in sponsoring the increase and no effort was made on the Senate floor to re­ duce the level of benefits. The AFL-CIO had testified to the need for the legislation at Senate hear­ ing. The federation's Executive Coun­ cil termed both the Administration proposal and the House bill inade­ quate. Goal of the legislation is to bring benefits for Vietnam-era veterans up to the level of the G.l. bill enacted for World War 11 vets, which also in­ cluded tuition and textbook allowances that must now be paid directly by the veteran. The Senate bill would raise the al­ lowance for a married veteran from $205 at present to $297 a month, and to $339 with one child plus an addi­ tional $21 for each additional de­ pendent. The allowance for single vet­ erans taking fulltime vocational re­ habilitation training would rise from $135 to $200, with proportionate in­ creases for dependents. Vets in ap­ proved on-the-job training or ap­ prenticeship programs would receive supplements of $160 a month—^up from the present $108 level. A new provision in the Senate bill would require government contrac­ tors and subcontractors to give em­ ployment preferences to Vietnam era veterans and to earlier veterans with service-connected disabilities if the veteran otherwise meets all of the qualifications for the job involved. The legislation also would authorize government-insured educational loans to veterans, add some safeguards against abuses by correspondence and vocational' training schools, extend a number of educational and job-train­ ing opportunities to dependents, and provide quicker payment of benefits. Unless the House accepts the Sen­ ate bill intact, a House-Senate con­ ference will be needed to reconcile differences between the two bills. With its mountains as a backdrop, the Port of Hong Kong makes an impressive sight for Seafarers. The Far Eastern port is frequently visited by SlU contracted ships such as the DO NOT BUY! L BARBER EQUIPMENT— Wahl Clipper Corp., pro­ ducers of home barber sets. (Int'l. Assoc. of Machinists and Aerospace Workers) AFL-CIO Executive Council Sets Presidential Endorsement Policy The AFL-CIO Executive Council in a special July meeting voted to refrain from endorsing any candi­ date for the office of President of the United States. The 35-member council, with three dissenting votes, issued the following statement: "Under the circumstances, the AFL-CIO will refrain from endors­ CIGARETTES—R. J. Reyn­ olds Tobacco Co.—Camels, Winston, Salem, Tempo, Brandon, Doral, and Cava­ lier. (Tobacco Workers Un­ ion) ing either candidate for the office of President of the United States. "Those circumstances call for the maximiun concentration of effort upon the election of senators and representatives whose records com­ mend them to the working people of America. "Affiliates are free, of course, to endorse and support any candidate of their choice." CLOTHING—-Reidbord Bros., Co., Siegal (H. 1. S. brand) suits and sports jackets, Kaynee boyswear, Richman Brothers men's clothing, Sewell suits. Wing shirts, Met­ ro Pants Co., and Diplomat Pajamas by Fortex Mfg. Co.; Judy Bond Blouses (Amal­ gamated Clothing). (Inter­ national Ladies Garment Workers Union) Hall Leads COPE Coordinating Unit SlU President Paul Hall was named chairman of a five-member AFL-CIO COPE committee to coordinate union activities in the House and Senate campaigns for the upcoming national elections. Serving with Hall on the COPE Co­ ordinating Committee are 1. W. Abel, president. United Steelworkers of America; George Hardy, president, Service Employees International Un­ ion; John Lyons, president Interna­ tional Association of Iron Workers, and Peter Bommarito, president. United Rubber Workers. CONTACT LENSES AND OPTICAL FRAME S—DalTex Optical Co. Dal-Tex owns a firm known as Terminal-Hudson. They op­ erate stores or dispense to consumers through Missouri State Optical Co.; Goldblatt Optical Services; King Op­ tical; Douglas Optical, and Mesa Optical; Lee Optical Co.; and Capitol Optical Co. SlU Arrivals Leslie O'Nein, born May 22, 1972, to Seafarer and Mrs. Johnny O'Neill, Caro­ lina, P.R. Lonnle Warren, Jr., born April 11, 1972, to Seafarer and Mrs. Lonnie D. Warren, Chesapeake, Va. Robin Bums, born May 11, 1972, to Seafarer and Mrs. Robert D. Biuns, Woodbury, N.J. Steven Vogel, born April 10, 1972, to Seafarer and Mrs. Joseph S. Vogel, Dor­ chester, Mass. Roger Hobbs, born Feb. 25, 1972, to Seafarer and Mrs. Bornie R. Hobbs, Prichard, Ala. Tamara Trow, bom June 6, 1972, to deceased Seafarer and Mrs. Robert E. Trow, Port Arthur, Tex. Thomas Vanyl, bom May 25, 1972, to Seafarer and Mrs. Thomas T. Vanyi, Flushing, N.Y. Brenda Bonafont, born Feb. 13, 1972, to Seafarer and Mrs. Luis Bonafont, Yabucoa, P.R. Jennifer Kent, born June 1, 1972, to Raphael Semmes which is seen here. This photo was taken by Seafarer L.O.D. Nielsen who sails in the deck department as an able seaman. Seafarer and Mrs. Elkin Kent, New Or­ leans, La. August Jackson, III, born May 22, 1972, to Seafarer and Mrs. August C. Jackson, Jr., New Orleans, La. 70122. Todd VanBrocklln, born May 19, 1972, to Seafarer and Mrs. Henry C. VanBrocklin, Elberta, Mich. John Davis, bom Mar. 29, 1972, to Seafarer and Mrs. Linwood A. Davis, Fernandina Beach, Fla. Jose DeLosSantos, born June 14, 1972, to Seafarer and Mrs. Jose A. De­ LosSantos, Baltimore, Md. Lawrence Taylor, born May 1, 1972, to Seafarer and Mrs. Lawrence R. Tay­ lor, Hammond, La. LeRoy Vlto, born May 13, 1972, to Seafarer and Mrs. Rosalis J. Vito, Sr., Houma, La. Verallz Morales, born Mar. 10, 1972, to Seafarer and Mrs. Andrew Morales, Barceloneta, P.R. Daniel Wentworth, born May 27, 1972, to Seafarer and Mrs. Arthur A. Wentworth, Jr., Rhinelander, Wise. COSMETICS—Shulton, Inc. (Old Spice, Nina Ricci, Desert Flower, Friendship Garden, Escapade, Vive le Bain, Man-Power, Burley, Com Silk and Jacqueline Cochran). (Glass Bottle Blowers Association) DINNERWARE^ M e t a 1 o X Manufacturing Co. (Int'l. Brotherhood of Pottery and Allied Workers) FILTERS, HUMIDIFIERS^ Research Products Corp. (Int'l. Assoc. of Machinists and Aerospace Workers) FURNITURE—^James Sterling Corp., White Furniture Co., Brown Furniture Co., (Unit­ ed Furniture Workers) LIQUORS—Stitzel-Weller Dis­ tilleries products—Old Fitz­ gerald, Cabin Still, Old Elk, W. L. Weller. (Distillery Workers) MEAT PRODUCTS—Poultry Packers, Inc. (Blue Star label products). (Amalga­ mated Meat Cutters and Butcher Workmen) Holly Farms Poultry Indus­ tries, Inc.; Blue Star Label products (Amalgamated Meat Cutters and Butcher Workmen) PRINTING—^Kingsport Press "World Book," "Childcraft." (Printing Pressmen, Typog­ raphers, Bookbinders, Ma­ chinists, Stereotypers, and Electrotypers) NEWSPAPERS—Los Angeles Herald-Examiner. (10 unions involved covering 2,000 workers) Britannica Junior Encyclo­ pedia (Int'l. Allied Printing Trades Assn.) RANGES—Magic C h e f. Pan Pacific Division. (Stove, Fur­ nace and Allied Appliance Workers) SHOES—Genesco Shoe Mfg. Co—^work shoes; Sentry, Cedar C3iest and Statler, men's shoes; Jarman, John­ son & Murphy, Crestworth (Boot and Shoe Workers) SPECIAL—All West Virginia camping and vacation spots, (Laborers) TOYS—^Fisher-Price toys (Doll & Toy Workers Union) Page 11 August 1972 '•, • '\ 0' �SlU ' Vacation Center :!• •% 1! The SIU Vacation Center in Piney Point, Md., is the place for you. The place to swim, the place to sail. To en­ joy all the comforts of a high-priced resort including spacious rooms, great food, and beautiful, well cared for grounds. And the price is right. If that kind of vacation interests you, fill in the coupon below and mail it. A happy, restful time awaits you at the SIU Vacation Center. •I Daily boat trips aboard one of the cruisers or sailboats are available at the SIU Vacation Center, and for retired Seafarer Thomas Olechowski and his wife Genevieve a sail on the waters of the Potomac River are an excellent way to relax. Brother Olechowski, who lives in New York, has been coming to Piney Point for the past three summers. "I try to make it down here as often as I can," he said, "because it's a place you can enjoy yourself with your own kind of people." -r Seafarer Frank Bona's family enjoyed the many facilities of the SIU Vacation Center in Piney Point while Frank was working. Some families come to the Vacation Center while the Seafarer is at sea to give the children the oppor­ tunity for clean air, sunshine and healthy activities. Mrs. Jean Bona relaxes at poolside with her daughter Kellie, and nephew Joey, who is the son of retired Seafarer Carlos Bona. Bike-riding is popular with nearly all the vacationers at the SIU Vacation Cen­ ter, and it's sometime a family affair. Seafarer Antonios Trikoglou, who sails as a Bosun, and his wife Carol, get ready to take twins Helen and Tina, and little Michele out for a ride around the grounds. Seafarers Vacation Center Harry Lundebei^ Sciiooi of Seamanship St. Maiy's County Piney Point, Maryland 20674 I am interested in availing myself of the opportunity of using the facilities of the Sea­ farers Vacation Center. First choice: From to Second choice: From to My party wOl consist of Mease send confirmation. adults and children. Signature Print Name Book Number Street Address aty Page 12 State ZIP Pat Rogers and his wife pay a visit to the Lundeberg Library during a quiet day at the SIU Vacation Center in Piney Point. The school's library and museum are popular attractions for seafarer vacationers. Seafarers Log �Worker Safety, Health Agency Ends First Year The Occupational Safety and Health Administra­ tion has now completed its first fiscal year. It reported that it had conducted 32,701 inspec­ tions in 29,505 establishments employing 5,987,206 workers in this first full year of operation. This sounds highly impressive as an answer to the deep and bitter criticism that has been voiced by organized labor in reviewing OSHA's operations during the year. Yet, the next sentence in the brief Legal Aid Following is a list of attorneys to whom Seafarers with legal problems may turn in various port cities. The Seafarer need not choose the recom­ mended attorneys, and this listing is intended for information purposes only. The initial list of recommended counsel throughout the United States is as follows: New York—Schulman, Abarbanel, McEvoy & Schlesinger 1250 Broaway, New York, N.Y. 10001 (212) 279-9200 Boston, Mass.—Patrick H. Harrington 56 N. Main Stret, Bennett Bldg. Fall River, Mass. (617) 676-8206 BaitiniOTe, Md.—Berenholdtz, Kaplan, Heyman, Engelman & Resnick 1845 Maryland National Bldg. Baltimore, Md. 21204 (301) Lex. 9-6967 Tampa, Fla.—^Hardee, Hamilton, Douglas & Sierra 101 East Kennedy Blvd. Tampa, Florida (813) 223-3991 Mobile, Ala.—Simon & Wood 1010 Van Antwerp Bldg. Mobile, Alabama (205) 4334904 report made by the Safety Administration holds a clue to thai very labor dissatisfaction. The OSHA press release continues: "George C. Guenther, Assistant Secretary of Labor for Occupational Safety and Health, said 7,418, or 25 percent of the establishments inspected in the period July 1-Jime 30, were found to be in compliance with job safety and health standards." It is the emphasis on that "25 percent" of the New Orleans, La.—Dodd, Hirsch, Barker & Meimier 711 Carondelet Bldg. New Orleans, La. (504) Ja. 2-7265 Houston, Texas—Combs & Areher Suite 1220, 811 Dallas St. Houston, Texas (713) 228-4455 Los Angeles, Cal.—Bodle, Fogle, Julber, Reinhardt & Rothschild 5900 Wilshire Blvd., Suite 2600 Los Angeles, Cal. (213) 937-6250 San Francisco, Cal.—Jennings, Gartland & Tilly World Trade Center San Francisco, California (415) Su. 1-1854 Seattle, Wash.—Vance, Davies, Roberts & Bettis 1411 Fourth Avenue Seattle, Wash. (206) Mu. 2-7784 Chk^o, ni.—^Katz & Friedman 7 South Dearborn Street Chicago, 111. (312) An. 3-6330 Detroit, Mich.—Victor G. Hanson 15929 West Seven Mile Road Detroit, Mich. (313) Ver. 7-4742 St I<oais, Mo.—Gruenberg & Souders 721 Olive St. St. Louis, Missouri (314) Central 1-7440 establishments with a clean slate, rather than the 75 percent that were not, that sticks in labor's craw. It holds the key to the pfofund difference in the ap­ proach of organized later and that of OSHA to the job of safeguarding workers' very lives and safety. It is not the first time that OSHA has used this way of reporting the outcome of its inspections. Its previous reports have used this same complaisant approach to its jobs consistently. Yet, the story is NOT the 25 percent that are safe; but the stoiy of the 75 percent that are not. Only recently later spokesmen have complained to Congress that OSHA has not shown the zeal in pushing its job of making the workplace safe as diligently as it should. The viewpoint of organized labor is that the 25 to 75 percent ratio shall be turned aroimd; that the emphasis and challenging concern of OSHA should be placed on the 75 percent of workplaces that are unsafe rather than the 25 percent that are. Again, the OSHA Public Relations Department has an unusual propensity for carrying stories on the Commission's failure to make its charges against industry stick. "A Tennessee wholesale paper distributor has successfully defended itselft against a Later Depart­ ment allegation involving truck repair work in vio­ lation of job safety standards" in which a worker was killed, is one of OSHA's latest releases. Aside from a ludicrous proposed $600 penalty against the company, it turned out that it was all the work­ er's fault and the company was exculpated. Here again, the emphasis of OSHA is on industry rather than on the dead worker—on a sympathetic approach to the employer's problems rather than on a no-nonsense determination to cut down on acci­ dents and dangerous working conditions. The broad lines of the later viewpoint can be spelled out very simply. • OSHA's standards of health and safety are not strict enough. A notable example is its standards in the asbestos industry, the first of its environmental standards. Later has charged that the standard is so week that it "may license the risk of death from asbestos-related cancer among thousands of exposed workers." • OSHA's conception of the funds that are needed to do its job right is far too limited. "More Inspectors, More Money Needed to Implement Job Health, Safety Law" is the headline over an analy­ sis made by the Teamsters. Know Your Rights V. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agree­ ments. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expen­ ditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund finan­ cial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of thesb contracts are posted and available in ail Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Earl Shcpard, Chairman, Seafarers Appeals Board 275-20tb Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. August 1972 CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SRI port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employ­ ers. Consequently, no Seafarer may be discriminated against because of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION—SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, social and economic interests of Sea­ farer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD. supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial repris£d, or threat of such conduct, or as a condition of membership in the Union or of employment. If a contribution is made by reason the above improper conduct, notify the Seafarers Un­ ion or SPAD by certified mail within 30 days of the con­ tribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of Bie above rights have been violated, or that he has been denied his constitu­ tional right of access to Union records or information, he should immediately notify SIU President Paul Hall at head­ quarters by certified mail, return receipt requested. Page 13 �Steel Voyager: Strong Lady of the Sea If the number of miles logged by SIU crews aboard the Steel Voyager were ever added up, they would surely be enough to put her in line for the record among veteran SlU-contracted vessels. The Steel Voyager has been sailing under the SIU banner since the General Strike of 1946, and she's been a home away from home for many a "first tripper" Md "oldtimer" alike down through the years. She also come through with a scratch or a bump or two on other voyages during her days, so when her propeller ran afoul of a submerged obstacle on her most recent voyage from Hawaii this month—the old lady took it in her stride and went on with business as usual to complete her voyage safely to the Port of New York. Seafarer John Abrams (left, foreground) and Robert Campbell (right) are re­ plenishing emergency stores for one of the lifeboats aboard the Steel Voyager. Standing in lifeboat in background are Seafarers J. Polsney (left) and Steve Digirobmo. A trio of Seafarers, members of the crew of the Steel Voyager, pause a mo­ ment in the performance of their duties aboard the SlU-contracted ship. Looking somewhat like the fins of an angry shark, the bent propeller blades on the Steel Voyager resulted from a run-in with a submerged obstacle. A short stopover in the shipyard put propeller in shipshape condition again. All hands turned to for a full discussion of union matters during payoff aboard the Steel Voyager after voyage. • Page 14 Silhouetted in a passageway, a Seafarer makes ready to do a long day's work aboard the Steel Voyager. Seafarers Log �Digest of SlU f LA SALLE (Waterman), June 13— Chairman None; Secretary Mario Canalejo, Sr.; Deck Delegate Guildford R. Scott; Engine Delegate Earl W. Clark. No disputed OT. Vote of thanks to the steward department for a job well done. TRENTON (Sea-Land), June 4— Chairman James- Shortell; Secretary Gus Skendelas; Deck Delegate Gerald R. Draney; Engine Delegate Joe Kofdich; Steward Delegate Hallis Huff. No beefs. Everything is running smoothly. $37 in ship's fund. STEEL APPRENTICE (Isthmian), May 14—Chairman F. R. Charneco; Secretary P. .P. Lopez; Deck Delegate F. Durham; Engine Delegate M. Havens; Steward Delegate J. Simpson. $5 in ship's fund. Some disputed OT in engine and deck departments. Vote of thanks to steward department for job well done. SPITFIRE (American Bulk), May 21—Chairman-Walter Butterton; Secre­ tary M. Deloatch. $8 in ship's fund. No beefs. Everything running smoothly. Vote of thanks to steward department. TAMPA (Sea-Land), May 28—Chair­ man C. James; Secretary J. Delise; Deck Delegate S. Hernandez; Engine Delegate A. O. Castelo. $3 in ship's fund. Dis­ puted OT in steward department. In general everything going well. ROBERT E. LEE (Waterman), May 7—Chairman C. Wess; Secretary F. Kustura. $38 in ship's fund. Some dis­ puted OT each department. Vote of thanks to the steward department. SEATRAIN CAROLINA (Hudson Waterways), June 4—Chairman B. Edelmon; Secretary W. Sink; Deck Delegate Eugene O. Conrad; Engine Delegate Calvin L. Roulerson; Steward Delegate J. Engers. $100 in ship's fund. Some disputed OT, engine and steward de­ partments. Vote of thanks to the stew­ ard department. August 1972 RAPHAEL SEMMES (Sea-Land), July 2—Chairman B. Mignano; Secre­ tary Duke Hall. No beefs, no disputed OT. YELLOWSTONE (Ogden Marine), Mar. 12—Chairman Danny Merrill; Secretary W. G. Williams; Deck Dele­ gate O. H. Dowd; Engine Delegate C. D. Berry; Steward Delegate J. H. Naylor. $14 in ship's fund. No beefs. Every­ thing running smoothly. Thanks to steward department for job well done. ROBERT E. LEE (Waterman), May 28—Chairman C. Webb; Secretary F. Kustura; Deck Delegate Monte R. Pereira; Engine Delegate H. J. Romero. $8 in ship's fund. Disputed OT in each department. Vote of thanks to the stew­ ard department. TAMPA (Sea-Land), June 11—Chair­ man C. James; Secretary J. Delise; Deck Delegate S. Hernandez; Engine Dele­ gate A. Castelo. $3 in ship's fund. Everything running smoothly. Some dis­ puted OT in the deck and engine de­ partments. OVERSEAS ALICE (Maritime Over­ seas), June 4—Chairman R. Newell; Secretary F. Costan^; Deck Delegate R. Foster; Engine Delegate F. E. Per­ kins; Steward Delegate H. Long. $13 in ship's fund. Everything is running smoothly with no. beefs. Special vote of thanks' to the steward department for extra goodies. TRANSIDAHO (Hudson Water­ ways), June 12—Chairman Frank Gaspar; Secretary Aussie Shrimpton. $165 in ship's fund. Some disputed OT in deck department. SEATRAIN CAROLINA (Hudson Waterways), June 4—Chairman B. Edelmon; Secretary W. Sink; Deck Delegate Eugene O. Conrad; Engine Delegate Calvin L. Paulersbn; Steward Delegate J. Engers. $100 in ship's fund. Some disputed OT in engine and steward de­ Ships Meetings partments. Vote of thanks to the steward department for a job well done. SAN PEDRO (Sea-Land), June 4— Chairman George King; Secretary Ray H. Casanova. Some disputed OT in en­ gine department. Vote of thanks to the steward department. VANTAGE HORIZON (Vancor), June 11—Chairman Bobby L. Trosclair; Secretary James Temple; Deck Delegate Robert Brooks; Engine Delegate Thomas R. Reading; Steward Delegate H. Koppersmith. Everything running smoothly, no beefs. Vote of thanks to the steward department and to the 4-8 watch for a job well done. MONTICELLO VICTORY (Victory Carriers), June 11—Chairman James R. Colson; Secretary D. P. Mason; Deck Delegate James M. Bolen; Engine Dele­ gate R. Orse; Steward Delegate J. Effinger. Ship being cleaned up and everythig running smoothly. Vote of thanks to the steward department. YORKMAR (Calmar), 'May 29— Chairman Antieno Antonius; Secretary Johnny W. Givens; Deck Delegate S. Furtado; Engine Delegate W. M. Teffner; Steward Delegate Marion P. Kaminski. Everything running smoothly. YORKMAR (Calmar), June 18— Chairman Anteino Antenius; Secretary Johnny W. Givens; Deck Delegate Sabster Furtado; Engine Delegate W. M. Teffner; Steward Delegate Marion P. Kaminski. Everything is running smoothly. Vote of thanks to steward department for job well done. CHICAGO (Sea-Land), June 4— Chairman Dan Buts; Secretary W. J. Davis. $19 in ship's fund. No beefs re­ ported. Vote of thanks to the steward department. ROSE CITY (Sea-Land), Mar. 26— Chairman J. Pulliam, Jr.; Secretary R. Barker; Deck Delegate J. Williamson; Engine Delggate H. Miller; Steward Delegate J. Clarke. $38 in ship's fund. No beefs. PITTSBURGH (Sea-Land), Apr. 30— Chairman A. Ringuette; Secretary S. W. McDonald; Deck Delegate A. Hickey; Engine Delegate T. Owen; Steward Delegate H. Downey. $58 in ship's fund. No beefs reported. SEATRAIN GEORGIA (Seatrain), Apr. 30—Chairman C. B. Pickle; Secre­ tary J. Krause; Engine Delegate Joseph M. Daly; Steward Delegate Russell E. Taylor. $139 in movie fund. Some dis­ puted OT in engine department. Good trip with no beefs. STEEL APPRENTICE (Isthmian), Apr. 30—Chairman F. R. Charneco; Secretary P. O. Lopez; Deck Delegate F. Durham; Engine Delegate M. Havens; Steward Delegate J. Simpson. $5 in ship's fund. Some disputed OT in deck and engine departments. Patrol­ man to be contacted regarding dirty wash water tanks. OVERSEAS PROGRESS (Maritime Overseas), May 14—Chairman R. Darville; Secretary J. Prestwood. Some dis­ puted OT in each department to be taken up with patrolman. Motion made to have air conditioning unit installed in ship's hospital. OVERSEAS ALICE (Maritime Over-^ seas), May 7—Chairman Richard New­ ell; Secretary Frank Costango; Deck Delegate David P. Rivers; Engine Dele­ gate F. E. Perkins; Steward Delegate Harry Long. $37 in ship's fund. SEATRAIN LOUSIANA (Seatrain), May 21—Chairman A. Vilanova; Secre­ tary G. M. Wright. $40 in ship's fund. Some disputed OT in deck department. Thanks to the steward for getting radio. TAMPA (Sea-Land), June 4—Chair­ man C. James; Secretary J. Delise; Deck Delegate S. Hernandez; Engine Delegate A. Bastelo. $3 in ship's fund. Some dis­ puted OT, deck and engine departments. Page 15 �40 Senators Favor U.S. Oil Carriage Oil Carriage Bill: The Battle Resumes Legislation that would require that at least half of all U.S. petroleum im­ ports be carried aboard Americanflag tankers is of enormous im­ portance to Seafarers. And it be important for decades to come. Because such legislation could ulti­ mately provide thousands of secure jobs for the men who would man and build the hundreds of tankers that would be required. That is a major reascm why the SIU fought hard in the battle to gain passage of the measure that lost by a narrow 41-to-33 margin in the Senate. And that is why the union will be back to fight again with the openin 3 of the 93rd Session of Congress in January. primarily on two arguments—^first, that shipping petroleum on Americanflag tankers would increase the price of oil and oil products to the con­ sumer, and second, that by restrict­ ing a certain portion of the oil import trade to U.S.-flag vessels, the nation would be inviting retaliation from foreign nations. The SIU and the MTD countered by noting that the giant oil companies bring petroleum to our shores at a cost that is generally $1 a barrel less than the cost of domestic oil. Yet they charge consumers the domestic price for the foreign oil and pocket the difference. The battle lines were drawn during the first hearings before the House Committee. Under the current oil-import pricing structiu-e, the additional cost of ship­ ping half of our oil imports American would be about 10 cents a barrel—and that cost could easily be absorbed in the price that the consumer now pays for foreign petroleum. The SIU, the AFL-CIO Maritime Trades Department and others favor­ ing the bill argued that: Proponents of the bill rapped the "retaliation'^ charge as being equally phoney. • The nation is facing a severe energy crisis. By 1985 our country, which until recent years was totally capable of meeting its own petrolemn needs, would find itself forced to im­ port from overseas sources 60 percent of our required oil supplies. The huge oil consortiiuns—^though American owned in nearly all cases— operate a major share of the foreignflag tanker fleet that now has a virtual monopoly on om oil imports. In addi­ tion, fully 95 percent of all American imports and exports are transported by foreign-flag ships, while other major maritime nations protect 30 percent and more of their home trade for their own fleets. • While the United States could not change the fact that foreign pow­ ers would control the source of vitally needed petroleum, we could remove our current dependence upon foreignflag ships to transport that fuel. • By requiring that at least half of all imports be carried by Americanflag ships, the Congress would be stren^hening the nation's security position by guaranteeing the develop­ ment of a fleet of tankers capable of providing an uninterrupted flow of energy fuels. • This, in turn, would create a boom in the shipbuilding and ship operating industries, with more than 100,000 jobs being opened. • By utilizing ships built by Ameri­ cans, operated by Americans and manned by Americans, we would be providing a tremendous boost for our long-suffering balance-of-payments position in world trade. The billions of dollars that would be invested in the tanker fleet—if not spent for American-flag tankers—would have to be invested in foreign operations, placing a large additional burden on our precarious balance-of-payments situation. As the bill progressed through the legislative channels, the opposition— led by the oil lobby superpower— moved into high gear. Their challenge to the bill was based These facts could lead only to the conclusion that since our maritime in­ dustry in the foreign trade is already dominated by foreign powers, there was little they could do to retaliate. Indeed, testimony before the hear­ ings in both the House and the Sen­ ate Committees showed that the oil lobby's principal interest was not in America's security, but in protecting their own foreign-flag nmaway fleets from American-flag competition. The measure was amended in the Senate and on the Senate floor during debate to reduce the anxieties of some Congressmen, particularly those from the foreign-oil dependent New England states. Oil imported for certain specific uses, including home-heating crude, were among the exemptions worked out. It is likely that many of the same arguments will be presented again when the bill is introduced in the 93rd Session of Congress. And the SIU will be among those in the front ranks working to persuade the Congress that the best interests of the nation, its economy and its workers will be served with passage of the bill. The SIU had the support of 40 United States Senators in the crucial vote on a measure to require that at least 50 percent of certain oil im­ ports be carried by American-flag tankers. Of those favoring the bill, 33 voted "yes," while seven more were "paired" for the measure but, did not actually cast a vote. The measure lost by a narrow 41-to-33 vote. These are the Senators who favored the SIU position: Voting For James B. Allen (D-La.) J. Glenn Beall (R-Md.) Wallace F. Bennett (R-Utah) Alan Bible (D-Nev.) Harry F. Byrd, Jr. a-Va.) Robert C. Byrd (D-W.Va.) Howard W. Cannon (D-Nev.) Qifford P. Case (R-N.J.) Lawton M. Chiles, Jr. (D-Fla.) Alan Cranston (D-Calif.) Robert J. Dole (R-Kan.) Sam J. Ervin (D-N.Car.) Mike Gravel (D-Alaska) Edward J. Gurney (R-Fla.) Philip A. Hart (D-Mich.) Vance Hartke (D-Ind.) Mark O. Hatfield (R-Oic.) Ernest F. HoUings (D-S.Car.) Harold E. Hughes (D-Iowa) Henry M. Jackson (D-Wash.) Russell B. Long (D-La.) Warren G. Magnuson (D-Wash.) Charles McC Mathias (R-Md.) Lee Metcalf (D-Mont.) Joseph M. Montoya (D-N.Mex.) Frank E. Moss (D-Utah) Robert W. Packwood (R-Ore.) Richard S. Schweiker (R-Pa.) John J. Sparkman (D-Ala.) William B. Spong, Jr. (D-Va.) Stuart Symington (D-Mo.) Strom Thurmond (R-S.Car.) Paired For Allen J. Ellender (D-La.) Daniel K. Inouye (D-Ha.) Thomas F. Eagleton (D-Mo.) Hubert H. Humphrey (D-Minn.) George McGovem (D-S.Dak.) Frank Church (D-Idaho) Howard H. Baker, Jr. (D-Tenn.) • Opposition's Target Is US.-Fiag Fleet Primary opposition to the SIUsupported measure to require that at least 50 percent of America's oil im­ ports be carried by U.S.-flag vessels came from the powerful and experi­ enced oil lobby. As a group, organizations that make up the oil lobby have historically been against the revitalization of the Amer­ ican-flag merchant marine. And they have been the chief supporters of poli­ cies that protect the "runaway" tanker fleet that is owned by Americans, but flies foreign flags in order to avoid U.S. taxes, wages and safety standards. Among the organizations that app>eared before Congressional commit­ tees in opposition to the measure to transport at least half of our oil im­ ports on American-flag ships were: The American Committee for Fk^ of Necessity: This is the organization of the "runaway" fleet. And it is the organization dominated by the giants of the American oil industry. The organization, which represents the operators of hundreds of tankers flying the flags of Liberia, Honduras and Panama, raised the spectre of "re­ taliation." Its representatives said that is the U.S. government decided to re­ vitalize and protect its tanker fleet by restricting a fair share of American oil imports for its carriage, other mari­ time nations would restrict their trade to their own vessels. The fact is that most other nations do reserve for their own fleets massive amounts of their own imports and ex­ ports, while 95 percent of all Ameri­ can oceanbome trade is now trans­ ported by foreign-flag ships. What the A^ierican Committee for Flags of Necessity truly wants to protect is the right of the "runaway" fleet to eco­ nomically strange the American Merchant Marine so that their own foreign-flag ships can continue to operate without paying American taxes, employing American seamen or abiding by American safety standards. The Committee European Na* tional Shipowners: This organization, dominated by the operators of mer­ chant fleets of the world's major ship­ ping nations—Greece, Japan, the Netherlands, Norway, Sweden, Great Britain, Belgiuf, Denmark, Findland and France among them—has consist­ ently been in the front ranks of those who would destroy the American Merchant Marine. Their representatives testified against the U.S. Cargo Preference Act and against the Merchant Marine Act of 1970. Their dedication is to knocking the U.S.-flag fleet out of business, and making our nation 'completely be­ holden to foreign-flag operators for both service and the cost of that service. The Committee for a Natimial IVade Policy: American multinational corpor­ ations dominate the organization. Of the 25 corporations represented on its Board of Directors, 18 are from U.S. multinational conglomerates who have stripped industry from American and plac^ it in low-wage countries, while at the same time retaining their U.S. marketing structure. The cost to the U.S. economy has been enormous and includes the ex­ portation of at least 900,000 jobs. �Labor Solidly Backs U.S. Fleet's Cause V ' 11 SIU's friends in the trade union movement provided solid supfSS'for Seafarers in their effort to gain pas­ sage of legislation to require that at least half of certain oil imports be carried by American-flag tankers. The AFl^CIO Maritime Trades Department, along with the AFL-CIO Legislative Department, spearheaded the drive on Capitol Hill. SIU and MTD President Paul Hall thanked the heads of the union orga­ nizations that actively supported the measure, noting that the bill "would have required an extensive shipbuild­ ing program with consequent benefits in terms of jobs, national security and the total economy." "As you know," he wrote, "the measure was narrowly defeated in the Senate and because of your efforts (the vote) was much closer than otherwise would have been the case. "Of course we are disappointed," he added, "but we are not disheart­ ened because as a result of our joint efforts we have established a good solid basis for resumption of this im­ portant fight in the next session of Congress. The support given to us by your organization and others which joined us in this campaign provided a most encouraging . example of what can be accomplished against great odds when we give our best effort together for the benefit of the total labor movement." Hall said similar legislation will be sought in the next session and the continued support of the labor groups "can only lead to ultimate vic­ tory." The union organizations that ac­ tively supported the oil carriage amendment included: Flight Engineers' International Association American Postal Workers Union American Radio Association Transport Workers Union of America Bricklayers, Masons and Plasterers International Union Insurance Workers International Union International Brotherhood of Teamsters, Chauffeurs, Ware­ housemen and helpers of Amer­ ica International Chemical Workers Union International Association of Bridge, Structural and Orna­ mental Iron Workers Office and Professional Employees International Union Brotherhood of Railway, Airline and Steamship Clerks, Freight Handlers, Express and Station Employees International Brotherhood of Fire­ men and Oilers Boot and Shoe Workers' Union Service Employees International Union American Fedatroi n of State, American Federation of State, County and Municipal Employees Allied Industrial Workers of America, International Union International Association of Heat and Frost Insulator sand Asbes­ tos Workers The Jonmeymen Barbers, Hair­ dressers and Cosmetologists' International Union of America Hotel and Restaurant Employees and Bartenders in emational Union Distillery, Rectifying, Wine and Allied Workers International Union of America International Longshoremen's Association International Brotherhood of Pottery and Allied Workers International Union of Wood, Wire and Metal Lathers Air Line Pilots Association Laborers' International Union of North America International Printing Pressmen's and Assistants' Union of North America Industrial Union of Marine and Shipbuilding Workers of America Amalgamated Transit Union American Federation of Government Employees International Molders and Allied Workers Union Brotherhood of Sleeping Car Porters International Union of Electrical, Radio and Machine Workers Local No. 284 Laundry Workers, Cleaners and Dyers Union Sheet Metal Workers International Association International Union of Operating Engineers United Transportation Union Retails Clerks International Association Local No. 18, Industrial Union of Marine an Shipbuilding Workers of America United Association of Journeymen and Apprentices of the Plumbing and Pipe Fitting Industry of the United States and Canada Glass Bottle Blowers' Association The American Railway Supervisors Association International Brotherhood of Painters and Allied Trades International Brotherhood of Bookbinders American Federation of Technical Engineers International Brotherhood of Boilermakers, Iron Ship Build­ ers, Blacksmiths, Forgers and Helpers International Association of Fire Fighters International Association of Machinists and Aerospace Workers International Jewelry Workers Union American Federation of Teachers United Telegraph Workers Brotherhood of Maintenance of Way Employees United Rubber, Cork, Linoleum and Plastic Workers of America International Brotherhood of Electric Workers Local 733, International Brother­ hood of Electrical Workers International Ladies' Garment Workers Union •• B As citizens and workers. Sea­ farers have the right and the re­ sponsibility to participate in the political processes of this nation. This is especially important to Seafarers because activities at the legislative and administrative lev­ els of government affect every Seafarer and his family every day of his working life. Because seafaring is a fed­ erally regulated occupation, prog­ ress must come through laws adopted by the Congress and favorable action by the Executive Branch of the government. Seafarers political participation is important every day. It is es­ pecially important right now. We must pay constant attention to the security of Seafarers in the areas affected by legislation and executive action. We must main­ tain our union's continuing ef­ forts: • To win approval of legisla­ tion requiring that a per­ centage of U.S. oil imports be carried in American-flag ships. To win passage of legisla­ tion that will close the Vir­ gin Islands' loophole in . the Jones Act which robs Sea­ farers of employment oppor­ tunities. Equally important is the ur­ gency of continuing the fight to keep open the U.S. Public Health Service Hospitals. These are but samples of the vast range of activities in which we must be engaged constantly to protect the security and employmen of Seafarers. Seafarers know that no one will do their fighting for them. Their achievements can only be accomplished by their own efforts through the instrument of their union. One effective way in which Seafarers protect their interest and win the fights that are essen­ tial to their well-being is through the voluntary contributions made to the Seafarers Political Activity Donation (SPAD). Seafarers are urged to keep their voice loud and clear in this important area of union activity by contributing to SPAD. �an actIve Located on the Patapsco River, just over 12 miles north of Chesapeake Bay, the Port of Baltimore is one of the busiest in America. Along the 45 miles of deepwater frontage, ships in the Port of Baltimore carry their car­ goes to and from cities all over the world. Just a sampling of the many prod­ ucts shipped through the Port of Bal­ timore show how varied it is: coal, lumber, soy beans, fertilizer, iron and steel manufactures, glass products, chrome ore, sugar, bananas, crude rubber and molasses. The SlU maintains an active office In the Port of Baltimore to keep pace \wlth the deeds of members. In photo at top Seafarer Frank Allen applies for a vacation and Is aided by Patrolman Ed Smith. At bottom, Seafarer William Sears settles some problems during payoff. Page 18 One of the main docking areas in the port is at Sparrows Point where the Bethlehem Steel Company operates its huge steel producing plant. At the Sparrows Point yard recently —on a day that felt more like late fall than early summer — the SlU-contracted Portmar returned from her 50day voyage to the West Coast. The Portmar, which was formerly known as the General T. H. Bliss, was completely rebuilt in 1965 at the Bethlehem Steel Key Highway Repair Yard in Baltimore. Owned by Calmar Steamship Corporation, she makes regular runs to the West Coast carry­ ing steel over and bringing lumber back. On her way to the West Coast, the 500-foot-long Portmar passes through the Panama Canal and makes her first stop in Long Beach, Calif. She then goes on to Port Richmond, Calif., and either Portland, Ore. or Seattle, Wash. Returning to the east, the 15,000 deadweight ton ship calls at about 25 lumber ports before getting into At­ lantic waters and the Port of Balti­ more once again. Seafarer Vincent CIprlano checks the engines aboard the SlU-contracted Portmar during a recent stopover In the bustling Port of Baltimore. Seafarers Log i �ft •' '> • • -- r. r!. - . "^0 •••'•"^ "'V"*' ••• -• : 4':--. : •" Seafarer Paul Garland, chief cook aboasd the Portmar, slices into a ham for the crew's noonday meal and at bottom, Seafarer Harry Schockney is surrounded by a welter of pipes below decks. August 1972 Seafarer Ray Crawford ties off a deck rope on the Portmar as the sleek prow of the Portmar, bottom, pulls next to one of the many piers that service the great Port of Baltimore. Page 19 �ANNUALJiEPORT Part IV Part IV data for trust or other separately maintained fund are to he completed for a plan involving a trust or other separately maintained fund. It also is to be completed for a plan which: (1) Has incurred expenses other than: (a) Payments for unfunded benefits or (b) Insurance or annuity premiums or subscription charges paid to an insur­ ance carrier or service or other organization; or (2) Has assets other than: (a) Insurance or aimuity contracts or (b) Contributions in the process of payment or collection. For flie fiscal year ended Novemba- 30, 1971 Part IV—Section A Statement of Assets and Liabilities Seafarers Welfare Plan File No. WP-59298 As of November 30, 1971 SEAFARERS WELFARE FUND 275 20th Street, Brooklyn, New York 11215 to the SUPERINTENDENT OF INSURANCE of the STATE OF NEW YORK ASSETS^ The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily ahlweviated. For a more comprehensive treatment, refer to the Annual Statement, copies of which may be inspected at the office of the fund, or at the New York State Insur­ ance Department, 55 John Street, New York, New York 10038. STATEMENT OF CHANGES IN FUND BALANCE (RESERVE FOR FUTURE BENEFITS) ADDITIONS TO FUND BALANCE Item 1. Contributions: (Exclude amounts entered in $3,405,591.13 Item 2) (a) Employer (Schedule 1) Employee (c) Other (Specify) (d) Total Contributions 2. Dividends and Experience Rating Refunds from Insurance Companies 3. Investment Income: i (a) Interest 135,811.79 ^) Dividends 38,843.76 (c) Rents 1,871.04 (d) Other (Specify) (e) Total Income from Investments 4. Profit on disposal of investments 5. Increase by adjustment in asset values of invest­ ments 6. Other Additions: (Itemize) (a) See attachment 294,464.44 (b) Clinic services rendered to participating groups 265,056.01 (c) Total Other Additions 7. Total Additions $3,405,591.13 Item 1. Cash 2. Receivables: a. Contributions: (See Item 18) (1) Employer (2) Other (Specify) b. Dividends or experience rating refunds c. Other (Specify) (See attachment) 3. Investments: (Other than real estate) a. Bank deposits at interest and deposits or shares in savings and loan associations .... b. Stocks: (1) Preferred (2) Common c. Bonds and debentures: (1) Government obligations: (a) Federal (b) State and municipal (2) Foreign government obligations (3) Nongovernment obligations d. Common Trusts: (1) (Identify) (2) (Identify) e. Subsidiary organizations (See Instructions).. (Identify and indicate percentage of owner­ ship by this Plan in the subsidiary) (1) See attachment % 100 (2) 176,526.59 922,057.22 559,520.45 $5,063,695.39 $ —03,779,940.40 1,716,836.07 478,447.66 1,476,102.09 , 678,503.50 RECONCILEMENT OF FUND BALANCE 17. Fund Balance (Reserve for Future Benefits at Beginning of Year) 18. Total Additions During Year (Item 7) $5,063,695.39 19. Total Deductions During Year (Item 16) 8,369,327.13 20. Total Net Increase (Decrease) 21. Fund Balance (Reserve for Future Benefits) at end of Year (Item 14, Statement of Assets and Liabilities) See attachment Page 20 $3,758,863.38 (3,305,631.74) $ 453,231.64 68,306.12 141,944.59 52,529.44 5,808.71 948,123.27 1,931,731.25 160,300.00 9. 10. 11. 12. 13. 14. 15. 160,300.00 V-. LIABILITIES Insurance and annuity premiums payable Unpaid claims (Not covered by insurance) Accounts payable (See attachment) Accrued expenses Other liabilities (Specify) See attachment Reserve for future benefits Total Liabilities and Reserves 1,777,753.80 795,675.09 $3,356,481.46 2,192,605.96 2,890,586.54 31,221.28 3,758,863.38 $5,982,690.62 12,663.28 453,231.64 $3,356,481.46 > The assets listed in this statement must be valued on the basis regularly used In valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued at their aggregrate cost or present value, whichever is lower, if such a statement is not so re­ quired to be filed with the U.S. Treasury Department. SEAFARERS WELFARE FUND Attachment to 1971 New York State Insurance Department Annual Statement Year Ended November 30, 1971 Page 6—Item 6—Other Additions Restaurant sales Equipment rentals Miscellaneous income Reimbursement of prior years' expenses attribu­ table to the Seafarers Pension Fund in con­ nection with: Collection fees and expenses Special Services Department Page 6—Item 12d—Fees and Commissions Total fees paid Less charged to Wage Insurance ProgramEscrow account 239,497.41 $8,369,327.13 End of Reporting Year $ 444,204.75 4. Real estate loans and mortgages 5. Loans and Notes Receivable: (Other than real estate) a. Secured 1,790,050.94 b. Unsecured 6. Real Estate: a. Operated b. Other real estate 7. Other Assets: a. Accrued income b. Prepaid expenses c. Other (Specify) See attachment 537,724.05 8. Total Assets $5,982,690.62 DEDUCTIONS FROM FUND BALANCE 8. Insurance and Annuity Premiums to Insurance Carriers and to Service Organizations (In­ cluding Prepaid Medical Plans) 9. Benefits Provided Directly by the Trust or Sepa­ rately Maintained Fund 10. Payments to an Organization Maintained by the Plan for the Purpose of Providing Benefits to Participants (Attach latest operating state­ ment of the Organization showing detail of administrative expenses, supplies, fee, etc.).... / 11. Payments or Contract Fees Paid to Independent Organizations or Individuals Providing Plan Benefits (Clinics, Hospitals, Doctors, etc.) .... 12. Administrative Expenses: (a) Salaries (Schedule 2) $ 478,075.60 (b) Allowances, Expenses, etc. (Schedule 2) .... 20,336.46 (c) Taxes 28,945.31 (d) Fees and Commissions (Schedule 3) 89,676.48 (e) Rent 41,677.86 (f) Insurance Premiums 10,475.61 (g) Fidelity Bond Premiums —!o— (h) Other Administrative Expenses (Specify) See attachment 806,914.77 (i) Total Administrative Expenses 13. Loss on disposal of investments 14. Decrease by adjustment in asset values of in­ vestments 15. Other Deductions: (Itemize) (a) See attachment 239 497 41 (b) (c) Total Other Deductions 16. Total Deductions % End of Prior Year $ 488,116.84 $ 119,011.35 33,694.91 27,839.79 $ 50,728.66 63,189.73 113,918.39 $ 294,464.44 $ 102,282.20 $ Page 6—Item 15a—Other Deductions Acquisition of fixed assets Capital donated to wholly owned corporations.. Tax on transfer of securities Page 6—Item 12(b)—Other Administrative Expenses Tabulating service Stationery Postage Equipment rental Electricity Linen service 12,605,72 89,676.48 $ 29,357.99 209,151.36 988.06 $ 239,497.41 $ 279,969.85 52,472.65 9,382.86 25,708.55 880.58 172.24 Seafarers Log /I cf �Miscellaneous Telephone and telegraph Repairs and maintenance Cleaning Dues and subscriptions Employees benefits Port shipping activity report service Microfilming Licenses and permits Trustees' meetings expense—miscellaneous Maintenance of real estate—Brooklyn, N.Y Litigation costs Office improvements Contribution to Pension Plan Information booklets Temporary office help Personnel recruitment New York State Insurance Department—examination fee Maintenance of real estate—Bayou Le Batre, Alabama Educational conference—Piney Point, Md Page 6—Items 17 and 21—Fund Balance (11,378.31) 14,147.11 7.220.64 3,006.00 1,551.93 26,773.58 17,850.00 2.732.65 101.25 122.30 1,191.44 1,810.35 105.92 157,085.93 54,622.97 3,340.58 21,189.15 5,317.54 104.88 131,432.13 $ 806,914.77 Reserve for welfare benefits for pensioners and their dependents $4,545,656.00 Fund balance (deficit) (786,792.62) $3,758,863.38 ( ) Indicates negative figure Part IV—Section A Item 2—Other Receivables Great Lakes Seamen's Appeals Board $ Great Lakes Tug and Dredge Region Appeals Board Seafarers Puerto Rico Division Welfare Fimd.. Harry Lundeberg School of Seamanship $ Part IV—Section A Item 11—Accounts Piiyable Due to Great Lakes Tug & Dredge Pension Fund Due to Seafarers Vacation Fund Due to Welfare New York Restaurant Corp Due to Seafarers Pension Fund Due to MAP Norfolk Building Corp Due to Harry Lundeberg School of Seamanship Due to Welfare Baltimore Restaurant Corp Part IV—Section A Item 13—Other LiabOities Unapplied contributions Miscellaneous Payroll deductions withheld M^ile sales tax payable New Orleans sales tax payable Wage Insurance Program—escrow account.. Part IV—Section A Item 3e—Subsidiary Organizations Donated Capital Stack Capital Welfare New York Building Corp. $ 2,000.00 S 907,753.41 Welfare Philadelphia Building Corp. 2,000.00 346,675.94 Welfare Baltimore Building Corp. 2,000.00 1,230,477.35 Welfare New Orleans Building Corp. 2,000.00 1,247.775.53 Welfare Mobile Building Corp. 2,000.00 201,817.79 Welfare New York Restaurant Corp. 2,000.00 117,303.18 Welfare Baltimore 91,424.07 Restaurant Corp. 2,000.00 $14,000.00 $4,143,227.27 End of Year Beginning of Year $6,120,514.00 (5,667,282.36) $ 453,231.64 Prior Year 1,608.07 Reporting Year $ 1,582.48 804.05 65,894.00 —0— 68,306.12 791.28 98,067.93 41,502.90 $ 141,944.59 18.93 45,936.12 4,295.60 2,081.282.65 22,995.65 31,349.54 6,727.47 $2,192,605.96 114,774.40 —0— 325,708.06 47,545.04 49,258.72 1,251.02 12,109.70 2,812.43 102,148,72 22,976.38 19,752.13 103,149.42 22,976.38 19,841.17 462.00 21,963.53 612.80 462.00 21,963.53 612.80 120,473.92 153,503.82 3,623.57 124.00 1,693,058.08 (1,155,334.03) $ 537,724.05 143,990.57 180.687.91 3,497.81 314.07 1,908,302.29 (1,112,627.20) $ 795,675.09 * Title to this property is in the name of the Welfare Mobile Building Corp., a wholly owned corporation. 7 (j/L^ Employer trust ' 40,696.19 T 2,847,303.87 —0— —0- 2,586.48 $2,890,586.54 Others (Indicate titles): 7,779.11 3,543.00 27.50 16,081.49 94.16 179.67 11,295.46 31,221.28 Less Reserve* $ 902,753. . 1 $ 4,308.25 107.05 246.59 222.28 12,663.28 Reporting Prior Ye-'r Vc?r 7,CC0.00 $ 7,000.00 ANNUAL REPORT 330,6 ;5.9-r 13,0Cd.C0 1O,0JU.00 1,188,377.35 44,100.00 44,100.00 1,229,975.53 19,800.00 19,800.00 SEAFARERS PENSION FUND 190,017.79 13,800.00 13,800.00 275 20th Street, Brooklyn, N.Y. 11215 81,703.18 37,600.00 37,600.00 to the 20,000.00 20,000.00 73,424.07 $3,996,927.27 $160,300.00 $160,300.00 Prior Part IV—Section A Year Item 7c—-Other Assets •Advances to corporationsWelfare Mobile Building Corp $ 27,165.50 13,700.97 Welfare Philadelphia Building Corp 45,867.32 Welfare Baltimore Building Corp 45,136.24 Welfare New Orleans Building Corp 25.001.70 Welfare New York Building Corp Welfare New York Restaurant Corp —0— Advance to Seafarers Welfare Plan Clinic, Chi­ cago, 111 , 100,500.00 Insurance claims receivable 538.41 Due from participating groups re medical 1,729.60 clinic services 359.00 Security deposits Fixed Assets (see attachment for reconciliation).... Furniture and fixtures—Plan office .• Furniture and fixtures—Detroit office .' Training facilities—Bayou Le Batre, Ala.*.... August 1972 Less reserve for fixed assets Total other assets ( ) Indicates negative figure 104,175.23 67,745.24 324,280.07 46,912.15 49,258.72 780.36 9,302.05 416.60 —0- $ • P. is the policy of the Plan to reflect its fund balance on a cash basis, therefore a reserve is set up representing flxed assets acquired by the Fund and donted to its corporations. The differ­ ence between donated capital and respective reserve represents cash contributed for operating purposes. Individual tilings on Part IV, Sections A, B and C for the foregoing subsidiary corporations will be made under separate cover. H Medical and Safety Program facilitie Brooklyn, N.Y i Puerto Rico Chicago, Illinois New Orleans, Louisiana Baltimore, Maryland Furniture and fixtures—Blood Bank Program.. Equipment—Outports Cemetery plots Restaurant facilities— New Orleans Philadelphia .' Mobile Recreational facilities New Orleans Houston Puerto Rico Loans receivable— Seamen's Loan Program Seniority Upgrading Program Food inventories Miscellaneous 342.440.45 10,921.23 31,185.47 Reporting Year $ 30,932.12 18,590.81 43,076.56 42,018.22 118,607.75 111,070.79 l0O,5OO.OO 576.00 1,608.48 204.00 348,055.83 10,921.23 31,185.47 For the fiscal year ended November 30, 1971 SUPERINTENDENT OF BANKS of the STATE OF NEW YORK The data contained herein is for the purpose of providing general information as to the conditions and affairs of the fund. The presentation is necessarily abbrevi­ ated. For a more comprehensive treatment, refer to the Annual Statement, copies of which may be inspected at the office of the fund, or at the New York State Insurance Department, 55 John Street, New York, New York 10038. Part rV Part IV data for trust or other separately maintained fund are to be completed for a plan involving a trust or other separately maintained fund. It also is to be completed for a plan which: (1) Has incurred expenses other than: (a) Payments for unfunded benefits or (b) Insurance or annuity premiums or subscription charges paid to an insur­ ance carrier or service or other organization; or (2) Has assets other than: (a) Insurance or annuity contracts or (b) Contributions in the process of payment or collection. Part IV—Section A Statement of Assets and Liabilities Seafarers Pension Plan File No. WP-158707 As of November 30, 1971 Page 21 �ASSETS Item 5. Other Receipts: a. Loans (Money borrowed) b. Other (Specify) See Attachment c. Total Other Receipts 6. Total Receipts End of End ot Prior Year Reporting Year $ 683,036.46 $ 491,700.18 1. Cash 2. Receivables: a. Contributions: (See Item 18) (1) Employer (2) Other (Specify) Allocated but unpaid by other Funds 2,202,426.94 3,102,696.78 b. Dividends or experience rating refunds c. Other (Specify) Due from other Funds 1,946.67 —0— 3. Investments: (Other than real estate) a. Bank deposits at interest and deposits or shares in savings and loan associations.... b. Stocks: 2,695,631.24 3,071,667.59 (1) Preferred 15,074.013.96 20,369,603.40 (2) Common c. Bonds and debentures: (1) Government obligations: 1,213,135.00 120,372.00 (a) Federal (b) State and municipal (2) Foreign government obligations 32,046,209.31 39,519,919.41 (3) Nongovernment obligations d. Common Trusts: (1) (Identify) AFL-CIO Mortgage Invest­ 999,732.43 999,732.43 ment Fund (2) (Identify) e. Subsidiary organizations (See Instructions).. (Identify and indicate percentage of own­ ership by this Plan in the subsidiary) (1) % (2) % 221,266.02 208,397.93 4. Real estate loans and mortgages 5. Loans and Notes Receivable: (Other than real estate) a. Secured b. Unsecured 6. Real Estate: a. Operated b. Other real estate 7. Other Assets: 20,274.04 769,018.92 a. Accrued income . b. Prepaid expenses c. Other (Specify) . $55,157,672.06 $68,653,108.64 8. Total Assets 157,806.86 157,806.86 $40,348,095.36 CASH DISBURSEMENTS 7. Insurance and Annuity Premiums Paid to In­ surance Carriers and Payments to Service Or­ ganizations (including Prepaid Medical Plans).. 8. Benefits Provided Directly by the Trust or Separately Maintained Fund 9. Payments to an Organization Maintained by the Plan for the Purpose of Providing Benefits to Participants (Attach latest operating state­ ment of the Organization showing detail of administrative expenses, supplies, fees, etc.) 10. Payments or Contract Fees Paid to Independent Organizations or Individuals Providing Plan Benefis (Clinics, Hospitals, Doctors, etc.) 11. Administrative Expenses: (a) Salaries (Schedule 3) $ 83,746.45 (b) Allowances, expenses, etc. (Schdeule 3).... 13,269.90 (c) Taxes 4,627.45 (d) Fees and commissions (Schedule 4) 157,775.45 (e) Rent 5,855.23 (f) Insurance Premiums 155.97 (g) Fidelity Bond Premiums 1,725.00 (h) Other Administrative Expenses (Specify) See attachment 627,021.26 (i) Total Administrative Expenses 12. Purchase of Assets: (a) Investments: (Other than real estate) (1) Purchased from parties-in-interest .... (2) Purchased from others (b) Real Estate: (1) Purchased from parties-in-interest .... (2) Purchased from others 34,375,828.94 (c) Total Purchase of Assets 13. Loans (Money loaned) 14. Other Disbursements: (Specify) (a) (b) See Attachment 134,077.16 (c) Total Other Deductions 15. Total Disbursements 5,135,348.83 894,176.71 34,375,828.94 134,077.16 $40,539,41.64 LIABILITIES 9. 10. 11. 12. 13. 14. 15. Insurance and annuity premiums payable Unpaid claims (Not covered by insurance) Accounts payable Accrued expenses Other liabilities (Specify) See Attachment Reserve for future benefits Total Liabilities and Reserves 20,748.01 9,654.12 2,362.00 76,946.51 55,134,562.05 68,566,508.01 $55,157,672.06 $68,653,108.64 ' The assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued at their aggregrate cost or present value, whichever is lower, if such a statement is not so re­ quired to be filed with the U.S. Treasury Department. Part IV—Section B—Item 5b Other Receipts Repayment of Medicare benefits paid on be­ half of Seafarers Welfare Plan Repayments of real estate mortgage—^principal.. Receipt of accrued interest on bonds purchased Reimbursement of expenses paid on behalf of others Benefits refunded Taxes withheld from pensioners SEAFARERS PENSION PLAN Attachment to the Annual Report Form D-2 Year Ended November 30, 1971 Attachment to Annual Report Form D-2 Prior Year Current Year 2,362.00 $ 1,862.00 —0— 75,084.51 $ 2,362.00 76,946.51 $ Part IV—Section B Statement of Receipts and Disbursements SEAFARERS PENSION PLAN As of November 30, 1971 File No. WP.158707 CASH RECEIPTS Item 1. Contributions: (Exclude amounts entered in Item 2) (a) Employer (Schedule 1) .*.. $11,663,090.96 (b) Employee (c) Other (Specify (d) Total Contributions 2. Dividends and Experience Rating Refunds from Insurance Companies 3. Receipts From Investments: (a) Interest $ 2,362,446.89 (b) Dividends 706,479.59 (c) Rents 1 (d) Other (Specify) (e) Total Receipts From Investments 4. Receipts From Sale of Assets: a. Sales to parties-in-interest b. Sales to others 25,458,271.06 c. Total Receipts From Sale of Assets (Sched­ ule 2) Page 22 1,946.67 9,355.88 215.00 157,806.86 SEAFARERS PENSION PLAN Part rv—Section A—Item 13—Other Liabilities Unclaimed benefits Due to other Fund 74,685.70 12,868.09 58,735.52 $11,663,090.96 3,068,926.48 Year Ended November 30, 1971 Part rv—Section B—Item 14a Other Disbursements Medicare benefits paid on behalf of Seafarers Welfare Plan ; Accounts payable at December 1, 1970 paid .. Accrued interest paid on bonds purchased Payment of taxes withheld from pensioners .... Part IV—Section B—Item lib Other Administrative Expenses Stationery and printing Postage Telephone and telegraph Tabulating service Microfilming Equipment rental Employee benefits Miscellaneous Miscellaneous Trustees meetings expense Repairs and maintenance Dues and subscriptions Outside office help Office improvements Personnel recruitment -Special Services Department Educational conferences Less included in accounts payable ( 82.134.00 20.748.01 30,980.15 215.00 134,077.16 $ ; 11,139.53 1,084.81 _ 1,566.83 406,693.02 427.67 3,230.10 21,038.84 (1,463.91) 9.42 603.67 520.15 551.16 15.89 3,178.38 63,189.73 131,432.13 - (16,196.16) $ 627,021.26 ) Indicates negative figure 25,458,271.06 Seafarers Log �Digest of SlU r?-. Ships iMeetings V. YORKMAR (Calmar), Apr. 30— Chairman Angeles Antonio; Secretary J, W. Givens. Everything is running smoothly with no beefs. Vote of thanks was extended to the steward department for a job well done. TOPA TOPA (Waterman), Apr. 16— Chairman A. Hanna; Secretary L. Nicholas; Deck Delegate Ray Willis; Engine Delegate Thomas R. Hall; Steward Delegate M. P. Cox. Every­ thing is running smoothly. Disputed OT in steward department to be taken up with patrolman. Vote of thanks to the steward department for a job well done. RAMBAN (American Bulk Carriers), Apr. 30—Chairman M. L. Farsbetter; Secretary J. Craft; Deck Delegate R. C. Maddox; Engine Delegate O. Motley; Steward Delegate C. R. Hendricks. Few hours disputed OT in deck department. TRANSIDAHO (Hudson Waterways), Apr. 23—Chairman Frank Caspar; Secretary Aussie Shrimpton. $150 in ship's fund. No beefs and no disputed OT. Suggestion was made that the SIU hall in Philadelphia be contacted to see if something can be done regarding trans­ port facilities and telephone communica­ tion from the dock where the ship berths. OAKLAND (Sea-Land), Mar. lbChairman Albert Ahin; Secretary C. Johnson; Deck Delegate W. MacDonald; Engine Delegate D. E. Barnes; Steward Delegate O. Arndt. $37 in ship's fund. Some disputed OT in deck department. GATEWAY CITY (Sea-Land), May 4—Chairman L. Rodrigues; Secretary W. N. Hem; Deck Delegate E. Kirkland; Engine Delegate Ray W. Anderson. Some disputed OT in engine Depart­ ment. Everything is running smoothly. Vote of thanks to the steward depart­ ment for a job wel done. CHARLESTON (Sea-Land), May 7— Chairman Antonio Kotsis; Secretary R. Hernandez. Everything is running smoothly except for a few hours dis­ puted OT in deck department. THETIS (Rye Marine), Apr. 30— Chairman Ben Weinberg; Secretary Roy R. Thomas; Deck Delegate J. Owen; Engine Delegate C. C. Madsen; Steward Delegate J. T. Shields. Some disputed OT in each department. Vote of thanks to the steward department for a job well done. HURRICANE (Waterman), Apr. 2— Chairman Joe Collins; Secretary R. R. Maldonado; Engine Delegate A. Abrams; Steward Delegate Henry Jones, Jr. Some disputed OT in deck and en­ gine departments. Ship's Chairman Joe Collins extended a vote of thanks to the crew for conducting themselves like good union men during the voyage, stat­ ing that this is the best bunch of men he sailed with in many years. Vote of thanks was also extended to the steward department for a job well done. MT. VERNON VICTORY (Victory Carriers), May 21—C h a i r m a n V. Grima; Secretary Bill Stark; Deck Dele­ gate Desmand Stevens; Engine Delegate Donald Murray. $10 in ships' fund. Vote of thanks was extended to the steward department for a job well done. PENN CHAMPION (Penn), May 21—Chairman J. T. aMnn; Secretary V. L. Swanson; Deck Delegate J. D. McPhee; Engine Delegate F. Jankins; Steward Delegate I. Gray. $23 in ship's fund. Some disputed OT in engine de­ partment. Vote of thanks to the stew­ ard department for a job well done. BETHTEX (Bethlehem Steel), May 6—Chairman M. J. Kerngood; Secre­ tary D. N. Lippy. Everything is running smoothy except for some disputed OT in each department. Vote of thanks was exetended to the steward department for a job well done. ROBERT E. LEE (Waterman), March 26—Chairman Clau.de Webb; Secretary F. Kustura; Deck Delegate Monte R. Pereiro; Engine Delegate H. J. Romero. Some disputed OT in stew­ ard department. Vote of thanks to the steward department for a job well done. TRANSCOLUMBIA (Hudson Water­ ways), Apr. 2—Chairman A. Otremba; Secretary F. Hall; Deck Delegate E. Makela. $12 in ship's fund. Some dis­ puted OT in deck and engine depart­ ments. CHICAGO (Sea-Land), May 7— Chairman Dan Butts; Secretary J. M. Davis. $19 in ship's fund. OT beef in engine department to be taken up with patrolman. SEATRAIN MARYLAND (Hudson Waterways), Apr. 30—Chairman Enos E. Allen; Secretary J. B. Archie. Most of the repairs have been completed. Everything is running smoothly with no beefs. Extended thanks to steward de­ partment. OVERSEAS TRAVELER (Maritime Overseas), May 14—Chairman W. Craw­ ford; Secretary J. Davis. $120 in ship's fund. Few beefs to be taken up with boarding patrolman. Vote of thanks to the steward department for a job well done. DELTA BRASIL (Delta), May 14Chairman James F. Cunningham; Sec­ retary Thomas Liles, Jr.; Deck Dele­ gate George C. Pierre; Engine Delegate John Brolenck; Steward Delegate Or­ lando Gonzalez. Few hours disputed OT in deck department. BOSTON (Sea-Land), May 21—Chair­ man Juan Vega, Secretary S. F. Schuy­ ler; Deck Delegate John Japper; Stew­ ard Delegate Pedro Sanchez. Everything seems to be running smoothly. Some dis­ puted OT in each department. Vote of thanks to the steward department for a job well done. STEEL VOYAGER (Isthmian), Apr. 23—Chairman Dutch Keefer; Secretary J. W. Sap'^ers. $23 in ships' fund. Every­ thing is running smoothly. Vote of thanks was extended to all department delegates for their cooperation. Thanks was also extended to the following members of the steward department. Chief Cook Lionel Antoine, Baker Jerry W. Trayer and 3rd Cook Arthur Rudnick for doing a fine job. PENN LEADER (Penn Shipping), June 6—Chairman E. Wagner; &cretary N. Hatgimisios; Deck Delegate Joseph Stanton; Engine Delegate Jo­ annes Roos. Crew voted and carried unanimously to accept the new con­ tract. 5TEEL VOYAGER (Isthmian), May !•—Chairman Dutch Keefer; Secretary J. W. Sanders. $23 in ship's fund. Every­ thing is running smoothly with no beefs and no disputed OT. Vote of thanks to the steward department for a job well done. TRANSGLOBE (Hudson Waterways), May 7—Chairman Robert G. Merrreo; Secretary Michael Klepeis, Jr.; Engine Delegate Richard G. Cookmam; Stew­ ard Delegate James Marshall. $11 in ship's fund. No beefs were reported. WESTERN PANET (Western Tank­ ers), May 27—Chairman James P. Ahern; Secretary S. Kolasa; Deck Dele­ gate Ronalf J. Crain; Engine Delegate R. G. Sawyer. Some disputed OT in deck department. Vote of thanks to the chief cook and baker and messmen for a job well done. YELLOWSTONE (Ogden Marine), Apr. 16—Chairman Danny Merrill, Secretary W. G. Williams Deck Delegate O. H. Dowd; Engine Delegate C. Berry; Steward Delegate J. Naylor. $15 in ship's fund. Everything is nmning smoothly with no bwfs. FALCON COUNTESS (Falcon Tankers). May 14—Chairman Joe Richburg; Secretary Jimmie Bartlet; Deck Delegate B. Jarratt; Engine Deparment Robert M. Moody; Steward Etelegate Cecil H. Martin. Everything is running smoothly. Vote of thanks to the steward depart­ ment for a job well done. TRANSIDAHO (Hudson Waterways), May 14—Chairman F. Gaspar; Secre­ tary, Aussie Shrimpton; Deck Delegate Thomas P. Anderson; Engine Delegate E. R. Sierra; Steward Delegate Frank Rahas. $170 in ship's fund. Some dis­ puted OT in deck department. Vote of thanks to the steward department for a job well done. PENN LEADER (Penn Shipping Co.)—P. Pedro (center, top), educational director aboard the Penn Leader, seems to have a bird's eye view of other members of the ship's committee. From left are: R. Anerino, deck delegate; N. Hatgimisios, secretary-reporter; E. Wagner, ship's chairman; R. Tomeo, engine delegate, and J. Carames, steward delegate. teiiisiiii ROBERT E. LEE (Waterman)-—Off a coastwise trip and about to sail for the Mideast, the Robert E. Lee re­ cently stopped over at Bayonne, New Jersey. Her committee includes, from left: A. Glasscock, steward, delegate; H. Messick, engine dele­ gate; J. Sumpter, secretary-reporter; R. Kelly, deck delegate: G. Torche, ship's chairman, and S. Miller, edu­ cational director. Page 23 �A''"'.'-''^•" Page 24 - I'! ' •-^; ,' y,- .'! :.. "*•• •"•" •; • , Seafarers Log •»•• ..*!Ui,:. . �Ships' Committees Ki Wandering the Seas Seafarers are men of great appreciation of the arts. The Seafarera Log, to further their efforts in the poetry field, regularly makes space available for members' poems. To contribute to the Log poetry col­ umn members should send their poems to the Seafarerg Log, 675 Fourth Ave., Broidclyn, N.Y. 11232. Of Flesh And Sfeel Forging and tempering The molten ore, The founders live Engulfed by fume and flame With slag upon their ttmgues. Numbed, with crazed eyes. They watch The fall of a brother Into the volcanic cauldron Floating, atomizing In hissing steel. Each foot of girder Rising into the clouds Contains his bone. Henri Percikow I FAIRLAND (Sea-Land)—In good spirits after a smooth voyage from Puerto Rico to Port Elizabeth, New Jersey are, from left front: G. Burkie, ship's chair­ man; G. Rowland, engine delegate; P. Motus, steward delegate, and G. Evans, educational director. In rear, from left, are: R. Garay, deck delegate, and R. Goodman, secretary-reporter. Kentucky A log cabin, now a shrine For the man at the rail Who stood tall with visicm; A tribute of freedom. His wisdom rooted in the land. Gently rolls the land. Through the heart of Kentucky. The steel blue tint of May blossoms Colors her northern fields Where thoroughbreds graze in the blue grass. 4 * Men crouching in pits. Their flesh etched with blue coal. Will not forever murmur A prayer for sunshine ... And the blue grass above. Hmri Percikow Jpin The Skamps Let's go back to the beautiful moimtains; And ride the troubled crystal sea. Let's encamp by those throbbing fountains; And be amidst the kind ones we see. Let's go over swamp trails into the camps And enter the midway's festival Spring. Let's join the rejoicers with the skamps; And help be tramp, prince and king. Roy Lee Hinson STEEL ADMIRAL (Isthmian)—Standing clockwise from left around the Steel Admiral's secretary-reporter P. Batayais, who has the seat of honor topside, are: B. Wright, ship's chairman; J. Kennedy, deck delegate; W. Syndberg, engine delegate, and J. White, steward delegate. Seafarers Welfare, Pension and Vacation Plans FOR THE MONTH OF JULY 1972 FOR PERIOD DECEMBER 1, 1971 thru JULY 31, 1972 The Sea and the Stee/ Admiral The sea is angry and furious as The Steel Admiral sails along. Yet there is beauty mysterious As she slowly takes me home. 1 The waves go up, then down again Like they're playing some sort of game. The wind blows cold. And the white caps glow; Ah, the sea is in command. Hate versus Love is the ultimate. Which is better, to be A fool and mad with hate, Or a man who is cool and free And glad with love from the ultimate. Milton Armstead, Jr. August 1972 NUMBER SEAFARERS WEEFABE PEAN OF BENEFITS AMOUNT PAID Scholarship Hospital Benefits Death Benefits Medicare Benefits Maternity Benefits Medical Examination Program Dependent Benefits (Average $432.65) Optical Benefits Meal Book Benefits Out-Patients Benefits Summary of Welfare Benefits Paid 1 1,318 19 92 24 775 2,176 608 241 4,291 9,545 $ 94.66 33,929.38 50,151.37 511.90 4,800.00 23,241.35 94,134.68 8,620.56 2,401.00 37,748.00 255,632.90 Seafarers Pension Plan—^Benefits Paid 1,935 469,025.00 Seafarers Vacation Plan—Benefits Paid (Average $504.94) 1,178 531,619.03 TQteI--W£!f2re,-- Pesslss- &.~Vaeado2--BssefiJsPaid This Period 12.658 $1,256,276.93 Page 25 �Delta Gives Model To SlU Museum A glass encased five-foot long scale model of the Del Norte, a recently re­ tired combination cargo-passenger ves­ sel continuously manned by Seafarers since she was launched in 1946, has been donated by Delta Lines to the SIU's Harry Lundeberg Maritime Mu­ seum at Piney Point, Md. In addition to the model. Delta Lines had earlier donated the ship's wheel, bell, and bridge name board which were saved after the Del Norte made her last voyage. C. J. "Buck" Stephens, SIU New Orleans Port Agent, accepted the model on behalf of the Lundeberg mu­ seum from Captain Daniel Kirby, Delta's vice president in charge of operations. The model had been on display in the lobby of Delta's Buenos Aires office but was sent to New Orleans when Delta learned of the museiun's present drive to collect maritime artifacts for display. The new museum, established by the Union at the Harry Ltmdeberg School of Seamanship, is dedicated to the preservation of memorabilia relating to America's maritime industry and to dipicting the vital role played in that history by the men of the SIU. Amcmg the other items of historical interest donated by Delta Lines to the Lundeberg mtisetun was an a^ortment of photographs of ships formerly operated by the company, starting with its first vessel, the Boutvdbrook, a Hog Island type vessel that sailed on her maiden voyage in 1919 from New Orleans to Brazil. Capt. Daniel Kirby, left, vice president of Delta Lines, and C. J. "Buck" Stephens, SIU New Orleans port agent, stand by model of the Del Norte, which Delta presented to the Harry Lundeberg Museum at Piney Point. Upgrading Class Schedule at Lundeberg School upgrading classes are now being conducted at Harry Lundeberg School. Qasses for the following rat­ ings are available: Lifeboat, Able Body Seaman, Quartermaster, Fire­ man, Watertender, Oiler, Reefer, Electrician, Junior Engineer, Pump­ man, Deck Engineer, Machinists, Tankerman. Classes begin every two weeks on the following dates: September 7, 12; October 5, 19; November 9, 23; December 7, 21. Under a new U.S.C.G. ruling, graduates of the HLS will be able to qualify for upgrading with reduced seatime. Those wishing to upgrade to AB need only 8 months seatime as ordinary seaman. Those wishing to upgrade to FWT, and Oiler need only 3 months seatime as a wiper. Consult the following chart to see if you qualify. In order to process all applicants as quickly as possible it is necessary that each applicant enclose with his application: • 4 passport photographs (full face) • Merchant Marine personnel physical examinations using USCG form CG-719K given by either U.S.P.H.S, or S.I.U, Clinic. Those applicants already holding a rating Ratings HLS Graduate AB FWT, OUer All other QMED All Others 8 mos. O.S. 3 mos, wiper 6 mos. wiper other than wiper in the engine de­ partment or AB do not require a physical. • Sub-chapter B of the United States Coast Guard regulations state that the officer wishing certification as a Tankerman "shall furnish satis­ factory documentary evidence to the Coast Guard that he is trained in, and capable of performing efficiently, the necessary operation on tank Name 12 mos. O.S. 6 mos. wiper 6 mos. wiper vessels which relate to the handling of cargo." This written certification must be on company stationery and signed by a responsible company official. • Only rooms and meals will be provided by Harry Lundeberg School. Each upgrader is responsible for his own transportation to and from Piney Point. No reimbursement will be made for this transportation. Age Home Address S.S. # Mailing Address Book # Phone Rating Now Held What Rating Interested In Dates Available to Start HLS Graduates: Yes No Lifeboat Endorsement Yes No Record of Seatime: Date of Date of Ship Shipment Discharge Rating Held / . , •. 5' Return completed application to the attention of: Mr. Robert Kalmus Director of Vocational Education Harry Ltmdeberg Scb jol Piney Pt., Md. 20674. Page 26 , }• •. ' .• Seafarers Log �Seafarer Douglas: Artist on the Sea Seafarer Vernon Douglas says that "painting is something to do to keep the time going" on those long voy­ ages. This chief steward is painting so well, however, that he sold one of his works for $300. Sailing with the union for nearly 24 years. Brother Douglas has been paint­ ing for over seven years now. He never went to school to learn painting but instead "just picked it up." Brother Douglas became interested in two quite different painters from very different eras—^Norman Rock­ well, who still paints today and Michelangelo, the famous Renaissance artist. "They both have different styles," says EKmglas, "and Tm trying to get both styles together." Many of 'his paintings are repro­ ductions of photographs he finds in magazines. For instance, right now he's finishing a reproduction of a photo showing a cyclone threatening a small house in the Midwest of America. Seafarer Douglas first makes a pencil drawing before painting and at present he's started on a composite copy of two different photographs. Brother Douglas, who is an Army veteran of World War II, started sail­ ing "for something to do." He had gone to music school and learned to play the saxaphone, but couldn't make money doing it for a living. He still plays for his own enjoyment, how­ ever. Now sailing on the Portmar, Doug­ Statement of Ownership 1. 3. 4. 6. 6. 7. 8. 9. 10. Seafarer Vernon Douglas stands be­ side one of his latest paintings in his room on board the Portmar where he is sailing as chief steward. las has been with the vessel for seven months and is veiy active on the ship's committee. A native of Baltimore, Md., where he was bom in 1923, Seafarer Douglas continues to make his hmne there. STATEMENT OE OWNERSHIP, MANAGEMENT AND CIRCULATION (Act of October tSj 196t; Section 4369, Title 39, United States Code) TITLE OF PUBLICATION 2. DATE OP FILING Seafarers Log August 2, 1972 FREQUENCY OF ISSUE Monthly LOCATION OF KNOWN OFFICE OF PUBLICATION 676 Fourth Ave., Brooklyn, New York 11232. LOCATION OF THE HEADQUARTERS OR GENERAL OFFICES OF THE PUBLISHERS 675 Fourth Avenue, Brooklyn, New York 11232 NAMES AND ADDRESSES OF PUBLISHER, EDITOR, AND MANAGING EDITOR: PUBLISHER Seafarers International Union of North America, AUantic, Gulf, Lakes and Inland Waters District, 676 Fourth Avenue, Brooklyn, New York 11232. OWNER (If owned by a corporation, its name and address must be stated and also immediately thereunder the names and addresses of stockholders owning or holding 1 percent or more of total amount of stock. If not owned by a corporation, the names and addresses of the individual owners must be given. If owned by a partnership or other unincorporated firm, its name and address, as well as that of each individual must be given.) Seafarers International Union of North America, AUantic, Gulf, Lakes and Inland Waters District, 676 Fourth Avenue, Brooklyn, N.Y. 11232. KNOWN BONDHOLDERS, MORTGAGEES, AND OTHER SECURITY HOLDERS OWNING OR HOLDING 1 PERCENT OR MORE OF TOTAL AMOUNT OF BONDS, MORTGAGES OR OTHER SECURITIES (If there are none, so state) None FOR COMPLETION BY NONPROFIT ORGANIZATIONS AUTHORIZED TO MAIL AT SPECIAL RATES (Section ISt.ltt, Postal Manual) The purpose, function, and nonprofit 0 Have not changed n H a v e changed status of this organization and the during preening 12 during preceding exempt status for Federal income months 12 months tax purposes EXTENT AND NATURE OF CIRCUIATION Actual Average number of no. copies copies of each issue single issue during published preceding nearest to 12 months filing date 66,242 66,000 A. TOTAL NO. COPIES PRINTED (Net Press Run) B. PAID CIRCULATION L Sales through dealers and carriers, street vendors and counter sales None 2. Mail subscriptions None C. TOTAL PAID CIRCULATION None D. FREE DISTRIBUTION by mail, carrier or other means 1. Samples, complimentary, and other free copies 36.153 2. Copies distributed to news agents, but not sold None E. TOTAL DISTRIBUTION (Sum of C and D) 36.153 F. OFFICE USE, left-over, unaccounted, spoiled after printing 20.089 G. TOTAL (Sum of E & F—should equal net press run shown in A) 56,242 None None None 37,153 None 37,153 17,847 56,000 SlU Upgrading Center at Work Veteran SIU members are taking a step up the ladder of success in a variety of courses offered them at the SIU Upgrading Center in Piney Point, Md. A full range of study in nearly all fields is available for members wish­ ing to take advantage of this selfadvancement program. Among the available programs are lifeboat, Able Bodied Seaman, Quar­ termaster, Fireman, Watertender, Oil­ er, Reefer, Electrician, Junion Engi­ neer, Pumpman, Deck Engineer, Ma­ chinist and Tankerman. Details of the program, a sched­ ule of starting dates and an applica­ tion for enrollment appear on Page 26 of this issue of the Log. Seafarer Allen Batchelor studied hard during his three weeks at the Harry Lundeberg Upgrading Center in Piney Point, and it paid off. Earlier this month. Seafarer Batchelor passed Coast Guard examinations and received endorsements as Re­ frigeration Engineer, Machinist, and Junior Engi­ neer. Seafarer Batchelor said: "I always wanted a better education like my own brother and sisters, but I had to always be the breadwinner. I am over 60, now, and here is my Union giving me a chance to get this much-needed education at no cost to me. Robert Kalmus, Director of Vocational Education at the Harry Lundeberg School, congratulates two recent upgraders who received Fireman, Watertender and Oiler endorsements after studying at the Upgrading Center. They are, from left. Seafarers Paul Kerney and John Copado. Seafarer Copado said: "The training I got here helped me with the endorsements which I wouldn't have been able to get any other way." Seafarer Kerney said: "At this school we are thinking of the future. Our Union is producing the trained manpower to supply the new ships." Union education is an important part of the curriculum at the Harry Lundeberg Upgrading Center. It is in these classes that the Seafarer learns more about his union and his industry, and of his rights and his responsibilitips. Here, Union Education Instructor Mike Sacco discusses the role of the Seafarers Log in the education of - SIU me.mbers with Seafarers, from left, Charles McCue, Kevin Conklin, Spurgeon Simpson, Dyrell Davis, Engine Upgrading Instructor John Tilli, James Lee Hart and Stanley Gondzar. August 1972 Page 27 �New SlU Pensioners Milford E, Alexander, 69, is a native of Louisiana and now makes his home in New Orleans, La. One of the early members of the union. Brother Alexander joined in 1939 in the Port of New Orleans. He sailed in the steward department. Edward L. Lane, 47, joined the un­ ion in 1952 in the Port of New Or­ leans and sailed in the engine depart­ ment. Brother Lane served as ship's delegate while sailing. He was also issued two picket duty cards in 1961. A native of Illinois, Seafarer Lane now resides in New Orleans, La. He is a Navy veteran of World War II, and served in that branch of the serv­ ice from 1943 to 1951. James H. Maxey, 46, joined the union in 1946 in the Port of New York and sailed in the deck depart­ ment. Brother Maxey served as ship's delegate while sailing. A native of South Carolina, Seafarer Maxey now lives in Charleston, S.C. Alfred C. Jutchess, 63, is one of the first members of the union, hav­ ing joined in 1938 in the Port of New Orleans. Brother Jutchess sailed in the deck department. A native of Minnesota, Seafarer Jutchess is now making his home in Baltimore, Md. Thomas E. Clough, 63, is a native of Maryland and now lives in Houston, Tex. He joined the union in 1941 in the Port of Baltimore and sailed in the deck department. Brother Clough served as ship's dele­ gate while sailing. His retirement ends a sailing career of 45 years. James P. Walters, 44, is a native of Brooklyn, N.Y., and continues to make his home there. He joined the union in 1959 in the Port of New York and sailed in the deck department. Brother Waters served as ship's chairman while sailing. He served in the Army from 1946 to 1947. Seafarer Waters retired after sailing 28 years. James B. Harrison, 44, joined the union in 1946 in the Port of Galves­ ton and sailed in the engine depart­ ment. A native of Alabama, Seafarer Harrison now resides in Semmes, Ala. John Johnson, 65, joined the union in the Port of Frankfort and sailed in the deck department. A native of Pierport, Mich., Brother Johnson now makes his home in Arcadia, Mich. Brother Johnson retired after sailing 21 years. CasseU C. Bridgman, 55, is a na­ tive of Swan Quarter, N.C., and now makes his home in Elizabeth City, N.C. He joined the union in 1953 in thee Port of New York and sailed in the deck department. Brother Bridg­ man was given a personal safety award for his part in making the Seatrain Georgia an accident-free ship during the latter part of 1960. Brother Bridgman is a Coast Guard veteran of World.. War ll. Amos 65, is a native of Cameron Parrish, La., and now re­ sides in Orange, Tex. He joined the union in Port Arthur and sailed in the steward department. Stravros V. Psj^utsls, 66, joined the union in 1951 in the Port of New York and, sailed in the steward de­ partment. Seafarer Papoutsis was is­ sued a picket duty card in 1961. A native of Greece, Brother Papoutsis now resides in Manhattan, N.Y. Jerome A. DiDomenico, 63, joined the union in the Port of New York and worked as a boat dis­ patcher. A native of New York City, Brother DiDomenico now lives in Massapequa, N.Y. John Paerels, 65, joined the union in 1946 in, the Port of New York and sailed in the deck department. A na­ tive of Louisiana, Brother Paerels now makes his home in San Pedro, Calif. His retirement ends a sailing career of 46 years. Roy F. Bauers, 65, is a native of Missouri and now makes his home in Carp Lake, Mich. He joined the union in the Port of Detroit and sailed in the deck department. Sea­ farer Bauers' retirement ends a sailing career of 38 years. Edward H. Smith, 71, is a native of Michigan and now resides in Toledo, O. Brother Smith joined the union in the Port of Detroit and sailed in the deck department on the Great Lakes. Seafarer Smith has been sailing for 40 years. . Ernest R. S. Bright, 63, is one of the first members of the union having joined in 1939 in the Port of New Orleans. He sailed in the engine department. A native of Mississippi, Brother Bright now lives in St. Bernard, La. Seafarer Bright's retirement ends a sailing career of 45 years. Lowdl E. Harris, 60, is a native of North Carolina and now resides in Macon, N.C. He joined the union in 1947 in the Port.of Nor­ folk and sailed in the steward de­ partment. Oliver L. Lee, 68, is a native of Dover, Fla., and now lives in Lady Lake, Fla. He joined the union in 1949 in the Port of Tampa and sailed in the engine department. In 1967 Brother Lee received his Third Assistant Engineer's License. Seafarer Lee served in the Air Force from 1921 to 1922. Wong Lee, 65, joined the union in 1953 in the Port of New York and sailed in the steward depart­ ment. Brother Lee was issued picket duty cards in 1961 and 1962. A native of China, Seafarer Lee now resides in Brooklyn, N.Y. He is an Army veteran of World War II. Oscar Stevens, 70, is a native of Arkansas and now makes his home in Megargel, Ala. One of the first members of the union, Brother Stevens joined in 1939 in the Port of Mobile. He sailed in the deck department. Seafarer Stevens was very active in the union, assisting in organizing drives and participat­ ing in all strikes. Brother Stevens served in the Navy from 1920 to 1922. Albert H. Richards, 65, is a native of St. Thomas, Virgin Is­ lands, and now is living in Phila­ delphia, Pa. One of the first mem­ bers of the union. Brother Richards joined in 1938 in the Port of Balti­ more and sailed in the steward department. Seafarer Richards' re­ tirement ends a sailing career of 45 years. Page 28 Seafarers Log �DISPATCHERS REPORT Atfontie. Gulf & Inland Waton District June 1-30, 1972 DECK DEPARTMENT TOTAL REGISTERED Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans... Houston Wilmington San Francisco. Seattle Totals AD Groups Class A QassB 13 5 58 122 9 10 37 11 25 10 23 16 13 14 46 11 7 20 109 32 7 14 65 92 41 22 396 281 TOTAL SHIPPED REGISTERED ON BEACH All Groups Class A Class B Class C 2 0 2 68 29 9 4 0 0 27 6 0 7 8 0 12 6 0 4 5 0 6 0 0 49 26 0 33 3 20 7 0 5 77 55 1 19 12 1 315 174 14 AD Groups QassA Class B 27 15 225 94 20 21 107 31 51 29 45 17 9 14 115 39 152 69 106 94 23 16 137 79 51 19 1056 549 ENGINE DEPARTMENT TOTAL REGISTERED 1/ • Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans... Houston Wilmington San Francisco.. Seattle Totals ....; All Groups Class A Class B 6 3 98 50 6 7 21 26 16 9 16 28 6 8 22 22 68 34 59 45 9 13 92 93 20 19 439 360 TOTAL SHIPPED REGISTERED ON BEACH Ail Groups Class A Class B Class C 0 1 2 55 33 7 3 2 0 20 15 2 9 2 0 19 0 9 0 0 4 10 3 0 38 32 0 32 24 1 8 4 0 75 72 1 11 13 0 271 225 11 All Groups Class A Class B 10 7 161 118 10 17 85 44 29 25 26 29 6 5 63 53 136 95 93 97 16 20 117 76 29 16 781 602 STEWARD DEPARTMENT TOTAL REGISTERED Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans... Houston Wilmington San Francisco.. Seattle Totals I •' All Groups Qass A a^B 3 0 55 80 3 6 17 22 14 14 5 11 7 20 28 5 51 23 33 31 10 9 79 33 15 7 372 209 TOTAL SHIPPED REGISTERED ON BEACH All Groups Class A Class B Class C 1 1 1 35 38 6 5 0 1 14 10 1 3 0 9 11 7 1 0 0 2 8 3 0 37 0 14 23 18 6 7 0 12 46 42 5 7 0 21 227 148 20 AO Groups Class A Class B 7 4 153 105 21 8 65 19 27 28 17 11 18 7 73 38 103 69 94 94 10 11 98 57 . . 22 6 708 457 MEMBERSHIP MEETINGS' SCHEDULE SIU-AGLIWD Meetings Sept. 12—2:30 p.m. Sept. 13—2:30 p.m. i.Sept. 18—2:30 p.m. Sept. 14—2:30 p.m. Sept. 22—2:30 p.m. Sept. 5—2:30 p.m. Sept. 5—2:30 p.m. Sept. 6—2:30 p.m. Sept. 8—2:30 p.m. Sept. 11—2:30 p.m. United Industrial Workers New Orleans Sept. 12—7:00 p.m. Mobile Sept. 13—7:00 p.m. New York Sept. 5—7:00 p.m. Philadelphia ; Sept. 5—7:00 p.m. Baltimore Sept. 6—7:00 p.m. Houston Sept. 11—7:00 p.m. Great Lakes Tug and Dredge Section tSault Ste. Marie Sept. 14—7:30 p.m. Chicago Sept. 12—7:30 p.m. Buffalo Sept. 13—7:30 p.m. Duluth Sept. 15—7:30 p.m. Cleveland .....Sept. 15—7:30 p.m. New Orleans Mobile Wilmington San Francisco Seattle New York Philadelphia Baltimore Detroit JHouston August 1972 Toledo Detroit Milwaukee i Sept. 15—7:30 p.m. Sept. 11—7:30 p.m. Sept. 11—7:30 p.m. SIU Inland Boatmen's Union New Orleans ...Sept. 12—5:00 p.m. Mobile Sept. 13—5:00 p.m. Philadelphia ; Sept. 5—5:00 p.m. Baltimore (licensed and 'unlicensed) Sept. 6—5:00 p.m. Norfolk Sept. 7—5:00 p.m. Houston Sept. 11—5:00 p.m. Railway Marine Region Philadelphia .....Sept. 12—10 a.m. & • 8 p.m. Baltimore Sept. 13—10 a.m. & 8 p.m. * Norfolk Sept. 14—10 a.m. & 8 p.m. Jersey City Sept. 11—10 a.m. & 8 p.m. tMeeting held at Galveston wharves. tMeeting held in Labor Temple, Sault Ste. Marie, Mich. •Meeting held in Labor Temple, Newport News. Directory of Union Halls SIU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers PRESIDENT Paul HaU SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams A1 Taimer Robert Matthews HEADQUARTERS 675 4th Ave., Blyn. 11232 (212) HY 9-6600 ALPENA, IVJich 800 N. Second Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. ...1216 E. Baltimore St 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St 14202 SIU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, III 9383 Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio 1420 W. 25th St 44113 (216) MA 1-5450 DETROIT, Mich. .10225 W. Jeffenon Ave. 48218 (313) VI 3-4741 DULUTH, Minn 2014 W. 3d St 55806 (218) RA 2-4110 FRANKFORT, Mich. P.O. Box 287, 415 Main St 49635 (616) EL 7-2441 HOUSTON, Tex. 5804 Canal St 77011 (713) WA 8-3207 JACKSONVILLE, Fla 2608 Pearl St 32233 (904) EL 3-0987 . JERSEY CITY, N.J. 99 Montgomery St 07302 (201) HE 5-9424 MOBILE, Ala 1 South Lawrence St 36602 (205) HE 2-1754 NEW ORLEANS, La 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3d St 23510 (703) 622-1892 PHILADELPHIA, Pa 2604 S. 4th St. 19148 (215) DE 6-3818 PORT ARTHUR, Tex 534 Ninth Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. .1321 Mission St 94103 (415) 626-6793 SANTURCE, P.R 1313 Fernandez Juncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash .....2505 First Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo 4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla 312 Harrison St 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St 43604 (419) 248-3691 WILMINGTON, Calif. 450 Seaside Ave. Terminal Island, Calif. 90731 (213) 832-7285 YOKOHAMA, Japan Iseya Bldg., Room 810 1-2 Kaigan-Dori-Nakaku 2014971 Ext 281 Page 29 �JHtnal B^artnrca -S!—« William H. Whitaker, 21, passed away Aug. 25, 1971 while working on board the S.S. Trent. A native of San Diego, Calif., Brother Whitaker was a resident there when he died. Seafarer Whitaker joined the union in the Port of Houston and sailed in the engine department. Among his survivors is his mother, Clara Prince X of San Diego. Robert M. McEvoy, 67, passed away on April 26 of illness in the USPHS Hospital in New Orleans, La. Seafarer McEvoy joined the union in 1951 in the Port of Mobile and sailed in the engine department. A native of Alabama, Brother McEvoy was a resident of Mobile, Ala. when he died. Among his survivors is his wife. Hazel. Brother McEvoy's body was removed to Magnolia (^meteiy in Mobile. Adam A. Koslnskl, 52, passed away Nov. 3, 1966 while serving as a crewmemher on the Robin Hood. A native of Maryland, Brother Kosinski was a resident of Providence, R.I. when he died. He joined the union in 1951 in the Port of New York and sailed in the deck department. SeaJ farer Kosinski had been sailing 34 years when he died. Among his sur­ vivors is his wife, Winifred. James D. Lewis, 29, passed away Mar. 18 from accident^ drowning in Sabine Coimty, Tex, A native of Geneva, Ala., Seafarer Lewis was a resident of Port Arthur, Tex. when he died. He joined the union in Port Arthur in 1968 and sailed in the deck department. Among Brother Lewis* sinvivors is his wife, Sandra. Seafarer Lewis was buried at Rest Haven Cemetery, Samson, Ala. Charles D. McClang, 20, passed away June 6, 1968 while serving as a crewmemher aboard the Alcoa Com­ mander. A native of Richwood, West Va., . Brother McClung was a resident of Canvas, West Va. when he died. Seafarer McClung joined the union in 1967 in the Port of New York and sailed in the engine department Among his survivors is his mother, Emma James of Blackwood, N.J. Charles D. McDonald, 55, passed away on April 15 of heart disease in Zieger Osteopathic Hospital in De­ troit, Mich. Brother McDonald joined the union in 1961 in the Port of De­ troit and sailed on the Great Lakes. Brother McDonald was a resident of Detroit when he died. Among his survivors is his wife, Florence. Burial was in Holy Sepulchre Cemetery in Southfield, Mich. Jalmer A. Johnson, 69, passed away Sept. 20, 1971 after a long illness in the Houston County Medical Care Center in Hancock, Mich. Brother Johnson joined the union in 1953 and sailed on the Great Lakes. He was a resident of Toivola, Mich, at the time of his death. Among his survivors is his wife, Saima. Burial was in Toivola Cemetery in Toivola. John Harrobln, 73, passed away on March 28 of illness in Veterans Administration Hospital in East Orange, N.J. A native of Pennsyl­ vania, Seafarer Harrobin was a resi­ dent of Irvington, N.J. when he died. He joined the union in 1957 in the Port of New York and sailed in the deck department. Brother Harrobin served picket duty during the Greater New York Harbor Strike of 1961. He was a Navy veteran of World War I. Among Seafarer Harrobin's survivors is his wife, Theresa. Burial was in Holy Cross Cemetery in North Ar­ lington, N.J. Rofnjio P. Gaiza, 66, was an SIU pensioner who passed away Apr. 2 in the USPHS Hospital in New Orleans, La. Brother Ga^za joined the union in 1943 in the POIL of New Orleans and sailed in the steward department until his retirement last year. A native of Louisiana, Seafarer Garza was a resi­ dent of New Orleans. Among his sur­ vivors is his wife. Ruby. Burial was in Lake Lawn Cemetery in New Orleans. Mack B. Singieton, 56, passed away on April 21 of heart trouble in Provident Hospital, Baltimore, Md. A native of Georgia, Brother Singleton was a resident of Baltimore when he died. He joined the union in 1945 in the Port of New York and sailed in the steward department. Brother Singleton had been sailing 32 years when he died. Among his survivors is his wife, Emma. Burial was in Ar­ butus Memorial Park in Baltimore County, Md. SIU pensioner Lynden A. Webber, 69, passed away March 10 after an illness of three months in the USPHS Hospital in Baltimore, Md. One of the first members of the union. Bro­ ther Webber joined in 1938 in the Port of Baltimore and sailed in the steward department. Brother Webber had been sailing 35 years when he retired in 1967. A native of the British West Indies, Seafarer Webber was a resident of Baltimore, Md. when he died. Among his survivors is his wife, Carrie. Burial was in Ar­ butus Memorial Park in Baltimore. Alexander Stanklewicz, 51, passed away on May 26, 1971 after an ill­ ness of some time in the USPHS Hospital in Seattle, Wash. A native of Pennsylvania, Brother Stankiewicz was a resident of Philadelphia, Pa. when he died. He joined the union in 1951 in the Port of Seattle and sailed in the deck department. Brother Stan­ kiewicz was an Army veteran of World War II. Among his survivors is his sister, Josephine Olivieri of Philadelphia. Burial was in Hillside Cemetery in Roslyn, Pa. Page 30 Carl C. Jordan, 46, passed away on April 7 in New Orleans, La. A native of Brookhaven, Miss., Brother Jordan was a resident of Amite, La. when he died. He joined the union in 1945 in the Port of New Orleans and sailed in the steward department. Among his survivors is his wife, Gladys. John W. Ashby, 34, passed away Sept 24, 1969 as a result of acci­ dental drowning h Wilmington, N.C. Seafarer Ashby joined the union in the early part of 1969 and sailed in the engine department. A native of Port of Spain, Trinidad, Brother Ashby was a resident of Manhattan, N.Y. when he died. Among his sur­ vivors is his wife, Catherine. Brother Ashby's body was removed to Man­ hattan. Robert L. Feig^n, 53, passed away on May 6 of illn^s in Veterans Administration Hospital in Little Rock, Ark. Brother Ferguson joined the union in 1951 in the Port of New Orleans and sailed in the engine de­ partment. Brother Ferguson had been sailing over 30 years when he died. A native of Clarendon, Ark., Seafarer Ferguson was a resident of Stuttgart, Ark. when he died. He was an Army veteran of World War II. Among his survivors is his mother, Jessie Fergu­ son of Stuttgart. Burial was in Shady Grove Cemetery in Clarendon. William Thompson, 76 Worked to Start SIU A Seafarer who had been very active in the union movement since the early 1920's and had literally walked hundreds of picket lines; whose background was so varied that it included architecture, engineer­ ing and farming—passed away at the age of 76 on May 23. William Thompson sailed as a chief steward un­ til his retirement on an SIU pension less than two years ago. Since 1960 he had been plagued with illnesses but it didn't seem to slow him down. At the age of 75 he was working on a Texas farm trying to get 14 Apaloosa brood mares through a horse disease epidemic.' His union involvement began in 1922 when he joined the International Seamen's Union which was founded by Andrew Furuseth. In 1932 in Seattle, Wash. Brother Thompson joined the Marine Cooks and Stewards and went out on strike with them in both 1934 and 1936. In the latter strike he served on the picket lines 108 times. At that time he was also on the Strike Committee with Harry Lundeberg who two years later would found the SIU. Thompson also helped organize workers on ships, in car washes and filling stations, and at Philco Radio. During the 1940's, Brother Thompson embarked on a new career. In 1942 he became Area Project Engineer for the Federal Public Housing Authority in Bremerton, Wash. if In a letter written in 1943 by Rear Admiral of the Navy A. TaflBnder, Brother Thompson was highly praised for his work on this project. The Admiral wrote, "when Mr. Thompson was assigned to this work, the Housing Projects were behind schedule. Due to his energetic efforts red tape was eliminated wherever possible and contractors were persuaded to reorganize to expedite progress." Brother Thompson then became an employee of the Navy Public Works Department in Pearl Harbor, Hawaii as a Senior Inspector of Construc­ tion. In this job, Thompson worked on dry docks, buildings, marine railways, pile structures and road pavings. Seafarer Thompson, who was a Navy veteran of World War I, was bom in Bronson, Tex. Be­ cause , he was an orphan he was raised in the Masonic Home in Ft. Worth. In a letter to the un­ ion, Thompson once wrote that even though the home was "a nice place, I made a vow that none of my younger kin would ever be raised in an orphanage." Thompson's daughter, Mrs. Cecilia Funk, lives in Branchville, N.J. Seafarer Thompson died in the USPHS Hos­ pital in Galveston, Tex. He had been suffering for 34 days with a cerebral vascular ailment. Like many an old-time Seafarer, Brother Thomp­ son lived and work hard during his years on earth. Now his body rests in a Houston, Texas, cemetery. Seafarers Log J] �Many Imported Items Fail Safety Standards By Sidney Margolius • In the five months from February to June of this year the Food and Drug Administration banned 200 different types and brands of toys as fc' 7, . legally uns^e. Of these, 106 were im­ ported, 50 from F^ong Kong alone, and 37 from Japan. • Of 21 fabrics and clothing items If S found to be highly flammable by the Federal Trade Commission in 1970 and the early part of '71, 17 were im­ ported, eight of them from Japan alone. • Most of the seizures of colorful pottery containing leachable lead in7 volved imports, especially from Mexi­ co and It^y, but dso from Japan and 16 other coimtries. • In recent years, the safety of some imports of small electric appli­ ances and building materials also has ty been questioned by Underwriters Laboratories, and by building officials in Chicago and Los Angeles. The FDA alone reported earlier this •jy year that there has been a 42% in­ 5< Si crease in detentions of imported products not meeting government safety requirements during the fiscal year 1971. The number of shipments of imported products detained increased from 6,900 to 9,700. Dockside insi>ections increased from 17,800 to 26,900. Besides lead-leaching pottery and diimerware, many of the detentions involved foods, such as tuna and swordfish contaminated by mercury, and pesticide residues in cheese. Because of these and other incidents involving hundreds of items, the safety of many imported products has b^ come a problem to government agen­ cies as well as the consuming public. Hurts Families Moderate-income families especially are affected, since many of the hazard­ I' ( ous imported products are low-priced toys and clothing articles such as cheap silk or nylon scarves from Japan. One particularly flammable scarf was made of nylon with a metallic stripe. So widespread is the problem that Walter Johnson, head of FDA's Divi­ sion of CMdren's Hazards, recently made a special trip to the Far East to try to get manufacturers to consider safety problems in the design and pro­ duction of toys. (My understanding is that the effort was partly successful; some success with Japanese and Hong Kong manufacturers, not much in Taiwan.) The FDA also has issued special warnings about the glazed pottery that could result in lead poisoning under certain conditions, especially when used for acid foods such as fruit juices, soft drinks, wines, cider, coffee, all foods containing vinegar, cooked fruits, tomato products, and others. Some 400 shipments of such brilliantly-colored j: pottery have been denied entry since 1970 when the FDA intensified its surveillance, according to FDA Papers, the agency's publication. Customs officials, too, have main­ tained a closer watch, spurred by the Federal Trade Commission's recent and praiseworthy hard-nosed attitude towards flammable fabrics. Some domestic products also have been found to be extra-hazardous in several of these categories, including both toys and garments, and also pot­ tery in a few cases. For example, sev­ eral Georgia mills were found to have produced flammable cotton chenille •,> 1^ IJ. bathrobes. Napped fabrics like chenille, especially if loosely woven, tend to be particularly flammable. Chenille berets imported from Italy also were the sub­ ject of an FTC warning. U.S. More Diligent But in general, U.S. mills and man­ ufacturers have tended to be more diligent in certifying the flame-resist­ ance of a fabric. Too, U.S. appliance manufacturers almost always submit their products to Underwriters Labora­ tories for some safety testing, or, in the case of gas appliances, to the American Gas Assn. In toys, manu­ facturers now must meet higher safety standards recently set by the FDA Bureau of Product Safety. But imports of toys are especially hard to control because there are so many importers of the same products. The FDA might plug the flow of some dangerous toy at one point, but other importers may still bring it in. Among the kinds of imported toys often found hazardous are baby rattles that can be taken apart exposing small objects or squawkers that can be swal­ lowed, or sharp chime prongs; toys held together by sharp staples or tacks that can become exposed; toys and musical instruments with sharp edges; dolls with pins attaching veils or head­ pieces; and stuffed toys with eyes at­ tached by rigid points. Safer Sleqpwear ^ A new and stricter flammability standard for children's sleepwear be­ came effective July 29. The mandatory standard issued by the U.S. Commerce Department applies to all children's ni^t-gowns and robes in sizes through 6X. All sleepwear manufactured after July 29 must pass the specified flame test or be labelled to show that it is not flame resistant by government standards. According to William V. White, a long-time government prod­ uct-safety expert, increasing quantities of good-quality sleepwear that meet the new standard are coming on the market at prices 50 cents to $1 above previous tags on more-flammable gar­ ments. Some of the new sleepwear is made with modacrylic fiber, such as Dynel and Verel, which is flame-resistant Others are made of chemically-treated cotton. White advises. Of course, there still will be plenty of flammable gar­ ments to guard against above the 6X size until the government completes its work on a standard for older children's sleepwear. as she glides into her berth at Port Elizabeth, New Jersey. The 497-foot long vessel has just returned from a coastwise voyage. 7 r If' " \i i Piled high with containers, the Boston receives a gentle assist from tug �'^1 SEAFARERS* LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO Seafarers have a reputation for teamwork and a history of coming through when needed. Once again SIU teamwork is needed—^needed to see to it that your union's blood bank remains continuously stocked with a ready supply of whole blood to serve you and the members of your family in time of emergency. There are many valuable things in life but at times nothing is more valuable to life itself than a pint of whole blood. Blood transfusions are now one of the most common procedures performed in hospitals, and in recent months the demand upon the SIU Blood Bank has been great. Since the SIU Blood Bank was established on January 6, 1959, a total of 8,977 pints of blood have been donated by Searfarers and their families. i ."T'" ^ Through these donations of blood, a strong wall of protection has been built around Seafarers and their families—^protection in the form of a guaranteed supply of blood that can be drawn upon when needed. It's the type of protection that doesn't change, regardless of where a Sea­ farer is, ashore or at sea—anywhere he and his family may live. And it's the type of protection that must be kept up by your blood donations. Remember, it takes just one pint and a few minutes to not only protect yourself and your family but your shipmates and their families as well. The next time you drop anchor near the SIU's Pete Larsen Memorial Clinic in Brooklyn or near the SIU hall in any port, take a moment to make an ap­ pointment to give blood. It's really a job for teamwork, and we're all on the same team! .'w � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource August 1972 Description An account of the resource Headlines: SIU UPGRADING PROGRAMS EXPANDED GETTING READY FOR ROUND TWO OIL IMPORT BILL SUFFERS NARROW SENATE DEFEAT; ROUND TWO AHEAD REP. WILSON PREDICTS AN EVENTUAL VICTORY SEA LAND'S CHARLESTON MAKES FAST TURN AROUND NOT EXACTLY AN 'OLD SALT,' BUT HE KNEW THE SEA LIFE PENNMAR SAILS ANOTHER ACCIDENT-FREE YEAR BABY BONDS NOW NUMBER 10,000 LABOR REJECTS CARGO HANDLING 'REFERENCES' PIPELINE WINS FIRST ROUND MONEY DUE SIU MEMBERS STANDING FIRM GI BILL BENEFITS RAISED BY SENATE AFL-CIO EXECUTIVE COUNCIL SETS PRESIDENTIAL ENDORSEMENT POLICY WORKER SAFETY, HEALTH AGENCY ENDS FIRST YEAR STEEL VOYAGER: STRONG LADY OF THE SEA OIL CARRIAGE BILL: THE BATTLE RESUMES 40 SENATORS FAVOR U.S. OIL CARRIAGE OPPOSITION'S TARGET IS U.S.-FLAG FLEET LABOR SOLIDLY BACKS U.S. FLEET'S CAUSE BALTIMORE: AN ACTIVE PORT WANDERING THE SEAS DELTA GIVES MODEL TO SIU MUSEUM SEAFARER DOUGLAS: ARTIST ON THE SEA SIU UPGRADING CENTER AT WORK WILLIAM THOMPSON, 76 WORKED TO START SIU MANY IMPORTED ITEMS FAIL SAFETY STANDARDS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 8/1/1972 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXIV, No. 8 1972 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/4ffcc79ca64e15470f1283ee7f64d64d.PDF 2a5566ad35b4c5b9fdedbbbf5783652d PDF Text Text OKicial organ of the SEAFAllieilS INTERNATIONAL UNION* Atlantic,Golf, Lakes and Inland mters District*AFL-CIO SEAFAKERS LOG July 1972 Vol. XXXIV Special Edition I I4 documoits of great importance ^ to wr^^ i^^ 1 -/ - They are: A The New StandfU^ Freigktsiup Agreement h^een the SIU and contracted ! ^> • tihe New Stimdaid Tiuiker Agroi^ companies. • The amended SIU Constitution. •' (Note: AU provisions €>f the new agiteemente, except the^^m into effect on June 16, 1972. Wi^ increates and the other money items- must be approved by the federal government's Pay Board. The StU has submitted the money items to the Pay Board and they are currently under consideration. Upon decision of the Pay Board, the money increases will be retroactive to June 16, ,> Every SIU mmi should be familiar^th the provisions of his contract—both the general provisions and those covering his particular job. All of these provisions are contained in this issue of the Log. The SIU Constitution is important becaute it is the rule Seafarers live by, both aboard ship apd adiore. / The Constitution is a living document which changes with the knowledge gained in the day-today operation tiie union and the needs of the membership. It also changes as laws change and as the interpretation of.laws change. The SIU Constitution is unique in that any individual member, at any regular union meeting, may begin the process of constitutional change. • y-t&n i-y The SIU Constitution guarantees every Seafarer the right to vote; the right to nominate himself for and hold any office in the union; the right to express himself freely on the floor in any union meeting or in committee. Every facet of the indi. vidual's involvement and of the union's basic operations and procedures are gov­ erned by the provision of this document. Taken together, these documents—^the union contract and the union constitution —affect the life of every Seafarer, both on and off the job. That's why aU Seafarers should be informed of the contents of these important documents. .riT". SaT:;;V/,.' - v. • • r'^^'ixvV- L ( ^ See Page 2 ./.T\'v:r :.Sp .,5- N| V vV ^ , V ' , f - , V-'. , , ,-V See Page 17 •|- 1 ) > « ' ' See Page 31 rv r;;- - ; -' -x.'vL''-.-- .. ; 11, niiuiiiiiwiiiniiiiiiii ' .1 l-.rr-r.'* r-.-.fcy.<5^^S$ �i! -•i NEW STANDARD FREIGHTSHIP AGREEMENT between SEAFARERS INTERNATIONAL UNION Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO and Contracted Companies Article I—^Employment Article Ilr--General Rales Permanent Ship's Gommittee - Weekly Meetings «Port Committee ?•: ' Holidays pvertime Rates Payment of Overtime Rest Periods Room and Meal Allowance Article III Deck Department: 11Wages Division of Overtime Division of Watches Securing Cargo Page 2 V • *eee«• • •'•'*'« •*,•!•Vd .•>.•'d. • e'e•'• f • 9 9'Jt» m9 9»9Sm. 4 Engine Department: Page 4 , - Wages .. *Page life Hours of Work .PagD 10 Page 4 y . Work on Saturdays, Sundays and Holidays at Sea ....Page 10 Page 4 Donkey Watch •••••••••••Page 12 Pa^ 4 Article V ..Page 12 Page 5 Steward Department: Page 5 Wages . .Page 12 page 6 Hours of Work .Page 12 Page 6 Hours and Duties .Page 13 Page 8 Steward .Page 14 Steward Department Guide .Pgge 14 Page 8 Article VI Other Provisions 15 Article VII Effective Dates Page 15 Article. VIII Termination Page 15 Shipping Rules . Page 15 Seafarers Log • « jill �FREIGHTSHIP AGREEMENT ARTICLE I . EMPLOYMENT SECTION 1. The Company recognizes the Union as the sole and exclusive bargaining representative of all Unlicensed Personnel employed on board American-flag vessels owned or operated by the Company or its sub­ sidiaries. I-:; SECTION 2. The Union agrees to furnish the Com­ pany with capable, competent and physically fit persons when and where they are required, and of the ratings needed to fill vacancies necessitating the employment of Unlicensed Personnel in ample time to prevent any delay in the scheduled departure of any vessel covered by this agreement. To assure maximum harmonious relations and in order to obtain the best qualified em­ ployees with the least risk of a delay in the scheduled departure of any vessel covered by this agreement, the Company agrees to secure all Unlicensed Personnel through the Hiring Halls of the Union. If, for any rea­ son, the Union does not fiumish the Company with ca­ pable, competent and physically fit persons when and where they are required, and of the ratings needed to fill such vacancies, in eimple time to prevent any delay in the scheduled departure of any vessel covered by this agreement, the Company may then obtain members of the Unlicensed Personnel from any available source, in which case the Union shall be notified. SECTION, 3. The Company agrees, that as a condi­ tion of employment all Unlicensed Personnel shtdl be­ come members of the Union within thirty-one days after the execution of this agreement, or within thirtyone days after hire, whichever is later, and shall remain members of the Union while employed by the Com­ panies listed in Appendix A, attached hereto, and made a part hereof, during the life of this agreement. The Company is not obligated to take steps to enforce this •provision uniess due notice is received in writing from the Union, to the effect that a member of the Unli­ censed Personnel is not in compliance herewith. • • SECTION 4. (a) The Union agrees that the Company has the right to reject (by written notation on the job assignment slip) any application for employment who the Company considers unsatisfactory or unsuitable for the vacancy, or to discharge any member of the Un­ licensed Personnel who, in the opinion of the Company, is not satisfactory. If the Union considers the rejection of any applicant for employment or the discharge of any member of the Unlicensed Personnel as being with­ out reasonable cause such action by the Company shall be dealt with under the grievance procedure and the Union agrees that euiy such rejection or discharge shedl not cause any vessei to be delayed on her scheduled departure. (b) Unlicensed Personnel when applying for employ­ ment shall submit to the physical examination pre• scribed by the Company, and shall submit from time to time thereafter to such physical examination as may be required by the Company. In the event any decision of the Company physician is challenged by the Union, as to the physical fitness of a member of the Unlicensed Personnel, such member shall be re-examined by a Public Health Physician and his decision shall be binding. SECTTION 5. The Company agrees not to discriminate against any member of the Unlicensed Personnel for legitimate Union activities, and the Company further agrees that no person referred in accordance with this Article, shall be discriminated against because of race, creed, color, sex and national or geographic origin. SECTION 6. The term Unlicensed Personnei as used in this Agreement shall not include super-cargoes, ca­ dets, pursers and livestock tenders. SECTION 7. Either party shall have the right, upon written notification to the other, to re-negotiate any part or all of Article 1. Upon receipt of such notification the parties to this agreement shall meet within seven (7) days for negotiations of this issue. SECTION 8. (a) Subject to the provisions of this Article and of the Shipping Rules promulgated in ac­ cord herewith, jobs shall be referred and held on the following seniority basis; (1) Class "A" seniority rating, the highest seniority rating, shall be held by: A. all imlicensed seamen who possessed such rating on September 8, 1970, pusuant to the Shipping Rules then in effect; B. all unlicensed seamen who possess Class B seniority rating pursuant hereto, and who have shipped regularly as defined herein for eight (8) consecutive years, pro­ vided such seamen have maintained their Qass B se­ niority rating without break and provided further that they have completed satisfactorily the advanced course of training then offered by the Harry Lundeberg School of Setunanship for the Department in which such sea­ men regularly ship; and <> C. £ill unlicensed seamen who have been upgraded to Class A seniority rating by the Seafarers Appeals Board pursuant to the authority set forth herein. (2) Class "B" seniority rating, the second highest seniority rating, shall be held by: A. all unlicensed seamen who possessed such rating on September 8, 1970, pursuant to the Shipping Rules then in effect; July 1972 B. all unlicensed seamen who possess CHei&s C seniority rating pusuant hereto and who have shipped regularly as defined herein for two (2) consecutive year-s; and C. all unlicensed seamen who possess Class C seniori­ ty rating pursuant hereto and who have graduated from the Harry Lundeberg School of Seamanship entry rat­ ing training program and have been issued a^ship assignnient card in accordance with the Shipping Rules, then in effect. (3) Class "C" seniority rating, the lowest seniority rating shedl be possessed by all unlicensed seamen who do not possess either Class A or Class B seniority rat­ ings. (4) For the purposes of upgrading seniority, "shipping regularly" shall meam employment as an unlicensed seaman for no less than ninety (90) dasrs during each calendar year abord one or more Americaii-fiag vessels covered by this collective bargaining agreement. The time required to constitute "shipping regularly" shall be reduced proportionately in accord with the amount of bona fide in or out-patient hospital time spent dur­ ing, a given calendar year by a covered seamen. No sea­ men shall suffer any loss of seniority credit accrued prior to his entry of military service in the armed forces of the United States if he registers to ship in covered employment within one hundred twenty (120) days following his sepauration from military service. (b) Subject to Section 3 of this Article 1, assign­ ments to jobs within the foregoing classes of seniority rating shall be made without regard to union affilia­ tion. (c) There is created the Seafarers Appeals Board, a permanent board of four (4) members, to hear and determine all disputes arising under this Ariticle 1, and to promulgate and administer the Shipping Rules au­ thorized by this Section 8. (d) The Seafarers Appeals Board, shall have the power to reduce from time to time, but not the power to increase, the requirements for seniority ratings set forth herein; and if such power is exercised, the Board shall arrange for effective publication of such decision. The Seeifarers Appeals Board shall also add newly con­ tracted COTipanies to Appendix A, and shall promulgate Shipping Rules, including reasonable disciplinsuy, ad­ ministrative and procedural rules and regulations, to govern employment operations of hiring halls and the seniority and referral to jobs of all unlicensed personnel under and pursuant to this Agreement. Such Shipping Rules may provide for rotary shipping within classes, shall provide for full seniority credit for employment by, or election to any office or job in, or any employ­ ment taken at the behest of, the Union (which senior­ ity credit is hereby grimted), and may include reason­ able, non-discriminatory preferences to be accorded to unlicensed personnel, as well as provisions for total or psu-tial seniority credit, to be granted in the Board's reasonable discretion in cases other than those set forth herein where a seaman's shipping employment has been interrupted by circumstances beyond his control and where denial of such seniority credit would work an undue hardship. The provisions of this subsection (d) shall be subject to the following subparagraphs: (1) The said Shipping Rules may not be inconsistent with this Agreement, nor may they change the intent and purpose hereof. (2) Rotary shipping within Classes A, B and C of seniority rating shall be based on a period of unemploy­ ment on ninety (90) days. (3) Men over fifty (50) years of age shall be pre­ ferred in obtaining jobs as fire watchman. (4) Class C personnel with a certificate of satisfac­ tory completion of the entry rating training program of the Harry Lundeberg School of Seamtmship shall be preferred for employment over Class C personnel. (5) As part of the Food and Ship Sanitation Pro­ gram, there is hereby established "The Steward's De­ partment Recertification Program," which shall be exclusively operated by Employer Trustees for the purpose of reclassifying and recertifying Steweird de­ partment personnel, pursuant to arrangements and de­ tails to be worked out. Six (6) months after such pro­ gram is initiated in any port, recertified Steward De­ partment personnel in that port shall be preferred for employment whenever possible over the Steward De­ partment personnel regardless of other rating. In any event, six (6) months after facilities for the recertifi­ cation program are open in at least one port on the Atlantic Coast, two ports in the Gulf Area, one port on the Great Lakes, and one port on the Pacific Coast, or on any other dates set by the Seafarers Appeals Board, such recertified Steward Department personnel in all ports shall be preferred for employment, regardless of other rating, over other Steward Department personnel whenever possible. (6) As a part of the Harry Lundeberg School of Seamanship, there is hereby established "The Deck De­ partment Recertification Program for Bosuns," which shall be exclusively operated by Employer Trustees for the purpose of classifying and recertifying Deck De­ partment personnel, pursuant to arrangements and details to be worked out. Six (6) months after such program is initiated in any port, such recertified Deck Department personnel in that port shall be preferred for employment regardless of other raitngs. In any event, six (6) months after facilities for such recertification program are open in at least one port on the Atlantic Coast, one port in the Gulf Area, one port on the Great Lakes and one port oit the Pacfic Coast, or on any other date set by the Seafarers Appeals Board, such recertified Deck Personnel in all ports, regardless of other rating, shall be preferred for employment over other Deck Department personnel whenever possible. (7) The Steward Department Recertification Pro­ gram and the Deck Department Recertification Program for Bosuns, heretofore established, may be modified or discontinued in whole or in part when circumstances so warrant. (8) Within each class of seniority in the Deck De­ partment, the Engine Department and the Steward De­ partment, preference for employment shall be given to all entry ratings who are endorsed as Lifeboatmen in the United States Merchant Marine by the United States Ctoast Guard, unless the requirement of such endofsement has been waived by the Seafarers Appeals Board. (9) The job circulation regulations may provide for requiring those possessing a seniority rating below <23ass B to leave a vessel after no less than sixty (60) days or one round trip, whichever is longer, provided further that this regulation may not be applied so as to cause a vessel to sail shorthanded. There shall be no bumping within Class A. No transportation, sub­ sistence or wages shall be paid a man joining or leaving a vessel through exercise of seniority privileges, not­ withstanding any provisions of Article H, Section 57 of this Agreement. Any disputes arising out of the application of this subparagraph shall be decided under the procedures of the Seafarers Appeals Board. (e) The Seafarers Appeals Board shedl include in the Shipping Rules promulgated in accord herewith, reasonable rules of procedure to govern matters coming before it. (f) The Seafarers Appeals Board shall have four (4) members, two appointed by the Union and two appointed by that committee representing the majority of contracted employers for purposes of negotiations with Union, commonly known as the Management Ne­ gotiating Committee. Each party shall also appoint two alternates for the members so appointed, to serve in the absence of such members. (g) The quorum for any action by the Seafarers Appeals Board shall be at least one member appointed by each party. At any meeting of the Seafarers Appeals Board the members appointed by each party shall col­ lectively cast an equal number of votes regardless of the actual number of members present and voting. Except as otherwise provided herein, decisions of the Seafarers Appeals Board shall be unanimous. In the event of a tie vote, the Bosird shall elect an impartial person to i^olve the deadlocked issue. In the event the Board is not able to agree on such an impartial person, the matter shaU be submitted to final and bind­ ing arbitration in New York C^ity pursuant to the Vol­ untary Labor Arbitration Rules then in effect of the American Arbitration Association. (h) Any person or party subject to or aggrieved by the application of this Section 8 shall have the right to submit any matter hereunder to the Seafarers Appeals Board for determination. Such submission shall be in writing, shall set forth the facts in sufficient detail to identify the matter at issue, and shall be sent by certified mail, return requested, to the Seafarers Ap­ peals Board, 675 Fourth Avenue, Brooklyn, New York 11232. An applicant desiring to be heard in person before the Board shall request the same in his written application. In such event the applicant shall be noti­ fied at least two (2) weeks prior to the Board's next regular meeting of the date and location of such meet­ ing, and the applicant may attend such meeting at his own expense and be heard. SECTION 9. The parties hereto agree that the ap­ propriate unit, for representation purposes, is the un­ licensed personnel aboard the vessels owned or con­ trolled, as aforesaid, by all the companies listed on Appendix A, and any amendments to said Appendix, as set forth herein. SECTION 10. The Union, shall protect and indemnify the companies parties to this agreement in any cause of action based on improper application by the Union of the employment provisions of Article 1 of this Agreement. The Company shall protect and indemnify the Union in any cause of action based on improper application by the Company of the employment provisions of Article 1 of this Agreement. SECTION 11. The provisions hereof are subject to Federal and State Law and if any part hereof is in con­ flict therewith, such part shall be deemed inapplicable and to the extent thereof, shall be deemed severed from this agreement, the remainder of which shall remain in full force and effect. SECTION 12. Alien or non-resident seamen in the Far East, may execute written authorizations to the Seafal-ers' Vacation Plan, assigning to the Union, vaca­ tion benefit payments which may be due sudi seamen, in discharge of their Union monetary obligations for initiation fee and dues; and the parties further agree that new seamen employed or seamen who have not as yet paid their full initiation fee to the Union, may execute written authorizations to the Seafarers' Vaca­ tion Plan, assigning to the Union, vacation benefit pay­ ments which may be due such seamen in discharge of their Union initiation fee obligation. All of the forego­ ing authorizations shall be in accordance with the provi­ sions of applicable law. The Collective Bargciining Agreement between the parties, as amended, is to remain in effect as herein­ after provided. �ARTICLE If GENERAL RULES SECTION 1. PASSES. The Company agrees to issue passes to the Union representatives for the purposes of contacting its members aboard vessels of the Company covered by this Agreement. Representatives of the Union shall be allowed on board at any time but not interfere with men at work unless said men are properly relieved. (The relief gets no extra compensation.) SECTION 2. DELEGATES, (a) One man in each department shall be elected by the Unlicensed Seamen in that department to act as Departmental Delegate. Such Delegates shall, together with the Permanent Ships' Committee members, keep track of all condi­ tions and problems and grievances in their respective departments, and present to their superior officers, on behalf of the Unlicensed Seamen in their Departments, all facts, opinions and circumstances concerning any matter which may require adjustment or improvement. (b) PERMANENT SHIP'S COMMITTEE: The Per­ manent Ship's Committee shall consist of three mem­ bers: the Boatswain, the Chief Steweu^ and the Chief (Electrician) or (Pumpman). The Boatswain shall be Ship's (Chairman. The Chief Steward shall be ReporterSecretary, and the Chief (Electrician) or (Pumpman) shall be Educational Director. In the event there is no (Electrician) on boeuxl, the Deck Engineer shall serve as Educational Director. If there is no Deck Engineer on board, the Engine Utility shall serve as Educational Director. If neither of the above ratings are on board, the Ship's (Thairman and the Reporter-Secretary shall designate a queilified member of the Engine Depart­ ment to serve as Educational Director for the voyage. The duties of the Permanent Ship's Committee shall be to assist the Departmental Delegates in their duties, to convene and conduct the Weekly Unlicensed Oew Meetings, and to perform the following individual duties: The Ship's Chairman sheill preside at all Shipboard Meetings of the Unlicensed Crew and shall be the primary spokesman aboard ship for the Unlicensed Crew. If, in the opinion of the majority of the crew, the Boatswain does not meet the qualifications to act in the capacity of Ship's Chairman, the crew may select whcnnever they consider qualified. The Reporter-Secretary shall handle all paper work involved in documenting matters brought to the attention of the superior oflScers, and he shall also prep^e and maintain Minutes of the Unlicensed Oew Meetings. The Educational Director shall be responsible for maintaining and distributing all publications, films and mechanical equipment relating to education on such subjects as safety, training and upgrading, health and sanitation. (c) WEEKLY MEITINGS. To make sure that all problems concerning the Unlicensed Crew are brought to light and resolved as quickly as possible, there shall be a Meeting of the Unlicensed Crew every Sunday while the vessel is at sea Vessels remaining in port on Sundays may hold these meetings as soon as possible after departure. At such meetings the Permanent Ship's Oiairmm shall report to the Unlicensed Oewmembers all matters referred to them and shall receive any new and additional problems not previously raised. As com­ pensation for the additional duties required by this Section, the members of the Permanent Ship's Com­ mittee and the Departmental Delegates shall each re­ ceive one hour's overtime pay at their overtime rates for each weekly meeting held. SE<mON 3. PORT COMMITTEE. For the adjust­ ment of any grievances arising in ccmnection with per­ formance of this agreement which cannot be satis­ factorily adjusted on board the vessel there shall be established a Port Committee at the port where articles are terminated. The Port Cwnmittee shall consist of three representatives fnxn the Union and three rep­ resentatives from the Company, and it shall be the duty of the Port Committee to meet within 24 hours, Satur­ days, Sundays emd Holidays excluded. In the event the Port Committee cannot agree they shall select an im­ partial arbitrator whose decision shall be final and binding. In the event the Port (Committee cannot agree on the selection of an impartial arbitrator then a judge of the Federal District Court shall appoint an impartial arbitrator whose decision shall be final and binding. Expenses of the arbitrator shall be paid by the party whom the arbitrator rules against in the decision. SECTION 4. STOPPAGE OF WORK. There shaU be no strikes, lockouts, or stoppages ot work while the provisions of this agreement are in effect. SE(?nON .5. SHIP CHARTERED BY COMPANY. This agi^ment is binding with respect to American Flag Ships chartered by the company (if charterer furnishes crew). SECTION 6. AUTHORITY OF MASTER AND OBE­ DIENCE OF (31EW. Nothing in this agreement is in­ tended to or shall be construed to limit in any way the authority of the Master or other officers, or lessen the obedience of any members of the crew to any lawful order. SECTION 7. COMMENCEMENT OF EMPLOY­ MENT. Pay for seamen ordered by the Company shall start when the man is required to pass the Doctor, go to the Company office or report aboard the ship with his gear and ready for work, whichever occurs first. SECTION 8. •TERMINA'nON OF EMPLOYMENT. Any man leaving a vessel shall, upon request be given a slip showing reason for his termination of employ­ ment. SECTION 9. STATEMENT OF EARNINGS. Unli­ censed crewmembers shall be given a oHnplete record of all earnings and deductions for the voyage not later than at the time of payoff. SECTION 10. CUSTOMARY DUTIES, (a) Members of all departments shall perform the necessary duties for the continuance of the operations of the vessel as set forth in this agreement. Necessary work shall in­ clude the preparation and securing of cargo gear and the preparation of cargo holds for the loading or dis­ charging of cargo. (b) When it is necessary to shift a man to fill a vacancy, the man so shifted shall perform the duties of the rating to which he is assigned. Section 11. VESSELS AGROUND. In the event the vessel runs aground, this agreement shall be lived up to by the Company regardless of whether the Compeiny or the Insurance Company is paying the wages and overtime until such time as articles are terminated. SECTION 12. MEDICAL RELIEF, (a) FuU medical attention as required by law shall be given to all un­ licensed personnel. Except where it is assumed by the U.S. Consul or the U.S. Public Health Service, such medical attention shall be furnished by the Compeuiy at the expense of the Ccanpany. (b) The Company agrees, when stocking medicine chest, to include penicillin which shall be furnished free of charge to seamen in need of same. Tlie rules of the U.S. Public Health Service shall be observed with re­ spect to dosage and administration. (c) Medical relief will not be provided except that which is available aboard the vessel, if the cause of the illness is the fault of the member of the crew, su<di as venereal diseases, etc. SECTION 13. MAINTENANCE AND CURE. When a member of the Unlicensed Personnel is entitled to maintenance £md cure under Maritime Law, he shall be paid maintenance at the rate of $8.(X) per day for each day or peu-t thereof of entitlement. ITie payment due hereunder shall be paid to the man weekly. "This pay­ ment shall be made regardless of whether he has or has not retained an attorney, filed a claim for damages, or taken any other steps to that end and irrespective of any insurance arrangements in effect between the Company and any insurer. SEC7TION 14. REPATRIATION, UPKEEP AND TRANSPORTATION, (a) Where a crewmember must leave a vessel because of illness or injury in any loca­ tion outside the continental United States, he shall be repatriated at company expense as set forth herein, at the earliest date possible and advances equalled to allotments, if any, shall continue during such repatria­ tion, provided he has sufficient monies due him from the Company to cover such advances. It is the purpose of the above paragraph to provide for the automatic payment of advances—in a sum equal to the agreed allotment—and to do this automatically, which advances are then to be charged against any claim for earned or unearned wages. The advances are to be peiid in exactly the same time and manner and to the same person or persons that the allotment would have been paid had not illness or injury taken place. "The term "repatriation" refers to the entire period for which unearned wages are due, and "advances" are made during the entire period, except in those cases where the law semctions a refusal to pay unearned wages (which can be established under law to be gross negligence, willful misconduct, etc.). If repatriated on a vessel of the company, he shall be signed on as a nonworking workaway. If repatriated on a vessel of another company, he shall be given not less than second class passage. In the event he is given less than second class passage on a vessel of zuiother company, he shall be given the cash difference between the passage afforded and second class passage. "The sea­ man shall have the option of accepting repatriation by plane if such transportation is offered. Repatriation under this section shall be back to the Port of Engage­ ment. . (b) In the event a crew member must leave a vessel because of illness or injmy incurred in the service of such vessel while in a location within the continental United States, and such illness or injury is known prior to his leaving, he shall be entitled to Econcxny GUuss Air Transportation to his original port of engagement in accordance with Article II, Section 59. (c) While awaiting repatriation under section (a) and (b) herein, the seamen shall be entitled to repatri­ ation upkeep in the sum of $8.00 per day until afforded transportaticm as outlined in said subsections. Such up­ keep shall be paid up to and inclusive of the day he is afforded the means of transportation by which he is to be repatriated. The Company or its Agents may make arrangements for meals and lodgings while the seaman is awaiting repatriation transportation, but in no event shall these arremgements be at a cost of less than $8.00 per day. In cases where regular meals are not included in the transportation herein provided for, the repatriated sea­ man shall be paid the sum of $10.50 per day for food during the transportation period. (d) Where a seaman leaves the vessel due to illness or injury and such illness or injury has been known prior to his leaving, he shall receive a full statement of his account showing wages due him. Where time does not permit the statement being given to the man before he leaves the vessel or before the vessel's de­ parture, the Master shall promptly advise the Com­ pany's Agent and the home office of the status of the man's account at the time he left the vessel. Thereafter, when the seaman presents himself to the Agent at the Port where he left the vessel, the maxi­ mum allowable payments shall be made to him by that Agent. When the seaman presents his claim of wages to the Agent or office of the Company at the port of en­ gagement or to the home office of the company, he shall receive payment as promptly as possible. Failure to pay the seaman wages within 72 hours ex­ clusive of Saturdays, Sundays and Holidays after pres­ entation of his claim shall entitle the seaman to $8.00 per day until the full wages due the man at the time he left the vessel are paid. (e) Original Port of Engagement as used herein shall mean the port in the Continental United States where a cr&w member was first employed on board the vessel. SECTION 15. LOSS OF CLOTRING. (a) In the event a ship of the Company is lost, the crew shall be recompensed for the loss of clothing in the amount of $500.00 and shall be repatriated to the port of en­ gagement ^ with subsistence, room and wages as per Section 59 of this Article. (b) In the event that personal effects of Unlicensed Personnel are damaged due to marine casualty, or an accident to the vessel or its equipment, they shall be recompensed for the loss in the amount of such loss but not to exceed $300.00. SECTION 16. WORK PERFORMED BY OTHER THAN MEMBERS OF THE UNLICENSED PERSON­ NEL. Any work performed by cadets, workawaj^, pas­ sengers, prisoners of war, staff officers, or any member of the crew other than the Unlicensed Personnel that is routine work of the Unlicensed Personnel shall be paid fqr at the regular overtime rate. Such payment is to be divided among the Unlicensed Perstmnel ordinarily required to perform such work. SECTION 17. CARRYING OF CADETS, ETC. IN LIEU OF CREW. No cadets, workaways, or passengers shall be carried in lieu of the crew. SECTION 18. EMERGENCY DUTIES AND DRILLS, (a) Any work necessaiy for the safety of the vessel, passengers, crew or cargo or for the saving of other vessels in jeopardy and the lives thereon, shall be per­ formed at any time and such work shall not be con­ sidered overtime. In an emergency such as the above paragraph deals with, it is not necessary to call out all hands unless the Master of the vessel feels that it is necessary. (b) Whenever practicable, lifeboat and other emer­ gency drills shall be held on weekdays, Monday through Friday, between the hours of 8 a.m. and 4.30 p.m. Preparation for drills, such as stretching fire hose and hoisting and swinging out boats, shall not be done prior to signal for such drills, and after drill is over, all hands shall secure boat and gear. In no event shall overtime be paid for work performed with such drills, except as herein provided. (c) Premium rates shall be paid for lifeboat and other drills held on Saturdays, Sundays and Holidays, except in instances where departure time and date do not permit required drills being held before the first Saturday, Sunday or Holiday after departure. (d) In port when such drills are held on Saturdto's, Sundays or Holidays, premium rate shall be paid, ex­ cept where such drills are held on days of departure. SECTION 19. SAFE WORKING CONDITIONS. The employer shall furnish safe working gear and equip­ ment when in any harbor, roadstead, or port. No man shall be required to work under unsafe conditions. Ordinary hazards of the sea shall not be considered un­ safe conditions in applying this section. SECTION 20. HOLIDAYS. The Company agrees to recognize the following as holidays: 1. New Year's Day 6. Labor Day 2. Washington's Birthday 7. Hianksgiving Day 3. Memorial Day 8. Christmas Day 4. Armistice Day 9. Independence Day 5. Lincoln's Birthday In the event V.E. or V.J. days are observed as Na­ tional Holidays, they shall be included in the list. Saturdays. Sundays and Holidays at sea or in port shall be considered holidaj^ for the Unlicensed Per­ sonnel not on watch. Men on watch shall perform only the routine duties necessary for the safe navigation of the vessel on these days. Premium pay shall be paid for all work performed by the Unlicensed Personnel on any of the nine (9) holidays described in this Agreement at sea or in port. In the event any of the above named holidays fall on Saturday or Sunday while in port or at sea, the Mon­ day following shall be observed as such holiday. Any day that is a recognized holiday for the longshoremen in continental U.S. ports shall also be a recognized holiday for the crew while in that particular port. When a vessel is in Puerto Rico, the following three (3) days, which are recognized as holidays for long­ shoremen in Puerto Rico ports, shall also be recognized as holidays for the crew while the vessel is in Puerto Rico. 1. Good Friday 2. July 17th (Munoz Rivera) 3. July 25th (Constitution Day) Seafarers Log / * �SECnON 21. OVERTIME RATES AND PREMIUM RATES. hC I i, 'i ;:r•> I*' I! > Premlnm Overtime Deck DepBrtment Effective Effective Effective 6/16/72 BBtllllt 6/16/72 6/16/74 6/16/74 to 6/16/76 Boatswain (SL 180, SL 181. SL, 7*8) 7.02 7.37 • 7.74 4.48 Boatswain 86.36 $6.68 87.01 84.48 Carpenter S.86 6.16 6.46 4,48 A. B. Maintenance 6.42 6.69 5.97 3.44 Quartermaster 5.10 6.36 6.63 3.44 Able Seaman 4.86 6.09 6.34 3.44 Ordinary Seaman 3.80 3.99 4.19 2.73 O.S. Maintenance 3.80 3.99 4.19 2.73 Engine Department -Rating Chief Electrician (SL, 180, SL. 181. SL 7's) 7.74 8.13 8.64 4.48 Chief Electrician 7.47 7.84 8.23 4.48 Crane Mt./Electrician 7.47 7.84 8.23 4.48 Electrician Reefer/Mt. 7.47 7.84 4.48 8.23 Q.M.E.D. 7.10 7.83 4.48 7.46 Second Electrician 4.48 7.34 7.71 6.99 Unlicensed Junior Engineer (Day) 6.43 4.48 6.12 6.76 Plumber/Machinist 6.73 7.07 4.48 6.41 Unlicensed Junior Engineer (Watch) 4.48 6.09 6.62 6.80 Deck Engineer 4.48 6.24 • 6.66 6.94 Engine Utility 4.48 6.17 6.60 6.88 4.48 Evaporator Maintenance 6.40 6.67 6.14 3.44 Oiler Diesel 6.22 6.48 6.76 3.44 6.34 Oiler 6.09 4.86 3.44 6.34 Watertender 6.09 4.86 6.34 3.44 Fireman/Watertender 6.09 4.86 3.44 6.34 Fireman 4.86 6.09 4.98 2.73 4.74 Wiper 4.61 Refrigerating Engineer 4.48 7.71 7.34 (When one is carried) 6.99 . Refrigerating Engineer (When three are carried 4.48 7.07 6.73 6.41 Chief 4.48 6.75 6.43 6.12 First Assistant 4.48 6.24 6.66 6.94 Second Assistant 4.48 6.24 6.66 Ship's Welder/Maintenance 6.94 3.44 6.48 6.76 6.22 Oiler/Maintenance Utility Steward Department Rating Chief Steward (SL 180. SL 181. SL 7-8) Chief Steward Steward/Oook Chief Cook Cook and Baker Second Cook Third Cook Assistant Cook Messman Utilityman 7.02 6.36 6.62 6.66 6.62 4.80 4.80 4.80 3.78 3.78 7.37 6.68 6.86 6.94 6.80 6.04 6.04 6.04 3.97 3.97 7.74 7.01 7.19 6.24 6.09 6.29 6.29 6.29 4.17 4.17 4.48 4.48 4.48 4.48 4.48 3.44 3.44 3.44 2.73 2.73 Except as otherwise provided, the Premium Rate set forth above shall be paid for all work performed on Saturdsiy, Sunday and Holidays; the Overtime Rate shall apply 6n Monday through Friday. When specific rates are provided in this agreement for work done on Saturday, Sundays and Holidays, those rates shall not be less than the premium rate in effect. t; I *• Iy < H SECTION 22. C0MMENC:EMENT OF OVERTIME, (a) When the watch below is broken out to report for work outside their regular schedule, overtime shall commence at the time stated for the call-out, provided, however, that such crew members report for duty with. in 30 minutes of the time the overtime work com­ mences. Otherwise, overtime shall c(Mnmence at the actual time such employee reports for duty and such overtime shall continue until the employee is released. (b) The above provision shall not apply in the event the COTunencement of overtime is scheduled one (1) hour following the conclusion of their regular watch or workday. In that event, the crew members, having had a full hour for their meal, shall report prcmiptly at the beginning of the period for which overtime has been scheduled. SECTION 23. CONTINUOUS OVERTIME. When working overtime on the watch below and crew is knocked off for two hours or less, the overtime sheill be paid straight through. Time allowed for meals shall not be considered as overtime in this clause. SECTION 24. COMPUTATION OF OVERTIME. When overtime worked is less than 1 hour, overtime for 1 full hour shall be paid. When overtime exceeds 1 hour, the overtime work performed shall be paid for in one-half hour periods, and any fractional part of such period shall count as one half hour. SECTION 25. CHECKING OVERTIME. No work specified in this agreement as overtime work shall be performed unless authorized by the head of the particu­ lar department. After authorized overtime has been worked, the senior officer of the-department on board will present to each employee who has worked over­ time a slip stating hours of overtime and nature of work performed. An overtime book will be kept to con­ form with individual slips for settlement of overtime. Officers and men shall keep a record of all disputed overtime. No claim for overtime shall be v£did unless such claim is presented to the head of the department within 72 hours after completion of the work. When work has been performed and an overtime claim Is disputed, the head of the department shall acknowledge in writing that the work was performed. it SECTION 26. PAYMENT OF OVERTIME. All money due for crew overtime shall be paid at the signing off. In the event payment of overtime is delayed by the Company beyond the 24 hours after signing off eulicles, additioneil compensation shall be paid at the rate of $10.00 a day for each calendar day or fraction thereof aforesaid payment of overtime wages is delayed. This shall not include disputed overtime being settled be­ tween the Union Representatives and the Company. No claim for the above penalty shall be considered valid- unless the failure to make such payment is made known to the Union within 72 hours after the event. SECTION 27. DIVISION OF WAGES OF ABSENT MEMBEIRS. (a) When members the unlicensed per­ sonnel are required to do extra work because the vessel sailed without the full complement as required by ves­ sel's certificate, under circumstances where the law permits such sailing, the wages of the absent members shall be divided among the men wdio perform their work, but no overtime shall be included in such pay­ ments. (b) At sea, when day men are switched to sea watches and pmnoted, fw the purpose of replacing men who are injured or sick, they shall receive the differential m pay. (c) When men standing sea watdies are promoted for the purp(»e of replacing m«i who are injured or sick they shall receive the differential in pay (Mily. (d) In no event shall any member of the Unlicensed Personnel work more than 8 hours in any one day with­ out the payment of overtime. SECTION 28. MONEY DRAWS. Monies tendered for draws in foreign ports shall be made in United States currency failing which, traveler's chedts shall be issued at the Company's expense, except where currency laws established in foreign countries prohibit such issuance. When American money is aboard, crew advances shall be put out the day before arrival in port. Upon request the Unlicensed Personnel shall be granted advances at least once every five days, except on Saturdays, Sun­ days and Holidays, while the vessel is in port. Such advances shall be made available to the crew not later than 4:00 pjn. SECTION 29. EIXPLOSIVES. On vessels carrying ex­ plosives in excess of 50 long tcms as permitted by law, the Company agrees to pay each member of the Un­ licensed Personnel, in additim to their regular monthly wage, 10% per month of such wages frmn the time the loading of the explosive cargo is started until the ex­ plosive cargo is (XHnpletely discharged. When the Unlicensed Personnel is required to work explosives at any time, they shall be paid for such work in addition to their regular mcMithly wages at the rate of $10.00 per hour. For the purpose of this agreement, expolsives shall consist of the following items: Nitro-Glycerine T.N.T. Poison Gases Black Powder Blasting Caps Detonating Caps , Loaded Bombs Dynamite Loaded shells of one pound or over but not small arms ammunition. SECnON 30. PENALTT CARGOES, (a) When mem­ bers of the Unlicensed Personnel are required to clean holds in which lead OHicentrates, coal, coke, or penalty cargoes are carried, they shall be paid by using the various groups as defined by the Shipping Rules, Sec­ tion 3, Departments & Groups, to determine their ap­ plicable rate. On Watch Mob. thronzh Fri. Group 1 $4.48 Group 2 3.44 Group 3 2.73 .r Watch Belaw Monday thnash Friday $5.00 4.01 3.57 Satnrday, Sunday and Holidays on Watch $6.88 6.88 5.46 However, when holds have been cleaned by the Un­ licensed Personnel after carrying penalty cargo, no overtime for cleaning will be paid for subsequent clean­ ing of holds unless another penalty cargo is carried. (b) For the purpose of this agreement the following are classed as penalty cargoes: IN BULK Bones Green Hides Manure Caustic Soda Soda Ash Creosoted Lumber IN BAGS OR BULK Super Phosi^ate Bcme Meal Cyanide Chloride of Lime cement Lami^lack Greaves Cakes Carbonblack Saltcake Sulphur Gasoline in any manner Copra (3,000 tons) (c) When sulphur in the amount of twenty-five per­ cent (25%) or more of the deadweight carrying capacity is carried on a vessel, eadi member of the Unlicensed Pereonnel shall be paid extra compensation of ten dol­ lars ($10.00) per voyage. SECrnON31. STANDBY WORK. When men are hired by the company for Standby Work in port by the day, they shall be paid the premium rate for the respective ratings. Eight (8) hours shall constitute a day's work. All work performed in excess of ei^t (8) hours in any 24 hour period, or any work performed in excess of eight (8) continuous hours, shall be paid at the premium rate and one-half for the respective ratings. Men hired to perform Standby Work shall perform any work which shall be assigned to them hy their superior of­ ficer, and they shall not be subject to any work rules set forth in this agreement. When Standby Work in any particular department is to be performed, an effort shall be made to obtain men with ratings in such department if they are avail­ able and arc competent to perform such work. Any man hired for Standby Work who reports when ordered shall be paid a minimum of eight (8) hours of pay for the first day and a minimum of four (4) hours for each day's pay thereafter. This change shall not be interpreted to conflict with any understanding that the Union might have with a company whose practice is to hire relief crews while the vessel is in port. SECmON 32. LONGSHORE WORK BY CREW. In those ports where there are no longshoremen available. members of the crew may be required to drive winches for handling cargo or may be required to hzmdle ceurgo. For such work, crew members shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine their applicable rate. Oa Watek Monday tkrooxb Friday Wateh Below Monday thronck Friday Any time San., ^Holidays Group 1 $6.36 Group 2 4.85 Group 3 3.80 $6.36 6.01 5.50 $7.95 7.10 7.00 On tankers which are carrying grain, when crew members are required to unfasten butterworth plate nuts and/or remove the butterworth plates for the purpose of loading or discharging grain cargo, they shall be entitled to compensation as provided for in this section. This section shall not be so construed as to be applicable to any work where longshoremen are not available due to labor trouble. nie above shall not apply for securing or shoring up cargo or spotting Ixxxns for longshoremen. SECmON 33. WORKING BALLAST. When members of the crew are required to discharge bedlast other than water ballast out of the holds, or handle or discharge ballast on deck, including washing sand ballast off the decks with hoses, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. Ott Watch Monday throngh Friday Watch Below Monday thronsh Friday Satnrdny.s Snndaye and Holidays On Watch Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 3.57 6.88 $6.88 5.46 SECTION 34. PORT TIME. For the purpose of ap­ plying port overtime provisions of this agreement, "port time" or the words "in port" shall be defined to mean the following: (al From the time a vessel is properly secured to a dock, buoy or dolphins for purpose of loading iand/or discharging cargo, ballast, passengers or mail; under­ going repairs; taking on fuel, water or stores; fumiga­ tion, layup; awaiting orders or berth, except when a vessel is moored or anchored in or outside the Port of San Pedro for the purpose of taking on bunkers. (b) From the time the vessel is properly moored or anchored for the purpose of loading and/or discharging cargo, ballast, passengers, or mail; undergoing repairs; taking on fuel, water or stores, fumigation, lay-up; awaiting orders or berth. (c) Port overtime provisions shall not apply to ves­ sels entering a port and anchoring for the sole pur­ pose of avoiding inclement weather. (d) Port time shall not commence until the vessel has shifted fixxn quarantine anchorage to a berth or other anchorage for the purposes as provided for in subsections (a) and (b) of this section. (e) Vessels lying at the same anchorage after obtziining quarantine clecurance shall be considered await­ ing berth and port overtime provisions shall apply ex­ cept in cases where vessels ceinnot move due to weather conditions. (f) Port overtime provisions shall not apply to ves­ sels mooring or anchoring for the sole purpose of awaiting transit of canals such as the Panama Clanal. (g) Port overtime shall not apply when taking on water, fuel or stores while in the process of awaiting an assigned turn for transit of the Suez Canal. (h) Port overtime provisions shall not apply to ves­ sels mooring or anchoring for the sole purpose of land­ ing sick or injured persons. However, a vessel taking on fresh fruits, vegetables or milk while transiting the canals shall not be con­ sidered to be in port tmder subsection (b) of this secticHi. TERMfNAHON OF PORT TIME. Port time shall terminate when the first ahead or astern bell is nmg the day the vessel leaves the harbor limits, however, this paragraph shall not apply in the cases where the ves­ sel is being shifted eis provided for in Article II, Sec­ tion 35. SECTION 35. SHIFTING SHIP, (a) After the ves­ sel's arrival in port as outlined in Article II, Section 34, any subsequent move in inland waters, bays, rivers and sounds shall be regarded as shifting ship and over­ time at the applicable rate shall be peiid for men on duty while such moves are performed on Saturdays, Sundays and Holidays and after 5 p.m. and before 8 a.m., weekdays with the following exceptions: Port Alfred to Montreal or vice versa Port Alfred to Quebec or vice versa Montreal to Quebec or vice versa All moves from American ports to British Columbia ports or vice versa Montevido to Buenos Aires to Rosario or points above or vice versa Boston to New York or vice versa Norfolk to Baltimore or vice versa New Orleans to Baton Rouge or vice versa All mdves between ports on the St. Lawrence Seaway £md/or on the Great Lakes, West of Montreal, except those moves which are less than eighty (80) miles. (b) Moves from Baltimore through the Chesapeake and Delaware Canal to Delaware River ports or vice versa, shall be considered a move of the ship and such work after 5 p.m. and before 8 a.m. or on Saturdays, Sundays, or Holidays, shall be paid for at the applicable rate. (c) A move from Honolulu to Pearl Harbor or vice versa shall be considered a shift of the vessel. (d) A move from Galveston to Houston or vice versa shall be considered a shift of the vessel. ,• �m SECTION 36. RESTRICTION TO SHIP. When a ves­ vise ship's chairman accordingly. He shall get other data sel has been in a foreign port where the crew was re­ if possible, such as weather reports to further back his stricted to the ship and the Company claims that this decision. When launch service is arranged for by the Company, restriction was enforced by the government of the port the schedule shall be such that each and every member visited or either Federal, Military, or Naval Authorities, the Compeiny shall produce a copy of the restriction shall be given opportunity for a round trip as called order of the government, -Federal, Military, or Naval for herein on his watch below. In port where regular boat service is not available, Authorities. In lieu thereof, it may produce a proper entry in the official log book and must give sufficient memtors of the crew may make their own arrange­ notice in writing of the restriction to the Ship's Chair­ ments for transportation and the Company agrees to man. The notice shall also be posted on the crew's reimburse either the crewmember or the owner of the bulletin board. A letter from the Company's agents will boat up to $5.00 per round trip per man carried once not be sufficient proof of the existence of such an order. eveiy 24 hours. If the Ctwnpany is unable to produce evidence as pro­ SEfJnON 41. REST PERIODS, (a) When ship is vided herein to satisfy the Union of the validity of such under port working rules and sea watches have not restriction, the crew shall be compensated for having been set and members of the unlicensed deck and en­ been festricted to the ship by the payment of overtime gine personnel off duty are required to work overtime for the period of the restriction at the overtime rate. between midnight and 8 a.m., they shall be entitled to When a restriction occurs because of quarantine, im­ one hour of rest for each hour actually worked. Such migration or cust(xns procedures, a proper Log entry rest period shall be given at any time during the same shall suffice. working day. The rest period shall be in addition to SECTION 37. SECURITY WATCHES. If unlicensed cash overtime allowed for such work. If such rest pe­ crewmembers are required to stand security watches in riod is not given, men shall be entitled to overtime at port by order of Federal, Military or Naval authorities the regular overtime rate in lieu thereof. This sheill not in the United States-controlled ports, or by foreign apply when sea watches are set the same day and be­ government authorities in other ports, they shall be fore the rest period is completed. This section shsill not apply to men turning to on paid overtime for all such watches stood between the overtime at 6 a.m. or after. hours of 5 p.m. and 8 a.m., Monday through Friday. (b) On days of arrival, if members of the unlicensed SECTION 38. SAILING BOARD TIME, (a) The saU- deck or engine personnel off duty are required to per­ ing time shall be posted at the gangway on arrival when form work between midnight and 8 a.m., they shall the vessel is scheduled to stay in port 12 hours or less. be entitled to 1 hour of rest for each hour worked. If When the stay is scheduled to exceed 12 hours the such period of rest is not completed at 5 p.m. of the sailing time shall be posted 8 hours prior to scheduled same day, overtime shall be allowed for the incom­ sailing, if before midnight. If scheduled between mid­ pleted portion of such rest period. night and 8 a.m., sailing time should be posted by 4:30 (c) This section shall apply in the case of day work­ p.m., but not later than 5 p.m. ers, both at sea or in port. When a vessel arrives on a weekend between 5 pm. (d) Where a seaman is entitled to a rest period Friday and 8 a.m. Monday, and is sdieduled to sail under the provisions of Section 41, such rest period prior to 8 a.m. Monday, a sailing board with the esti­ shall be granted during the time that he would norm­ mated sailing time shall be posted not later than two ally be required to work in order to complete his work­ (2) hours after arrival, provided, however, it is under­ ing day. stood that any change resulting in weekend sailings as SECTION 42. FRESH PROVISIONS, (a) An ade­ set on said sailing board, may be made without penalty as long- as such change is made no less than eight (8) quate supply of fruit juices shall be provided for the hours prior to actual sailing. ITie above provision shall unlicensed personnel. Fresh fruit and vegetables will apply to all vessels scheduled to depart during a week­ be furnished at every port touched where available, and if supply is possible, a sufficient amount to last until end. (b) All members of the Unlicensed Personnel shall the next port or to last until the food would ordinarily, be aboard the vessel smd ready for sea at least 1 hour with good care, spoil. Shore bread sheill be furnished before the scheduled sailing time. In the event any at all U.S. ports when available. Frozen foods shall be considered the eqivalent of and member of the Unlicensed' Personnel fails to comply with this provision, the Company shall call the Union serve the same purpose as fresh foods. (b) (1) Vessels making a foreign voyage shall store and the Union shall furriish a replacement. If the original member reports after the Compsuiy has called canned whole fresh milk at the rate of 1 pint per man for a replacement, the man sent by the Union eis such per day for the duration of the voyage. (2) While a vessel is in continental U.S, ports, replacement shall receive 2 days' pay, which 2 days' pay shall be paid by the member who was late in reporting fresh milk from local dairies is to be served three times for duty. a day. Prior to a vessel departing from Euiy domestic (c> When the Company has ordered a replacement ports, going to another domestic port and/or a foreign for which ther^ is no vacancy on a ship, the Company port, forty (40) gallons of local fresh milk must be shall reimburse the seamen the equivalent of 2 days' placed on board. (3) After departure from the last continental pay plus transportation charges. U.S. port and the supply of fresh local milk has been (d) If the vessel's departure is delayed and the delay is due to the loading or discharging of cargo, the new consmnmed, cmned whole fresh milk is to be served time of departure shall immediately be posted on the at breakfast only while at sea. (4) While in a foreign port, canned whole fresh boEU'd and if such delay exceeds 2 hours the watch be­ low may be dismissed and shall receive 2 hours' over­ milk is to be served three times a day as per agree­ ment. time for such reporting. (5) No purchase of milk shall be made in for­ (e) In the event, eifter cargo is aboard or discharged eign ports while canned whole fresh milk is available. and ship is ready to proceed, the full complement of (c) If milk is provided for persons other than crewUnlicensed Personnel is not on boeuxl, no overtime shall members, be paid. Full complement, as used herein, shall mean the such use. then additional milk must be supplied for full complement as required by the vessel's inspection certificate. SECTION 43. ROOM AND MEAL ALLOWANCE. (f) The overtime prescribed above shall not apply When board is not furnished unlicensed members of the when sailing is delayed on account of weather, such as crew, they shall receive a meal allowance of $2.00 for rain, fog, or any other condition beyond the vessel's breaMast, $3.(X) for dinner and $5.50 for supper. When control. men are required to sleep ashore, they shEill be allowed When the above conditions prevail and it is expected $10.50 per night. that such delay will exceed two (2) hours, the new Room allowance, as provided in this Section, shall time of departure shall be posted as soon as possible, be allowed when but in no event later than the time originally posted. 1. Heat is not furnished in cold weather. When the Failure to comply will invoke penedty provided for in outside temperature is 65 degrees (65°) or lower for (d) above. 8 consecutive hours, this provision shall apply. SECTION 39. SECURING VESSEL FOR SEA. All 2. Hot water is not available in crew's washroom for vessels of the Company must be safely secured before a period of twelve (12) or more consecutive hours. leaving the harbor limits for any voyage. 3. On air conditioned vessels, when the room temper­ Vessels sEiiling in the daytime must be safely secured ature is 78° or above, and the air conditioning unit before leaving the habor limits. In the event the vessel does not work in excess of eight (8) hours, this pro­ is not safely secured before reaching the harbor limits, vision shall apply. If fans are installed the penalty shall the vessel shall proceed to a safe anchorage and be not be invoked. If fans do not now exist suitable ar­ secured before proceeding to sea. Vessels sailing after rangement shall be made with the Union and Company dark shall be safely secured before leaving the dock or for their installation. may proceed to a safe anchorage to secure vessel be­ 4. Crew's quarters have been painted, and paint is fore proceeding to sea. When lights ceui be maintained not absolutely dry, and other suitable quarters are not on the after deck, gear and hatches may be secured on furnished aboard. this deck enroute to anchorage. 5. At all times when vessel is on dry dock overnight If the forgoing is not complied with, extra c(Hnpensa- and sanitary facilities are not supplied. tion at the fiat rate of ten dollars ($10.00) shall be paid 6. Linen is not issued upon men's request prior to to each member of the Deck Department involved in 6:00 p.m. on the day seaman joins the vessel. the securing. Such extra compensation shall be in addi­ 7. Vessel is being fumigated and is not cleared before tion to any overtime received when on overtime hours. 9:00 p.m. In surf ports and outports, the customary practice of 8. Men standing midnight to 8:00 a.m. watch on the squaring away booms will be considered in compliance same day the vessel is fumigated shall be entitled to with this Section. room allowance regardless of when the vessel is cleared. 9. Work such as chipping, welding, riveting, ham­ SECn-ION 40. LAUNCH SERVICE. When a ship is euichored or tied up to a buoy for 8 hours or over, for mering or other work of a similar nature is being per­ the purpose outlined in Article II, Section 34, each formed in or about the crew's quarters between 8:00 member of the unlicensed personnel while on his watch p.m. and 6:00 a.m. Such work outlined in 9 above is being performed in below shall be allowed one round trip to shore at the or around the quarters of the men who stand donkey (Company's expense every 24 hours. The Master shall use his own judgment and if in his watches, such men will be provided with other quarters opinion, the conditions are not safe, he shall not provide or room allowance will be allowed. NOTE: Penalties claimed for lack of heat, air condi­ launch service. However, he shall as usual make his entries in the log as to the weather conditions and ad­ tioning, hot water, etc., or because of noise as defined page in (9) above, must be recorded on an 8 hour basis with the Ship's Master or other proper department head. Dates, time of reporting, and temperatures involved should be made part of such record. SECTION 44. MEAL HOURS. RELIEVING FOR MEALS. The meal hours for the Unlicensed Personnel employed in the Deck and Engine Department shall be as follows: Breakfast 7:30 a.m. to 8:30 a.m. Dinner 11:30 a.m. to 12:30 pjn. Supper 5:00 p.m. to 6:00 p.m. (a) At sea or in port, the 4 to 8 watch shall relieve itself for supper. (b) nie 12 to 4 watch on sailing day is to be knocked off at 11 a.m. in order to eat at 11:30 a.m. and to be ready to go on watch at 12 noon. (c) These hours may be varied, but such variations shall not exceed pne hour either way, provided" that one unbroken hour shall be allowed at all times for dinner and supper when vessel is in port. When watches are broken, if one unbroken hour is not given, the men involved shall receive one hour's overtime in lieu thereof. This penalty hour shall be in addition to the actual overtime worked during the meal hours. (d) When crew is called to work overtime before breakfast and work continues after 7:30 a.m., a full hour shall be allowed for breakfast, and if breakfast is not served by 8 a.m.. overtime shEill continue straight through until breakfsist is served. (e) If one unbroken hour is not given, the men in­ volved shall receive one hour's overtime in lieu thereof. (f) When the watch below or men off duty are work­ ing on overtime at sea or in port, they shall be allowed one unbroken meal hour. If one unbroken meal hour is not given, the men involved shall receive one hour's overtime in lieu thereof. This penalty hour shall be in addition to the actual overtime worked during the meal hour. The provisions in this section shall be ap­ plicable at all times at sea or in port to men on day work. SECTION 45. MIDNIGHT LUNCH (a) If the crew works as late as 9 p.m., coffee and night lunch shall be . provided. If work continues after 9 p.m. fifteen minutes shall be allowed for the coffee and night lunch, which time shall be included as overtime. (b) If crew starts work at or before 9 p.m. and works continuous overtime until midnight, the men shall be provided vrith a hot lunch at midnight. If the work continues after midnight one unbroken hour shall be allowed for such hot lunch. If this unbroken hour is not allowed the men involved shall receive one hour's overtime in lieu therof, which shall be in addition to the actual overtime worked during the hot lunch hour. (c) If crew is broken out after 9 p.m. and works continuously for three hours, a hot lunch shall be pro­ vided at the expiration of the three hours if the work is to be continued. Otherwise, a night lunch shall be provided. An unbroken hour shall be allowed for the hot lunch and if such unbroken hour is not allowed the men shall receive one hour's overtime in lieu thereof, which shall be in addition to the actual overtime worked during the hot lunch hour. (d) If crew works as late as 3 a.m., coffee and night lunch shall be provided and if work continues after 3 a.m., fifteen minutes shall be allowed for coffee and night lunch, which time shall be included as overtime. (e) If crew works as late as 6 a.m., coffee shall be provided and if work continues after 6 a.m., fifteen minutes shall be allowed for coffee, which time shall be included as overtime. (f) When a vessel is scheduled to depart at mid­ night, the midnight lunch hour may be shifted to one hour either way. (g). In the event the midnight lunch is not served the men involved shall be paid the supper meal al­ lowance in addition to the overtime provided for in paragraphs (b) and (c) above. SECJTION 46. COFFEE TIME, (a) All hands shall be allowed fifteen minutes for coffee at 10 a.m. and 3 p.m., or at a convenient time near those hours. (b) When the crew is entitled to the 30 minutes readiness period under Article II, Section 22, coffee shall be made by the watch or watchman and be ready at the time of calling, £uid allowed during the thirty minutes of readiness period. SECTION 47. CREW'S QUARTERS. All quarters assigned for the use of the unlicensed personnel are to be kept free frwn vermin insofar as possible. This is to be accomplished through the use of extermina­ tion facilities provided by the Company, or fumigating the quarters every six months with gas. SECTION 48. CLEANLINESS OF QUARTRRS. "The Unlicensed Personnel shall cooperate to the fullest in order to keep their respective living quarters clean and tidy at all times. SECTION 49. CREW EQUIPMENT. The following items shall be supplied the Unlicensed Personnel em­ ployed on board vessels of the Ctompany. 1. A suitable number of blankets. 2. Bedding consisting of two white sheets, one spread, two white pillow slips, which shall be changed weekly. ' ^ 3. One face towel and one bath towel which shall be changed twice weekly. 4. One cake of standard face soap such as Lux, Lifebuoy or Palmolive soap with each towel change. 5. One box of matches each day. 6. Suitable mattresses and pillows shall be furnished but hair, straw or excelsior shall not be suitable. As mattresses now on board wear out, they shall be replaced by innerspring mattresses. 7. All dishes provided for the use of Unlicensed Personnel shall be crockery. �8. One cake of laundry soap, one cake of lava soap, one box of washing powder weekly. 9. Sanitubes shall be available for the Unlicensed Personnel at all times. 10. Cots shall be supplied to the crew while in the tropics except on the new type passenger vessels. 11. Two twelve-inch fans shall be furnished in fore­ castles occupied by two or more unlicensed per­ sonnel, and one sixteen-inch fan in all forecastles occupied by one member of the Unlicensed Per­ sonnel. This shall not apply to air-conditioned vessels. Any member wilfully damaging or destroying linen shall be held accountable for SEime. When full linen is not issued, men shall receive $2.00 each week for washing their own linen. The Steweu-d shall not issue clean linen to any individual crew member until such member has turned in his soiled linen. SECTION 50. VENTILATION. All quarters assigned to the Unlicensed Personnel and all messrooms pro­ vided for their use shall be adequately screened and ventilated and a sufficient number of fans to secure ventilation shall be provided. SECTION 51. MESS ROOM. Each vessel shall be furnished with a messroom for the accOTrimodation of the crew, such messroom or messrooms to be in each case so constructed as to afford sitting room for all and to be so situated as to afford full protection from the weather and from heat and odors euising from the vessel's engine room, fireroom, hold and toilet. SECTION 52. WASHROOMS. Adequate washrooms and lavatories shall be made available for the Unli­ censed Persoimel of each department, washro<Hns to be equipped with a sufficient number of hot and cold fresh water showers. SECTION 53. LOCKERS. A sufficient number of lockers shall be provided so that each employee shall have one locker of full length whenever space permits, with sufficient space to stow a reasonable amount of gear and personal effects. SECTION 54. UNIFORMS. In the event a man is required to wear a uniform, other than provided for in Article V, Section 29, he shall furnish his own uni­ form and shall be paid an additional $12.50 per month for same. SECTION 55. ELECTRIC REFRIGERATOR AND ELECTRIC WASHING MACHINE. An electric refrig­ erator and an electric washing machine shall be fur­ nished for the use of the unlicensed crew on each ves­ sel. "The location of this refrigerator and washing machine shall be determined by the Compemy. Should either the refrigerator or washing machine break down, it is understood and agreed that the Company will not be expected to make repairs until the vessel arrives at a port where the manufacturer has a serv­ ice representative available. SECTION 56. JURY TOILETS. When and wherever necessary for sanitary reasons, jury toilets shall be rigged on the poop deck. SECTION 57. -TRANSPORTATION AND PAYING OFF PROCEDURE. 1. (a) Vessels in the bauxite trade or on foreign voyages shall be signed on for one voyage for a term not exceeding 9 calendar months. Vessels in the Far East trade shall be signed on as herein stated except that the term of time may be 12 calendar months. (b) It is also agreed that the Articles shall termi­ nate at the final port of discharge in the continental United States of America, unless another port is mu­ tually agreed to between the company and the Union. If the final port of discharge is located in an area other than the area in the continental United States, in which is located the port of engagement, economy class air transportation shall be provided to only those men who leave the vessel, plus wages and subsistence to port of engagement in continental United States. At the seaman's option, cash equivalent of the actual cost of economy class air transportation shall be paid. (c) If the vessel departs from the final port of dis­ charge within 10 days aifter .inboimd cargo is com­ pletely discharged to return to the area wherin is located the port of engagement, the above shall not apply. Once a crewmember has made the initial forei^ voyage and earned transportation, the transportation remains payable so long as he pays off in another area other than the su-ea wherein is located his original port of engagement. If the new foreign articles are signed, transportation provisions shall not apply till termination of the Articles. (d) For the purpose of this Section, the Continental United States shall be divided into eight areas—Pacific Northwest; California; Atlantic Coast Area North of Cape Hatteras; Atlantic Coast Area, South of Cape Hatteras; and the Gulf Coast Area, the State of Alas­ ka, the Western Great Lakes Area and the Eastern Great Lakes Area. The dividing line between the Westem and Eastern Great Lakes shall be the Mackinac Straits Bridge and the Sault Ste. Marie Locks. Hawaii becoming a state does not constitute an additional area for the purpose of transportation, how­ ever seamen shipped in Hawaii who are paid off in the Continental United States and who are entitled to transportation under other provisions of this contract shall receive transportation to San Francisco. (e) It is further agreed that in the event a ship returns light or in ballast to the Continental United States, articles shall terminate at first port of arrival in accordance with voyage description set forth in the articles, except that when the arrival at the first port is for the purpose of securing additional bunkers, stores, or making emergency repairs of not more than 7 dajrs for a period of 7 days or less, the Unlicensed Personnel duration, articles shall continue until the vessel can^ shall be kept on board at the regular monthly rate of proceed to another continental United States port. pay. However, when it is expected that said vessel will 2. (a) Vessels making a voyage to Bermuda, Mexico, be idle for a period in excess of 7 days, the Unlicensed Personnel may be reduced on arrival. Should the vessel West Indies, including Cuba, Canada, Newfoundland, resume service within 7 days, the vessel's Unlicensed and/or coastwise in any order, either direct or via ports shall be signed on for one' or more continuous Personnel who return to the vessel, shall receive wages, room and meal allowances for the period for which voyages on the above-described route or any part they were laid off. thereof and back to a final port of discharge on the Atlantic or Gulf'Coast of the continental United States SECTION 61. FULL COMPLEMENT WHILE CAR­ for a term of fime not exceeding 6 calendar months. GO IS BEING WORKED. A full cwnplement of Un­ (b) When a vessel is on domestic articles or harbor- licensed Personnel shall be maintained aboEU-d vessel payroll prior to proceeding on a foreign voyage a mem­ at all times cargo is being worked. ber of the Unlicensed Personnel shall not be entitled to "The Company shall be in compliance with this section transportation to the port of engagement if he fails to when there is less than a full complement, Saturdays, make the foreign voyage, unless the company termi­ Sundays and on holidays, due to voluntary termination, nates his emplojmient through no fault of his own. to discharge for cause or absence of members of the (c) If the port where the articles are finally termi­ Unlicensed Personnel who should have normally been nated is located in an area other than the area in the on duty. Likewise, compliance shall be in effect when continental United States in which is located the port there is less than a full complement aboard due to a of engagement economy class air transportation shall condition arising as the-result of a marine casualty. be provided to those men only who leave the vessel, SECTION 62. MANNING SCALE. It is agreed and plus wages and subsistence to port of engagement in continental United States. At the seaman's option, understood that the present mcinning scale carried on cash equivalent of the actual cost of economy class the Company's vessel shall not be changed unless such changes are mutually agreed to by both the Union and air transportation shall be paid. The crewmember shall be entitled to transportation the Company. regardless of the number of voyages he makes once SECTION 63. INTERNA-nONAL DATE LINE. If transi>ortation has been due him as long as he pays off a vessel crosses the International Date Line from east in an area other than em area wherein is located the to west, emd a Saturday, Sunday or Holiday is lost, all original port of engagement. day workers shall. observe the following Monday or (d) For the purpose of this section, the continental the day following a Holiday. Watch standers will be United States shall be divided into five areas: Pacific paid overtime in accordance with the principle of Sat­ Northwest; California; Atlantic Coast area. North of urday and Sunday overtime at sea. If the Sunday Cape Hatteras; Atlantic Coast area. South of Cape which is lost is also a Holiday, or if the following Mon­ Hatteras; and the Gulf Coast area. day is a Holiday, then the following Monday and "Tues­ (e) It is also agreed that the trsinsportation provi­ day shall be observed. sions contained herein shall not apply until the articles However in crossing the International Date Line are finally terminated. 3. Any member of the Unlicensed Personnel will be from west to east, if an extra Saturday, Sunday or allowed to pay off the vessel in any port in continental Holiday is picked up, only one of such Saturdays, United States or Puerto Rico upon 24 hours notice to Sundays or Holidays shjill be observed and all crew the Master, prior to the scheduled sailing of the Vessel. members will be required to work without overtime However, where a vessel is expected to arrive and de­ on the so-called second Saturday, Sunday or Holiday, part on^ a weekend, such notice shsdl be given not later provided that if Sunday is also a Holiday, the Sunday which is picked up shall be observed as such Holiday. than 1:00 p.m. on Friday. -The Master shall be allowed to discharge any member SECTION 64. NEW EQUIPMENT NOT CARRIED of the Unlicensed Personnel upon 24 hours notice. If AT PRESENT, NEW CONSTOUCTION AND RECON­ the seaman exercises his rights to be paid off, as pro­ VERSION. In the event the Company is to build new vided for in this paragraph, transportation provisions ships, acquire new ships or convert old ships, it is shall not be applicable. If the Master exercises his agreed that prior to the commencement of construction right to discharge a seaman as provided for in this or conversion, the Union and the CcHnpany shall meet paragraph, transportation provisions shall not be ap­ to negotiate manning scales, quarters, recreational fa­ plicable. Should the Union object to the discharge, the cilities and all equipment and provisions to be furnished matter shall be handled in accordance with grievance for, or used,by, the Unlicensed Personnel. procedure. SECTION 65. CALENDAR DAY. For the purpose of "The provisions of this paragraph shall not apply to this agreement, the calendar day shall be from mid­ Alaska and Hawaui. 4. Applicable Operations Regulations shall be effec­ night to midnight. tive on GAA vessels. SECTION 66. WAR ZONE. In case any vessel of the company traverses waters adjacent to or in the SECTION 58. RETURN TO PORT OF ENGAGE­ proximity of a declared or undeclared war or a state MENT. (a) In the event a ship of the Cmnpany is sold, interned, lost, laid up, run aground or is stranded and of hostilities, it is hereby agreed that a petition on the crew is required to leave the vessel by reason the psurt of the Union for the opening of negotiations thereof, the crew shall be given transportation back to for added renumeration, bonuses, and/or insurances, the port of engagement with subsistence, room and shall in no way be deemed cause for the termination of wages, at the time of payoff, as per Article II, Section this agreement. 59, of this agreement. When room and subsistence is SECTION 67. COPIES OF AGREEMENTS TO BE not furnished aboard the vessel, room and meal allow­ FURNISED. Copies of this agreement shjill be fur­ ance will be paid as prescribed in Article II, Section 43, nished to the Master, Chief Engineer and Chief Stew­ until crew is furnished repatriation by train, vessel ard, who in turn shall supply each departmental dele­ or commercially operated airplanes, equivalent to the gate with a copy at the commencement of each voyage. equipment of a regularly scheduled airline, or in the event such airplane transportation is not equivalent SECTION 68 LOGGING. Where the Master exer­ to a regularly scheduled airline, they shall be paid the cises his prerogative under maritime law by logging a difference in cash. man for missing his regular work or watch, he shall (b) The port of engagement of the seamein is the not log the man more them 1 day for 1 day. This sec­ port in the continental United States where he was tion shall not be deemed to prejuidice the authority first employed by the company for the vessel involved. of the Master, or the reqirements of obedience of the It is agreed that where a seaman quits and a replace­ crew, described elsewhere in this contract, except as ment is obtained in the continental United States port, specifically herein provided. the replacement's port of engagement shall be the same SECTION 69. RETURN OF DECEASED SEAMAN. as the seaman he replaced except that the replacement If a seaman dies at euiy time during the voyage, the would be entitled to transportation to his port of en­ Company shall so notify the next of kin as designated gagement if the ship is laid up and he is laid off. (c) In the event a ship of a company is to be scrap­ on the shipping articles. In the event a seaman dies ped, sold, transferred to a foreign flag or disposed of in in a port not in the continental United States, or if any fashion in a foreign port, tiie unlicensed personnel he dies at sea euid his body is delivered to a port not shall be entitled to economy class air transportation in the continental United States, in which port, facili­ to their port of engagement as defined in paragraph ties fov preservation of the body for shipment and (b) above. -TrEUisportation, for the purposes of this burial are available, and there are no legal restrictions contrary thereto, if the said next of kin requests the agreement, shall be economy class air. (d) When a seaman is entitled to transportation un­ return of the bo^ and agrees to assume responsibilitjr der this agreement, he shall receive the cash equiva­ for the body at the port of engagement, the Ccanpany lent of available economy class air transportation in­ shall defray the total cost of preserving and returning cluding tax to his port of engagement plus one (1)^ the body to the original port of engagement. day's wages and subsistence. This provision shall apply SECTION 70. TIME OFF-FREIGHT VESSELS. As for area to area. Where a vessel is laid up under this circumstances permit, upon completion of a foreign, section and the port of engagement is within the same nearby foreign, intercoeistal, or coastwise voyage, all of area of such lay up, the seamam shall be entitled to the assigned Unlicensed Personnel who will remain on available economy class air transportation and the board and make the next voyage shall have time off wages and subsistence sh8ill not exceed one (1) day's (not to exceed eight (8) working hours) in the payoff pay; however, in the ports close together, the schedule port or such other ports £is may be mutually agreed that we are presently working under shall remain in upon between the Master and the crewmember. The full force and effect. voyage shall commence at the time of signing of ar­ ticles (foreign, nearby foreign, intercoasteil or coast­ SECTION 59. TRAVELING. Members of the Union, wise) and continue until articles are terminated. In when transported by the Company during the course of their cmploj-ment, shall be provided with Economy nearby foreign and coastwise trade, this time off need Class air travel. Where meals are not provided by the not be grsmted more often than once in each thirty (30) day period. carrier, subsistence shall be paid as per Article II, Section 43: breakfast $2.00 $3.00 for dinner, and $5.50 It is further understood that the Compeuiy is under for supper. When traveling by ship is involved, men no obligation to hire replacements for those relieved; shall be provided with Second Class transportation or this being within the cmnplete discretion of the Com­ the cash equivalent thereof. pany. This provision shall not be applicable during annual SECTION 60. VESSEL IN IDLE STATUS. When a vessel is inactive in a United States port for any reason inspections. �1. If a man selects a port for time off where it is formance of ordinary work incident to the sailing and impossible to grant eight hours off, he only gets maintenance of the vessel. what is available and no accumulation is carried (b) Not less than 3 seamen shall constitute a com­ forward. plete sea watch at all times. When any of these 3 rat­ 2. In the Steward Department, no loss of earnings ings are missing and the watch is not ccwnplete, the when arrangements to relieve themselves are wages equivalent to the rating that is missing from the made; i.e., ho]ida3^ and weekends (the wages and watch shall be paid to the other member or members making up the remainder of the watch. overtime shall be jaid). (c) When the watch is called out to v/ork, they shall 3. If members of the Steward Department are off while the vessel is not feeding, no overtime is be paid overtime for such work at the rates specified in the agreement except for such work as defined in payable to them. Article II, Section 18. 4. In the Deck Department, those accepting time off under this Section shall not be required to report SECTION 4. BOATSWAIN OR CARPENTER for shifting of ship during time off or during their STANDING WATCH, (a) If the Boatswain or Car­ watch below. penter is required to stand watch due to a shortage 5. Alteration of time off may be applied in the Deck of men, such watches stood between the hours of 5 P.M. Department provided the vessel's stay in port is and 8 A.M., Monday through Fridays, and from mid­ long enough to cwnply with the intent of the night to midnight on Saturdays, Sundays, or Holidays, time off Section. shall be paid for at their applicable rate. However, aU 6. Where the seaman does not receive his day off .such watches shall be in addition to their regular duties as required above, he shall receive one (1) d2iy's as Boatswain or Carpenter. In such cases, there shall be pay in lieu thereof. If he receives only four (4) no division of wages. hours or less of his time off, he shall receive one(b) An AB Maintenance may be required to replace half (%) day's pay in lieu thereof. This clause -'any unlicensed member of the Deck DepEutment when shall not apply where the seaman has accepted sEud member is sick or missing, without the payment overtime in lieu of time off. of overtime, Monday through FHday. 7. Qualified day workers may be required to relieve SECTION 5. SETTING WATCHES. Sea watches watch-stsmders for purposes of time off. They shall shall be set not later than noon on sailing day. When be paid at their respective overtime rates after 5:(X) p.m. and before 8:00 a.m., Monday through the vessels sails before noon, watches shEill be set when Friday, and at their premium rates on Satui^ays, all lines sure on board and vessel is all clear of the dock. Sundays and Holida}^. SECTION 6. BREAKING WATCHES AND WORK IN PORT, (a) In all ports, watches shall be broken SECTION 71. AWNINGS AND COTS. All freightships, except those on regular North Atleuitic nms, and except in those ports where stay of vessel will not ex­ Alaska Coastwise runs, shedl be provided with awnings ceed 24 hours, then watches shall run consecutively. Any part of a sea watch fnan midnight until 8 A.M. aft, with the exception of vessels equipped with facili­ ties on deck of the same nature. On fully^air-condi­ on day of arrival, shall constitute a complete watch. tioned vessels, there shall be no requirements for the "This shEdl not apply to men required for gsuigway watch. When arrival occurs on a Saturday, Sunday, or issuance of cots or the installation of awnings. Holiday, overtime shall only be paid for hours actUEiUy SECTION 72. TELEVISION SETS ON VESSELS IN worked on such watch. COASTWISE, INTERCOASTAL, AND NEARBY FOR­ (b) In port where sea watches are broken the hours EIGN TRADE, (a) The Company shall provide a tele­ of labor shall be from 8 A.M. to 12 noon emd i P.M. vision set for the Unlicensed Personnel on all vessels to 5 P.M., Monday through Friday. Except as otherwise covered by this agreement. provided herein, any work outside of these hours or on (b) Such television set shall be a nationally known Saturday, Sundays and Holidays shall be paid at the brand with no less than twenty-one inch (21") black applicable rate for the respective ratings. and white screen. (c) When watches are not broken in port, overtime The maintenance, care and repair of the television shEdl be paid for all watches stood after 5 P,M. and set and incidental equipment shall be the responsibility before 8 A.M. If watches are broken in a port Eifter of the Unlicensed Personnel. To assist the crew with having been msiintained for a period of time overtime actUEd expenses incurred in this respect, the Company shall be paid for all watches stood between time of will reimburse the crew up to sixty-five dollars ($65.00) arival and breaking of watches. This shaU not apply Eumually upon presentation of bona fide maintenance when the crew is being paid overtime for standing and repair bills. It is imderstood that reimbursement watches. will be only for maintenance and repair resulting from SECTION 7. MEN STANDING SEA WATCHES, normal operation and hEuidling of the television set and for any damages resulting from fire or inclement (a) Men standing sea watches shall be paid overtime weather and not for damage caused by the improper at the applicable rate for Saturday, Sunday, and Holi­ day watches and for EIU work in excess of eight (8) acts of any Unlicensed Personnel. hours between midnight and midnight each day. No SECTION 73. WAGES—COASTWISE VOYAGES, work except for the SEife navigation of the vessel is to NEARBY FOREIGN VOYAGES, DOMESTIC AND be done after 5:00 P.M. and before 8:00 A.M., Monday HARBOR PAYROLLS. Unlicensed Personnel will be through FHday, and on Saturday, Sundays and Holi­ paid day for day on all vessels on coastwise voyages, days without the payment of overtime. nearby foreign voyages, domestic articles or on harbor (b) Except Eis otherwise specifiCEilly provided, if a payrolls, regardless of the length of the articles or man standing regular watch at sea or in port on payroll period, and whether or not the aforementioned Saturdays, Sundays, and Holidays is required to do periods occur between termination of one set of foreign work other thsm routine work for the safe navigation articles and the signing of the next foreign articles. of the vessel, they shall be pEud by using the VEuious SECTION 74. PYRAMIDING OVERTIME. There groups as defined by the Shipping Rules, Section 3, shall be no duplication or pyramiding of overtime ex­ Departments and Groups, to determine the applicable rate. cept where specifically provided for. SATURDAY, SUNDAY and HOLIDAYS ARTICLE Iff Group 1 $6.88 DECK DEPARTMENT Group 2 6.88 Group 3 5.46 SECTION 1, WAGES. TTie monthly rate of pay for With the following exceptions: the Unlicensed Personnel in the Deck Department, 1. Routine work for the safe navigation of the when the respective ratings are carried, shall be as vessel. follows: 2. Cleaning quarters. Monthly Bate Monthly Bate Monthly Bate. 3. Docking and undocking. Batintr 6/16/W 6/16/73 8/16/74 Boatswain (c> If a mEm standing sea watches on Saturday, (SL180, SLISI, SL7's) 798.33 834.84 873.17 Sunday or Holiday is required to handle explosives, Boatswain 5730.12 5766.63 5804.96 •Carpenter 671.74 705.33 740.60 clesm holds, do longshore work, work baUast, do car­ A,B. Maintenance 620.77 651.81 684.40 penter work, secure cargo, lay dunnage, handle mail or Quartermaster 585.50 614.78 645.52 Abie Seaman 555.88 583.67 612.83 baggage, hEuidle stores, use pEiint spray guns or sand Ordinary Seaman 434.50 456.23 479.04 blasting equipment, tend livestock, hEUidle garbage, O.S. Maintenance 464.50 487.73 512.12 remove soot from the stack, cleEUi bilges or cleEUi up oil * When the Carpenter is required, in writing, by the Com­ pany, to furnish his own Tools, he shall be paid 520.00 spills, clean tanks or such work as defined in Article in addition to his base wage. IV, Section 34, Additional Work, he shall be paid only SECTION 2. DIVISION OF OVERTIME. AU over­ the rate as specified in this agreement for that type of time shall be divided as equally as possible among the work. members of the deck crew. In any event, the Boatswain SECTION 8. RELIEVING HELMSMAN. No mate shall be allowed to make as many hours overtime as shall relieve Helmsman except in an emergency. the high man's overtime hours in the Deck Depart­ ment, except where such overtime has been paid for Sougeeing, Chipping, Psiinting, etc., shall not be con­ routine sea watches. The Boatswain shall have the right sidered an emergency. to stand gemgway in turn with the rest of the deck de­ SECTION 9. SEA WATCHES IN PORT. When sea partment. If he fails to exercise such right he has no watches are in effect all members of each respective applicable rate for the respective ratings. watch shall be on duty and shEill be paid the premium If the Boatswain is required to work with and super­ rate Saturday, Sundays, and Holidays. vise the watch on deck on Saturdays, Sundays, or Holi­ SECTION 10. GANGWAY WATCHES, (a) In all days, for which the watch on deck receives additional overtime, he shall receive the same amount of overtime ports when watches are broken a gangway watch shEdl per hour as paid to a member of the watch on deck, in be maintained at all times. A sEulor shEdl be sissigned to maintain this watch and 8 hours shall constitute a lieu of his regular overtime rate. When the Boatswain is. working alone, or with men watch. Overtime shall be paid for these watches on on watch below only, on Saturdays, Sundays, or Holi­ weekdays between the hours of 5 P.M. and 8 A.M. On day of arrival sea watches for men who are to stEuid days, he shedl receive the premium rate prescribed. gangway watches shall be broken at midnight when SECTION 3. DIVISION OF WATCHES, (a) The stay of vessel is to exceed 24 hours. On day of depart­ Sailors while at sea sheill be divided into three watches ure, sea watches for men standing gangway watch shEdl which shall be kept on duty successively for the per­ be set at midnight prior to scheduled sEdling time. The Page 8 premium rate shall be pEdd for watdies stood from midnight to midnight on Saturdays, Sundays and Holi­ days. Sailors stEUiding gangway watches shall be re­ quired to care for cargo lights, rEUse or lower gangway, ensign, tend gangway lights and ropes, handle lines, CEdl the deck watches and StewEUd Department and turn off Emd on deck light and anchor light switches. (b) GangwEty watches shEdl not be maintained ^^ile ship is underwEW during the shifting of the vessel. (c) The following compEmies will be considered in compliEmce when they maintEiin their own shoreside gangway watchmen in only the ports Ets listed below; CalmEu- Steamship—Sparrows Point, Philadelphia, San Francisco. Isthmian Lines—^Baltimore, Long Beach, Boston, New York, San FrEUicisco,, PhiladelphiEU Delta Steamship Lines—^New Orleans. Robin Line—Boston, Philadelphia, New York, Btdtimore. Waterman Steamship—^New York, New Orleans, BEdtimore. Mobile. Seatrain Lines—^Hudson Waterways, New York and SEm Francisco. SECTION 11. DAY WORKERS, (a) The following rating shall be classified as day workers: Boatswain, Carpenter, Storekeeper, Deck MaintenEuice. (b) The working hours at sea and in port for all men clEissified as day workers shall be from 8 A.M. to 12 Noon, and 1 P.M. to 5 P.M., Monday through FridEiy. Any work performed by day men outside of these hours shall be paid at their applicable rate, except for sudi work as defined in Article II, Section 18. (c) When, in accqrdEmce with Article II, Section 44, (c), the meal hours Eu-e changed, the hours of work shall be changed accordingly. SECTION 12. CARPENTER'S DUTIES. (a) Routine duties of the CEUT)enter shEdl include the fol­ lowing: 1. • PEiinting, chipping and cleaning the windlass. 2. Sounding bilges, fresh 'water Emd ballast tanks daily. 3. Shoring-up cargo. 4. Standing by the windlass when necessEuy. 5. MEuntenEmce work such as repEiiring locks, in­ stalling porthole gaskets, fixing and fastening steel lockers, Emd all blocks. 6. Such other work EIS is customEuy for CEupenter to perform. (b) No overtime shall be paid to members of the Deck Department who are required to Eussist the Car­ penter during their regular hours. (c) When members of the Deck Department are required by the oflBcer-in-charge to perform regulEU* carpenter work they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments and Groups, to determine the applicable rate. On Watch Mon. thronch Fri. Watch Below Men. throngh Frl. On Watch Satnrd^, Sunday and HoUdaya Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 3.57 $6.88 6.88 5.46 (d) Routine soundings shall be taken on Saturdays, Sundays and Holidays at sea. Except in sm emergency, only members of the Unlicensed Deck Department shEdl take soundings in the absence of the Carpenter and Boatswan. After 5 P.M. and before 8 A.M. weekdays and on Saturdays, Sundays, or Holidays, they shall be paid at their applicable rate. (e) When no Carpenter is carried, the Boatswain shEdl stsmd by the Windlass and shall take soundings. An Able SeamEm may be required to relieve the Boat­ swain at the windlass during regular working hours. (f) When no Carpenter is carried, driving wedges Emd chipping, painting or cleaning the windlsuss, repEuring and maintenance of all blocks, shall not be consid­ ered Carpenter work. (h) When a Carpenter becomes ill or injured, a deck maintenance man may be assigned to perform carpen­ ter work for which he shall be pEud his overtime rate. If the CEupenter remEuns incapacitated for a period in excess of three (3) days, the deck maintenEmce mEm may then be promoted smd shall received the differen­ tial in pEiy only. SECTION 13. HANDLING MOORING UNES. All hEmds, when available, shall be used for breaking out or stowing away mooring lines. The men who perform this work shsdl be paid at their applicable rate between the hours of 5 P.M Emd 8 A.M. weekdays, or on Satur­ days, Sundays or Holidays. SECTION 14. DOCKING AND UNDOCKING. The watch on deck shall receive overtime for docking or undocking after 5 p.m. and before 8 a.m., Monday through Friday. All hands, when avEiilable, shEdl be used to perform this work. SECTION 15. TOPPING OR LOWERING BOOMS, (a) When all hatches are to be rigged or unrigged, Edl hands available Erne to be used in topping or lowering booms. If the booms of only one hatch are to be topped or lowered, not less than two full watches are to be used. (b) The watch on. deck may stretch guys, handle topping lifts and generally make ready CEU-go geEU- for topping booms. (c) When booms are lowered and properly secured, the watch on deck may clear and secure guys. (d) The watch on deck shEill perform this work without the payment of overtime during straight time hours. (e) Vi^en members of the deck depEuiment axe requireed to spot booms for longshoremen in connection with the loading or discharging of cargo, they shall �be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments and Groups, to determine the appiicable rate. Oa W»tch Hon. thronarh Fri. Watch Bolow Hon. through Fri. Group 1 $4,48 Group 2 3.44 Group 3 2,73 $5.00 4.01 S.57 (b) When this work is performed Monday through Friday, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Depart­ ments and Groups, to determine the applicable rate. On Watch Sat., Snn.,HoIldaya Anytime Honday through Friday $6.88 6.88 5.46 Group 1 $4.48 Group 2 3.44 Group 3 2.73 SECTION 16. UNSAFE WORKING CONDITIONS. Working in holds into which cargo is being loaded or disch^u^ed shall be considered unsafe working condi­ tions. However, this will not prohibit the cleaning of between-deck spaces while cargo is being worked in the lower cargo holds. (Men working or watching cargo shall not be included in this clause.) SECTION 24. VESSEL'S STORES, (a) Sailors may be required to handle Deck stores, radio batteries and radio equipment, either on the dock or aboard ship dur­ ing their regular hours without payment of overtime. Regular hours sheill be from 8 A.M. to 12 Noon and froni 1 P.M. to 5 P.M. Monday through Friday. (b) When sailors are required to handle galley coal. Steward or Engine room stores, either on the dock or aboard ship, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments and Groups, to determine the applicable rate. Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 3.57 $6.88 6.88 5.46 Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 3.57 $6.88 6.88 5.46 This does not mean handling of dunnage in order to clean holds, but only refers to actual flooring off with dunnage for cargo. When crew is required to install grain fittings or otherwise prepare holds for grain cargo, they shall be paid at the rate specified above. SECTION 22. CLEANING CARGO HOLDS, (a) Members of the Unlicensed Deck Department may be required to clean and sweep cargo holds. Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 3.57 $6.88 6.88 5.46 On Watch Hon. through Fri. Watch Below Hon. through Fri. On Watch Saturday, Sunday and Holidays Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 3.57 $6.88 6.88 5.46 SECTION 26. SANITARY WORK. Sanitary work shall be done on weekdays between 6 a.m. and 8 a.m. without the payment of overtime. Sanitary work in this section shall mean cleaning the wheelhouse, chartroom, cleaning windows and mopping out wheelhouse. Weather conditions may necessitate additional mop­ ping of water from the wheelhouse and deeming of the wheelhouse windows. SECTION 27. CLEANING QUARTERS. One (1) Ordinary Seaman on duty shall be assigned to clean quarters and toilets of the Unlicensed Personnel of the Deck Department. Two (2) hours shall be allowed for this work between the hours of 8:00 A.M. and 12 noon ddly, both at sea and in port, as designated by the oflScer-in-charge. On vessel of 25,000 D.W.T. or over the Ordinary Seaman shall be allowed four (4) hours daily for performing this work. On C-4's Ordinary Seaman shall be allowed three (3) hours for this work. SECTION 28. TENDING LIVESTOCK. When live­ stock is carried the sailors may be required to tend and feed the livestock and cleAn up stalls or cages. For such work they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments and Groups, to determine the applicable rate. SECTION 21. LAYING DUNNAGE FOR CARGO. When the crew is required to actually lay dunnage in preparation for cargo, they shall be paid by using the various groups, as defined by the Shipping Rules, Sec­ tion 3, Departments and Groups, to determine the applicable rate. On Watch Saturday, Sunday and Holidaya On Watch Saturday, Sunday and Hoiidaya When spray , guns, other than small hand type, are being used for painting, two men shall operate same and both men shall receive overtime, at the applicable rate. Two men shall be used on sand-blasting operation and shall be paid in the s£ime manner as when spray guns are used. SECTION 20. HANDLING HATCHES, (a) Whei. the sailors are used to remove hatches, strong backs, and tank tops for the purpose of loading or unloading cargo, or to cover up hatches when cargo is in the vessel, they shall receive overtime as per Article II, Section 32, of this agreement. (b) No overtime shall be paid to day men or the watch on deck between the hours of 8 A.M. and 5 P.M., Monday through Friday for covering up when no cargo is in the ship or taking off hatches for any purpose other than actual cargo operations. (c) No member of the Unlicensed Personnel shall be required to perform this work where it conflicts with the longshoremen and the longshoremen have contracts covering such work. Watch Below Hon. thronyh Fri. Watch Below Hon. through Fri. SECTION 25. USING PAINT SPRAY GUNS AND SAND BLASTING EQUIPMENT. When members of the crew are required to paint with spray guns, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments and Groups, to determine the applicable rate. (b) Routine tightening up of cargo lashing and relashing of cargo which has come adrift shall not con­ stitute overtime. On Watch Hon. throuyh Fri. On Watch Hon. through Fri. (c) Daily supplies of provisions to be used for port consumption shall be brought aboard by the sailors during regular hours when required to do so, without payment of overtime. (d) The oflScer in charge shall determine the num­ ber of sailors required for handling ship's stores. (e) The Company reserves the right at any time to use shoregangs to handle ship's stores. SECTION 19. SECURING CARGO, (a) If cargo is not properly secured before going to sea and the crew members are required to secure such cargo, they shall be paid by using the yarious groups as defined by the Shipping Rules, Section 3, Departments and Groups, to determine the aiH>licabie rate. On Watch. Saturday, Sunday and Holidayl $6.88 6.88 5.46 SECTION 23. HANDLING MAIL OR BAGGAGE. When sailors are required to handle mail or baggage, they shall be paid the rates specified in Articie II, Sec­ tion 32. SE(?nON 18. GOING ASHORE TO TAKE LINES. The practice of putting sailors ashore to handle lines when docking or undocking is to be avoided as feu* as possible. If, however, no other means for handling lines is available, emd sailors are required to catdi the lines, or let them go the sailors actually handling lines shall receive five dollars each in each case. This is to be in addition to overtime, if they are working on overtime at that particular moment.. After the ship is properly moored, and members of the Deck Department are required to put out additional lines or single up lines during regular working hours no additional money shall be paid. Watch Below Hon. thronah Fri. $6.36 4.85 3.80 (c) The rate for cleaning cargo holds, which have carried penalty cargo, shall be that shown in Article II, Section 30. SECniON 17. CALL-BACK TO SHIFT OR HAUL VESSEL, (a) When a vessel is in port and watches are broken and men ture called back for shifting ship, hauling, rigging cargo gear, securing^ gear, cleaning holds, etc., after 5 P.M. and before 8 A.M., Monday through Friday, they shall receive a two (2) hoiu- mini­ mum for such call-back. In the event the work exceeds two hours, the men shall receive overtime for the hours actually worked. On Saturdays, Sundays- and Holidays, the men shall receive a minimum of four (4) hours for such call­ backs. They may be turned to one or more times with­ out the pajonent of additional overtime, except where the time exceeds four hours, in which case they will be paid for the time actually worked. During such call-back, the men may be required to secure the vessel for sea but may not be required to do maintenance or repair work. (b) This section shall not apply when men are called back to sail the vessel. (c) The duty of men called for the specific purpose of shifting ship shall be limited to work necesseuy for shifting, and shall not include maintenance or repair work. (d) All hands available shall be used for shifting or hauling vessels. (e) When a shift or haul commences at exactly 5 P.M. and the meal hour has been changed to 4 P.M. to 5 P.M. for the entire crew, the crewmembers who are on the vessel and are working would not be entitled to the call-back. Those men who have completed their day's work prior to 5 P.M. and were ceilled back would be entitled to the two-hour call-back. On Watch Hon. thronah Frl. Saturday, Sunday A Saturday, Sunday A Holiday oM Watch Holiday on Watch On Wutch Hon. through Fri. Watch Below Hon. through Fri. On Watch Saturday, Sunday and Holidays Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 3.57 $6.88 6.88 5.46 SECTION 29. GARBAGE. Garbage shaU be stowed aw^ from crew's quarters. When members of the Deck Department are required to handle garbage by hand or shovel, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Depart­ ments and Groups, to determine the applicable rate. On Watch Hon. through Fri. Watch Below Hon. through Frl. On Watch Saturday, Sunday and Holidays Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 3.57 $6.88 6.88 5.46 SECTION 30. REMOVING SOOT FROM SMOKE STACK. When members of the Deck Department are required to remove accumulated soot from inside of the smoke stack, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments and Groups, to determine the applicable rate. On Watch Hon. through Fri. Watch Below Hon. through Fri. On Watch Saturday, Sunday and Holidays Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 3.57 $6.88 6.88 5.46 SECTION 31. BILGES AND OIL SPILLS, (a) When men are required to clean bilges, they shall be paid using the various groups as defined by the Ship­ ping Rules, Section 3, Departments and Groups, to determine the applicable rate. On Watch Hon. through Frl. Watch Below Hon. through Fri. On Watch Saturd^, Sunday and Holidays Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 3.57 $6.88 6.88 5.46 (b) When men are required to clean up oil spills on deck or oil spills on houses, meists or over the side, as a result of refueling or overflow from tanks, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments and Groups, to determine the applicable rate. On Watch Hon. through Fri. Watch Below Hon. through Fri. On Watch Saturday, Sunday and Holidays Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 3.57 $6.88 6.88 5.46 (c) There shall be only one payment for cleaning up after each spill. SECTnON 32. TIANK CLEANING, (a) When crewmembers are required to enter any tank in which water is regularly carried, for the purpose of cleaning or mak­ ing repairs therein, they shall be paid by using the various groups as defined by the Shipping Rules, Sec­ tion 3, Departments and Groups, to determine the applicable rate. On Watch Hon. through Frl. Watch Below Hon. through Frl. On Watch Saturday,' Sunday and Holidays Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 3.57 $6.88 6.88 5.46 (b) When crewmembers are required to enter tanks that have contained einimal, vegetable, petroleum oil or creosotes, including bunkers or molasses or after the use of Butterworth system, for the purpose of cleaning or making repairs therein, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments and Groups to determine the applicable rate. On Watch Watch Below and Sundays A Holidays Hon. through Fri. Sat., Sun., Holidays On Watch Saturday, $6.36 4.85 3.80 $6.36 6.01 5.50 This shall also apply to cofferdams which have been fouled through leakage of the above mentioned cargoes. (c) When tanks described in (b) above are being cleaned and cleaning has been completed, a bonus of three (3) hours overtime at the rate of $2.73, $3.44 and $4.48 respectively for those in the three (3) wage brackets shall be paid to each crewmember participat­ ing. (d) For any work performed in cofferdam or void tank which has not contained water, oil, cresotes, etc., the men required to perform such work shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments and Groups, to deter­ mine the applicable rate. On Watch Hon. through Frl. Watch Below Hon. through Fri. Group 1 $4.48 Group 2 3.44 Group 3 2.73 Saturdw, Sunday and Holidays On Watch $6.88 6.88 5.46 $5.00 4.01 3.57 SECTION 33. CLEANING STEERING ENGINE. When sailors on or off watch are required to clean steering engine or steering engine bed, they shall be paid overtime for such work. For such work on Satur­ day, Sunday and Holidays and Holidays on watch, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments emd Groups, to determine the applicable rate. Group 1 $6.88 Group 2 6.88 Group 3. 5.46 However, sailors may be required to clean and paint steering engine room and grease tiller chains while on watch during straight-time hours without the payment of overtime. SECTION 34. ADDmONAL WORK, (a) In all ports, members of the Deck Department may be re­ quired to chip, sougee, scale, prime and paint the vessel over the sides. They may also paint the crew's messroom, crew's lounge, crew's laundry and such passageways or part of passageways where unlicensed quarters, heads and showers are located, between 8:00 A.M. and 5:00 P.M., Monday through Friday, without the payment of over­ time. (b) Overtime shall be paid when sailors are re­ quired, either in port or at sea, to chip, souigee, scale, prime or paint galley, pantry, saloon, living quarters, forecastle, lavatories and washrooms, which are not used by the Unlicensed Deck Department. (c) Non-permanent transient or irregular foreign shore labor shall not be employed to perform any of ; • "7V. r -v-"- $7.95 7.80 6.75 .. • '-V'..; - • - • •4- . u." '.jr m • X'-.V'T—. - •. r' �the work in the licensed or unlicensed quarters, store SECTION 6. SETTTING WATCHES. Sea watches for rooms, passageways, gsdleys and mess rooms, except men standing donkey watches shall be set at midnight in those instances where the Company uses established prior to scheduled sailing time. shore labor. Companies on regular trade routes wdio, SECTION 7. BRjlAKING WATCHES. When a vessel prior to June 7, 1954, used established shore labor in is in port as defined in Article H, Section 34, and is foreign ports may continue such practice. scheduled to remain in port twen^-four (24) hours or (d) At sea or in port, the deck department may be longer, sea watches shall be broken. When scheduled required to sand and varnish all outside rails, storm and stay of vessel is less than twenty-four (24) hours, sea screen doors. watches shall be mainteiined. (e) When no carpenter is carried, the greasing and When the vessel arrives in port and is to depart prior testing of reach rods in cargo holds, except the freeing to midnight of the following day, sea watches for those up or mechanized repairs thereto, shall be performed by men who are to maintain donkey watches shall not be the deck department without the payment of overtime. broken. (f) When any work described above is performed by When the vessel arrives in port and is scheduled to the Unlicensed Personnel and overtime is payable, they fiepart after midnight on the following day, sea watches shall be paid by using the various groups eis defined by for those men who are to stand donkey watches shall the Shipping Rules, Section 3, Departments and Groups, be broken at midnight on day of arrival. to determine the applicable rate. On day of arrival, any part of a sea watch from midnight until 8 a.m. shall constitute a complete Saturday, Sunday On Watch Hon. throngh Frl. and Htdidaya watch. Tliis shall not apply to men who are to stand Hon. throngh Fri. Watch Bolow On Watch donkey watch. When such arrival occurs on a Satiuilay, Group 1 $4.48 $5.00 $6.88 Sunday or Holiday, the premium rate shall only be paid Group 2 3.44 4.01 6.88 for hours actually worked on such watrii. When Group 3 2.73 3.57 5.46 watches not broken in port and vessel's stay ex­ SECTION 35. CHAIN LOCKER. Not less than two ceeds 24 hours in .port, overtime shall be paid for all Able Seamen shall be sent into the chain locker to stow watches stood after 5 p.m. and before 8 am. after 24 hours. If watches are broken in a port after having chain. been maintained for a period of time, overtime shall be SECnON 36. PYRAMIDING OVERTIME. There paid for aU watriies stood between time of aitival and shall be no duplication or pjnramiding of overtime ex­ breaking watches. This shall not apply when the crew cept where specifically provided for. is being paid overtime for standing watches. This ex­ cludes men standing donkey watches. ARflCU IV ENGINE DEPARTMENT SECTION 1. WAGES. The monthly rate of pay for the Unlicensed Personnel in the Engine Department, when the respective ratings are carried, shall be as follows: Rating Chief Electrician Honithly Bate Honthly Bate How Bate 6/16/l/W 6/16/73 6. 1/74 (SLlSOk SL181, sura) 886.67 Chief Electrician $868.93 Crane Ht./Electrician 868.93 Electrician Reefer/Ht. 868.93 Second Electrician 802.94 Q.H.E.D. 826.70 Pii Piumber/Hachiniat 736.26 Unlicensed Jr. Engineer (Day) 702.61 Unlicensed Jr. Engineer (Watch) 632.66 Deck Engineer 681.25 Engine Utility 641.64 Evaporator Hain. 688.62 Oiler 666.88 Oiler (Diesel) 698.19 Watertender 665.88 Pireman/Watertender 666.88 666.88 Fireman 616.36 Wiper Refrig. E: Sngineer (W1 I one (1)) is carried 802 I three (3) are earned) Chief 823.61 First Assistant 731.87 Second Assistant 682.73 Ship's Welder/ Maintenance 689.60 Oiler/Main. UtUity 641.64 928.62 $901.88 901.88 901.88 843.09 866.78 773.06 973.71 $946.97 946.97 946.97 886.24 910.12 8U.71 737.64 774.62 664.18 716.31 673.72 617.96 683.67 628.10 683.67 683.67 683.67 642.17 697.39 761.08 707.41 648.86 612.86 659.61 612.85 612.86 612.86 669.28 843.09 886.24 864.79 768.46 716.87 908.03 806.88 762.71 724.08 673.72 760.28 707.41 SECTION 2. EQUALIZATION OF OVERTIME. Overtime for men of same ratings be equalized as near­ ly as possible. SECTION 3. HOURS OF WORK, (a) Working hours in port and at sea for all men classified as day workers shall be from 8 a.m. to 12 noon and 1 p.m. to 5 p.m. Monday through Friday. Any work outside these hours or on Saturdays, Sundays or Holidays, to be paid for at the applicable rate, except as provided in Article n. Section 18. WTien in accordance with Article H, Sec­ tion 44(c), the meal hours are changed, the hours of work shall be changed accordingly. (b) Working hours in port or at sea for all men classified as watchstanders shall be forty hours per week, Monday through Friday. Any work performed on Saturdays, Sundays or Holidays shall be paid for at their premium rate. SECTION 4. WORK ON SATURDAYS, SUNDAYS AND HOLIDAYS AT SEA. (a) Except as otherwise specifically provided, if a man stjuiding regular watch at sea or in port on Saturday, Sunday and Holidays, is required to do work other than routine work for the safe navigation of the vessel, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. Saturday, Sunday and Holidays Group 1 $6.88 Group 2 6.88 Group 3 5.46 (b) If a man standing watch on Saturdays, Sun­ days or Holidays is required to actually do longshore work, tank cleaning, or handle explosives during his watch he shall be paid at the applicable rate only as si>ecified in this agreement for that tjrpe of work in lieu of the premium rate. SECTION 5. WORK OUT OF ENGINE SPACES. No unlicensed member of the Engine Department other than the Deck Engineer, Engine Utility, Storekeeper, Unlicensed Junior Engineer, Electrician, Wiper, Plumber/ Machinist, Ship's Welder-Maintenance and Q.M.E.D. shedl be required to work outside the engine spaces without the payment of overtime. Engine spaces shall consist of fireroom, engine room, ice machine roc»n and shaft alley. For the purpose of routine watch duties, the engine spaces shall consist of fireroom, engine room, ice machine room; steering engine room, and shaft alley. SECTION 8. SUPPER RELIEF, (a) At sea or in port, the foiu: to eight watch shall relieve itself for supper. When any member or members of the Engine Department off duty are required to relieve the four to eight watch during maneuvering, overtime shall be paid. .(b) In port, the man detailed to oil winches shall relieve the fireroom watch for sui^r vriien cargo is being worked, except «dien two (2) or more men are standing fireroom and/or engine roam donkey watches together. SECTION 9. ELECTRICIANS. (1) The hours of the Electrician vriiile on day work shall be from 8 a.m. to 12 noon and from 1 pjn. to 5 p.m., Monday through Friday. When the Electrician is requested to make a routine daffy inspection on Satiuffays, Sundays and Holidays, he shall be paid at his premium rate. (2) The Chief Electrician shall be responsible to and take orders from the Chief Engineer, or in the absence of the Chief Engineer, he shall take orders from the Senior Engineer or the Engineer on watrii; all other Electricians to be directly responsible to the Chief Electrician. In the absence of the (Thief Electri­ cian, the other Electricians take orders from the Engi­ neer. In the case of Watch Electricians, Electricians are responsible to the Senior Watch Engineer on board. (3) Electricians sludl do all electrical work. They shall also off or grease the meriianical parts of the elevators, cargo winches, or electrical conveyors, with­ out the paymoit of overtime. (This shall not aj^ly to Si-porters or similar equijMnent) When necessary to reach electrical equiixnent, the electricians may also be required to perform maintenance work at the steam or diesel end of machinery. Overtime shall be paid for all electrical or mechani­ cal work performed on any of the following equiixnent: Gyro (Tompass, Gjnro Repeaters, Gyro Batteries, and Gyro M.G. Sets. Radio (Tonununicaticm Receiver, Trans­ mitter, Radio Ccunmunication Batteries, and Motor Generator Sets, Radio Direction Finder equipment, FathcHneter equipment. Radar equifanent and Loran System equipment. (4) Electrician's refusal to do electrical work, when such work renders Electricians liable to electrocution, or where hazardous conditions exist, shall not be deemed refusal of duty. (5) When cargo is being worked with vessel's elec­ tric cargo-handling machinery after 5 p.m. and before 8 a.m. week days or Oh Saturdays, Sundays and Holi­ days, the Electrician shall do all work necessary to keep electric cargo handling machinery in operation. Overtime shall be paid straight through for such periods including time of standing by, preparaticai of gear to work cargo and securing of such gear there­ after. However, overtime shall cease if cargo work ceases for periods in excess of 2 hours. If no cargo is being worked during the noon hour cm Sati^ays, Sun­ days and Holidays and he is given his full meal hour, no overtime shall be paid for that hour. (6) Electricians shall not be required to do any painting or cleaning of electrical machinery spaces and the outside of electrical equipment, such as motors, generators, panel boxes, fans, vent filters, electrical fixtures and glassware. This does not mean that the Electricieuis will not be required to clean up any off or grease spilled in connection with their regular duties. (7) Electricians shall be required to maintain the inside of motors, generators, psmel boxes, fans and the face of switch panels. They shall also maintain cargo and cluster lights and do all sweeping and cleaning in resistor houses and fan rooms. (8) When Electricians are required to install any heavy equipment, whether new or additional, they shall be paid for such work at the overtime rate. This shall not apply, however, to removals or replacement or re­ pairs to worn-out equii»nent, nor to installations of new or light equipment such as wiring and small electrical fixtures and equipment. (9) On vessels carrying Electricians, a properly equipped workshop, when avedlable and convenient, will be assigned the Electricians for use as a storeroom for supplies and tools and for overhauling electrical equipment. Electricians shall keep this workshop dean, but shall not be required to paint or sougee. (10) In port, when an Electridan on day work, is recalled to .the ship on weekdays, after 5 p.m. and be­ fore 6 a.m. rmd on Saturday, Sunday, and Holidays, he shall receive a minimum of three hours overtime at his applicable rate. If turned to after 6 a.m., he shall re­ ceive a minimum of 2 hours overtime at his overtime rate. This clause shiill not ^K>ly when he is recalled to st{md by for the purpose of assisting in getting the vessel underway. (11) At sea, when Electricizuis on day work are called out to do any repair work after midnight and before 8 a.m., a minimum of 2 hours overtime shall be paid. (12) When the Electrician is requested in writing by the Company to furnish his own tools he shall re­ ceive $20.00 per month in addition to his basic wage. (13) The (Thief Electrici,an shall keep Meiger read­ ings of electrical equipment up to date during his regu­ lar working hours. (14) Electridans shall not be required to rewind coUs or armatures except in cases of emergency. (15) The Electrician, when available, should be assigned to operate electrical controls on life-boat winches when they are being used. (16) Except in emergendes, all electrical work nor­ mally assigned to Electridans as their regular duties should be performed Iqr the Electridans, when they are aboard. (17) He will not be required to relind brakes cm electric winches, anchor windlasses or capstan. (18) The Chief Electrician shall keep an inventory of all supplies and equipment on hand and he shall make requisitions for all needed electrical supplies and tools, subject to approval of the (Thief Engineer. Tak­ ing voyage inventories, however, shall be confined to straight time hours. (19) Where less than three electridans are carried, they shall be classified as day workers. (20) When three electricians are carried, they shall be put on regular sea watch at sea of four hours cm and eig^t hours off. In port, these electridans shall be classified as day workers. (21) Electridans shall make any needed repairs to maintain electric refrigerators and maintain electric washing machines. (22) No overtime is payable under this section when the MG sets supply electridty for the entire vessel. Regardless of the locatiiNi of the MG sets the use shall determine whether or not overtime is payable. If the MG sets are used to sui^ly electridty for the vessel, no overtime is payable. If the MG sets are not used for the entire vessel but used for reasons specified in Article IV, Section 9 (3), oventime shall apply as specified in agreement. (23) On all vessels canying c<Hitainers (of any size) it shall be the routine duty of the electrician between the hours of 8 am. and 5 {an., Monday through Friday: (a) to plug and unplug the reefer boxes. (b) to perform all electrical repairs necessary on reefer boxes. (24) Crane Maintenance Electrician It shall be the duty of the Crane Maintenance Electri­ dan to perform the work as defined above for Electricieuis. In addition, he shall perform the work as defined for Deck Engineer under Artide IV, Section 15, and perform all work necessary for the maintenance and operation of the shipboard cranes. (25) Electrician/Reefer Maintenanee It shall be the duty of the Electridan/Reefer Main­ tenance to perform the work as defined above for Elec­ tridans. In addition, he shall perform all work as defined in Article IV, Section 11, Refrigerating Engi­ neers. (26) The Ctane Maintenance Electridan and the Electrician/Reefer Maintenance shall be required to have the necessary qualifications to sail as Electridan. They shall also be certified by the United States (Toast Guard as offer and fireman watertender. They may, when"necessary be placed on watch to replace a miss­ ing watch stander, without the payment of overtime except as specifically provided in this agreement. SECTION 10. Xff4LICENSED JUNIOR ENGI­ NEERS. (a) On vessels carrying only three un­ licensed Junior Engineers, they shall be dassed as watch standers and while at sea, shall be put on reg­ ular sea watches of four hours on and eight hours off. In port, the unlicensed Junior Engineers may be put on day work. (b) DUTIES AT SEA. They shall assist in the operation of the plant and shall be required to do main­ tenance and repair work as directed by the Watch Engineer between the hours of 8 a.m. and 5 p.m., Mon­ day through Friday, without the payment of overtime. Such inaintenance and repair work shall be confined to engine room, fireroom, machine shop, storerocan in or adjacent to engine room, shaft alley, and ice machine room. They shall not be required to do general clean­ ing, painting, cleaning paint, polishing work, wirebrushing, chipping, or scaling without the payment of over­ time. (c) DUTIES IN PORT. They shall be required to do maintenance and repcdr work between the hours of 8 a.m. and 12 noon, 1 p.m. and 5 pjn., Monday through Friday. Such maintenance and. repair work shall be confined to engine room, fireroom, machine shop, store­ room in or adjacent to engine room, shaft alley, ice machine room and steering engine room. (d) If required to replace another member of the Unlicensed Personnel, they shall be governed by the working rules covering that particular rating. (e) On vessels carrying day Unlicensed Junior Engi­ neers in addition to watch Unlicensed Junior Engineers, their duties shall be as follows: �At sea and in port they shall be required to do main­ tenance and repair work as outlined in subsection (c) above under the direction of the Engineer in charge. They may assist in taking on Engine Department stores including water and fueL (f) On those vessels where three Unlicensed Junior Engineers are carried, they shall be classed as Watchstanders. On those vessels where less than three Un- licensed Junior Engineers are carried, they shall be classed as day workers. (g) On those vessels where more than three Un­ licensed Junior Engineers are carried, three Unlicensed Junior Engineers shall be classed as watch standees and the additional Unlicensed Junior Engineers shall be classed as day workers. SECTION 11. REFRIGERATING ENGINEERS. (a) While refrigerating plant is being operated at sea, - refrigerating engineers shall be assigned to watches of four hours on and eigdit hours off. (b When refrigerating plant is operating continu­ ously in port, the refrigerating engineer may be re­ quired to stand donkey watch of eight hours on and sixteen hours off. (c) When refrigerating plant is not being operated and no refrigerated cargo is on board, they shall be assigned to day work in the engine room in accordance with working rules for oilers on day work. (d) Refrigerating Engineers on day work may be required to supervise the stowing of reefer cargo in which event they shall be paid overtime while the reefer cargo is being worked between the hours of 5 p.m. and 8 a.m. weekdays. On Saturdays, Sundays and Holidays, they shall be paid at their premium rate. (e) At sea, while on watch, no overhauling work, breaking calcium, shifting or moving CO-2 bottles shall be done between the hours of 5 p.m. and 8 a.m. week­ days or on Saturdays, Sundays and Holidaj^, without the payment of overtime. In case of emergency, such as excessive gas leakage or loss of brine, the refrigerating engineer on watch shall correct this condition ds part of his regular duties without the payment of overtime. (f) While on watch duty, refrigerating engineer shall be required to leave safe working conditions, keep­ ing the spaces around the ice machines and their auxiliaries clean of oil, water and refuse accumulated during his watch, but he shall not be required to do any painting, cleaning paint, chipping, scaling or shin­ ing bright work. They shall maintain and operate all - refrigeration and air-conditioning machinery, and take temperatures at refrigeration machinery, fan romns, boxes, and reefer containers. (g) On day work, refrigerating engineers shall work under the direction of the Chief Engineer or licensed engineer in charge of refrigerating plant. Their duties shall consist of overhauling and repair work necessary in connection with the upkeep and maintenance of re­ frigerating machinery, its auxiliaries, and equipment. They shall not be required to paint,_sougee, chip, scale, shine bright work, or do cleaning work unless over­ time is allowed for such work. (h) At no time shall they pull or shift ice. SECTION 12. PLUMBER-MACHINIST, (a) The Plumber-Machinist shall be classified as a Day Worker. (b) Plumber-Machinists shall be required to do re­ pair work on fresh and seilt water lines and small steam lines connected with domestic department of the vessel, bathroom fixtures, radiators, galley fuel oil lines, steam cookers and coffee urns, and shall do general machine shop work. They may be required to take on water during regular working hours without the pay­ ment of overtime. SECTION 13. EVAPORATOR MAINTENANCE MEN. (a) They shall stand two watches of four hours each per day, while evaporators are in use at sea. When evaporators are used in port, watches shall be cha'nged to eight hours on and sixteen hours off. (b) When evaporators are in use, they shall tend evaporators and other auxiliaries in the evaporator spaces. (c)„. When evaporators are not in use, they shall be classed as Day Workers. (d) While on day work, they may be required to perform general maintenance and repair work in the Engine Department, and they may be required to assist in taking on water, fuel oil and Engine Department stores, but they shall not be required to clean boilers, tanks or tank tops, or do any cleaning, sougeeing, scaling or painting without the payment of overtime. They may be required, however, to do minor sougeeing or spotting up in the evaporator room. They may also be required to replace oilers, watertenders, firemenwatertenders or firemen who are sick, injured or missing. SECTION 14. STOREKEEPER, (a) They shall be classified as Day Workers. (b) They shall supervise the work of the wipers under instructions from the First Assistant Engineer and they shall have charge of storeroom and stores, and maintain inventories. . (c) They shall not be required to do any painting, cleaning paint, wirebrushing, chipping, scaling or polish­ ing work without the payment of overtime, except in the Engine DepEU-tment storerooms. -" SECTION 15. DECK ENGINEER, (a) It shall be the duty of the Deck Enginner to oil and maintain winches and do maintenance and repair work to deck machinery and deck piping, and when no Electrician is carried he may be required to cEU*e for lights, fusies and overhaul electric fans. This will not include mast lights, navigation lights and cargo lights permanently installed. Lifeboat motors are not to be considered as deck machinery. The Deck Engineer shall not be re­ quired to work on any electric motors such as refrigera­ tor motors, etc., without the payment of overtime. July 1972 (b) The Deck Engineer shall not be required to do any cleaning or repair work in the engine room, fireroom or shaft alley, without the payment of overtime. (c) The Deck Engineer shall not be required to do any additional work while oiling deck machinery, except for nmning or breakdown repairs. (d) The Deck Engineer shall oil emd maintain winches until midnight on days of arrival and departure. An oiler or engine utility shall be assigned to those duties on all other days after 5 p.m. and before 8 a.m., however, the oiler or engine utility assigned to oil winches from 5 p.m. until midnight shall be knocked off from 4 p.m. to 5 p.m. for supper. (e) The Deck Engineer shall run steam on and off deck machinery and warm up same when deck ma­ chinery is needed to handle ship's lines, except when cargo is being worked and an oiler or an engine utility has been assigned to oil winches. (f) The Deck Engineer or another ccanpetent mem­ ber of the Unlicensed Personnel shall stand by when deck machinery is being turned over to prevent freezing. (g) The Deck Engineer shall not be required to do any general painting, cleaning paint, wirebrushing, chipping, scaling or polishing work without the pay­ ment of overtime. (h) The Deck Engineer may be required to clean out toilets, scuppers or drains when they are stopped up, but he sh^ not do any meiintenance, repair or plumbing work on domestic lines, toilets, sinks, radia­ tors, etc., without the payment of overtime. (i) If the Deck Engineer is required to stand watches due to the shortage of men, such watches stood between the hours of 5 p.m. and 8 a.m. weekdays shall be paid for at the overtime rate. However, all watches stood shall be in addition to his regular duties as Deck Engineer. In this case, there shall be no di­ vision of wages. SECTION 16. UTILrryMAN (a) The Utilitymen shall be classed as day workers. (b) They shall be required to assist Engineers or Deck Engineers, etc., in all Engine Department work, including the repair of reefer containers. (c) They shall be required to have qualifications as Oilers, Watertenders and Firemen, (d) They shall not replace any member of the Un­ licensed Personnel, except when such member is missing or unable to perform his regular duties due to illness or injury. (e) AU work that is overtime for Wipers during their regular working hours, with the exception of repair work, shall be overtime for the Utilityman when performing the same tj^ of work. (f) They shall do no cleaning, painting, chipping, scrapping, wirebrushing, shimng of brass, eic. SECTION 17. OILERS-DIESEL, (a) While on sea watch they shall make regular rounds on main engines and auxiliaries, pump bUges, clean strainers and cen­ trifuges, watch oil temperatures and pressures. If required, they shall drain oil for piston oil tanks every hour and shall pump up water for gravity. They sheill be required to tend small donkey boiler for heating purposes, without payment of overtime. However, when boiler is being used for heating CEU^ oil, an overtime allowEince of 2 hours per watch shall be allowed the oilers. (b) They shall do no cleaning or station work but shall be required to leave safe working conditions for their relief, provided such work shall not be done when wipers are on duty. (c) In port, oilers shall maintain a reguleu- donkey watch. They shall oU auxiliaries, tend small donkey boilers, and look after entire plant. Oilers on donkey watch may be required to do maintenance work in the engine room between 8:00 a.m. and 5:00 p.m. weekdays. On Saturdays, Sundays and Holidays, and after 5:00 pm. and before 8:00 a.m. weekdays, the oilers on watch shall receive their applicable rate and no addi­ tional overtime shall be paid if cargo is being worked. (d). Oilers shall not be required to do any painting, deeming paint, wirebrushing, chipping, seeding or polish­ ing work without the payment of overtime. SECTION 18. OILERS ON SEA WATCHESSTEAM. (a) They shall perform routine duties, oil main engine (if reciprocating), watch temperatures and oil circulation (if turbine), oil auxiliaries, steering en­ gine and ice machine. They shall pump bilges emd they shaU also tend water where gauges and checks are in the engine room and no watertenders are carried. (b) They shall do no cleaning or station work but shall be required to leave safe working conditions for their reliefs, keeping the spaces around main engine and auxiliaries clean of any excess oil. Their routine duties shall include cleaning oil strainers and purifier. (c) On vessels with small cargo refrigeration plemts, oilers shall oil plemt. When the oiler is required to take reefer cargo box temperature, he shall be paid one hour's overtime for each watch. On vessels carrying watch freezers, oilers shall not handle refrigeration plant. (d) If required to start or blow down evaporator, he shall be paid one hour overtime for each operation. However, when such equipment is placed in operation, oilers may be required to check the equipment at regular intervals, make necessary adjustments to in­ sure proper and even flow of condensate and salt water and oil and tend any pumps operated in connec­ tion with such equipment without the payment of over­ time. (e) On turbine-propelled vessels which are certified as passenger vessels and are carrying passengers, the oiler on the midnight to 4:00 a.m. watch may be re­ quired to assist in blowing tu)?es, where automatic scot blowers are in use. (f) Oilers shall not be required to do any painting, cleaning paint, wirebrushing, chipping, scaling or polishing work without the payment of overtime. (g) In port when sea watches are maintained, the oiler on watch shall be paid overtime Jifter 5:00 p.m., and before 8:00 a.m., weekdays and on • Saturdays, Sundays and Holidays, at the applicable rate. SECTTION 19. OILERS ON DAY WORK—STEAM. They shall assist the engineers in maintenance and re­ pair work in engine room, machine shop, shaft alley, ice-machine room, and storerocan when located in, or adjacent to engine room. They shall not be required to do any cleaning of boilers, painting, cleaning paint, polishing work, wirebrushing, chipping or scaling with­ out the payment of overtime. SECTION 20. WATERTENDERS ON SEA WATC^IES. (a) They shall perform their routine duties, tend water and boiler auxiliaries, oil temperatures, stack draft and supervise firing. They shall handle any valves in connection with the operation of the boilers as di­ rected by the engineers. (b) They shall not be required to crack any main or auxiliary steam stop valves. However, when st(^ have been cracked, they may open them wide. (c) They shall not be required to do any painting, cleaning paint, wirebrushing, chipping, scaling or polishing work without the payment of overtime. SECTION 21. WATERTENDERS IN PORT. (a) They shall maintain a reguleu- donkey watch and shall maintain steam suid tend auxiliaries, including ice machines. (b) They shall be paid overtime at the applicable rate after 5:00 p.m., and before 8:00 a.m., weekdays and on Saturdays, Sundays and Holidays. (c) Watertenders shall not be required to do any painting, cleaning p^t, wirebrushing, chipping, scaling, or polishing work without the payment of overtime. SECTION 22. VESSELS HAVING BOTH WATERTENDERS AND FIREMEN. In port, as defined in Article 11, Section 34, and sea watches are broken, watertenders shall stand all donkey watches and fire­ men shall be put on day work. SECTION 23. FIREMEN/WATERTENDER. (a) They shall be required to tend water, deem burners, strainers and drip pans, punch carbon, keep steam, tend fuel oil pressure and temperatures and oil fuel circula­ tion pumps which are located in the firerocm only ex­ cept as in Article IV, Section 34. (b) They shall clean up excess oil occasioned by changing burners and strainers and shall leave the firerocm in a safe condition when relieved. (.c) They shall not be required to do any painting, cleaning paint, wirebrushing, chipping, scaling or polish­ ing work without the payment of overtime. (d) Except as otherwise provided herein, when on donkey watch they shall be required to keep stesim. (e) If the ship Eurives in port between 5:(X) pm, and midnight, the Fireman/Watertender shall continue on sea watches until midnight and shall maintain steam. Overtime shall be paid for this work. SECTION 24. WATER-TUBE FIREMAN ON SEA WATCHES. (a) They shall do routine duties of the watch such as keeping burners clean, clezming strainers and drip pans and punch carbon. They shall not be re­ quired to leave the confines of the fireroom at anj' time to do any work outside of the fireroom, except ap pro­ vided for in Article IV, Section 34. (b) They shall be required to keep their respective stations cleaned and psiinted between the lowest grating and the floor plates. On vessels with irregular gratings, 10 feet from the floor plates shall be considered the fireman's station limit. (c) Fanning tubes and the use of XZIT and similar preparations shall be classified as general cleaning work and shall be confined to regular cleaning hours. (d) They shaU not be required to blow tubes by hand. However, the fireman on watch may be required to assist in opening and closing breeching doors and in turning steam on and off. Where automatic soot blowers are used fireman will handle valves connecting with same. SECTION 25. WATER-TUBE FIREMAN ON DAY WORK, (a) In port, they shall be required to do general cleaning, polishing and painting work, in the fireroom, sponging and blowing tubes, and shall assist the engineers in meiking repairs to boiler mountings etc. (b) They may also be required to wash down steam drums of water tube boilers. (c) When required to do any cleaning of boilers and fireboxes other than the above, they shall be paid over­ time. SECTION 26. FIRE-TUBE FIREMEN ON SEA WATCHES, (a) They shall perform routine duties, clean burners, strainers and drip pans, punch carbon, keep steam, watch fuel oil pressure and temperature. (b) They shall clean up excess oil occasioned by changing burners and strainers without payment of overtime and shall leave the fireroom in a safe con­ dition when relieved. (c) They shall not be required to do any painting, cleaning paint wirebrushing, chipping, scaling or polish­ ing work without the payment of overtime. (d) If the ship >£UTives in port between 5:00 p.m., and midnight, they shall continue on sea watches until midnight and shall maintain steam and tend auxiliaries including ice machine. Overtime shall be paid for this work. SECTION 27. FIRE-TUBE FIREMEN IN PORT, (a) They shall keep burners, strainers and drip pans clean at all times. They shall also clean up excess oil occasioned by changing burners and strainers without payment of overtime and shall leave the fireroom in a safe condition when relieved. They shall do no boiler work. They shall keep steam for the auxiliaries and Page 11 �safety of the ship and take care of the entire plant. They shall receive overtime after 5:00 p.m,, and before 8:00 a.m., Monday through Friday. (b) They shall not be required to do any painting, cleaning paint, wirebrushing, chipping, scaling or polish­ ing work without the payment of overtime. SECTION 28. WIPERS, (a) They shaU be classed as .day workers. (b) It shall be routine duties for the Wipers to do general cleaning, including oil spills on deck, painting, cleaning paint, wirebrushing, chipping, scaling, sougeeing, polishing work in the Engine Department, in­ cluding resistor houses and fanrooms, cleaning and painting steering engine and steering engine bed, and take on stores. However, when taking on fuel oil or water, and the hoses are connected and disconnected by shoreside personnel, the Wiper shall not be required to assist. When the ship's personnel handles the con­ nections, the Wiper shall be used to assist in connecting and disconnecting emd putting hoses away but should hot be required to stand by. Pumping of galley fuel tank shall be performed on Saturdays, Sundays and Holidays during the two (2) hours' sanitary work. (c) They shall not be required to paint, chip, sougee or polish bright work in firerocsn fidley, except in port. (d) One (1) Wiper shall be assigned to clean quarters and toilets of the Unlicensed Personnel of the Engine Department daily. Two (2) hours shall be al­ lowed for this work between the hours of 8:00 a.m., and 12:00 Noon daily, both at sea and in port, as desig­ nated by the Engineer in charge. On vessels of 25,000 D.W.T. or over, the Wiper shall be allowed four (4) hours dedly for performing this work. On C-4's the Wiper shall be allowed three (3) hours daily for the work. (e) They may be required to paint unlicensed En­ gine Department quarters without payment of over­ time during their regular working hours. (f) They shall be i>aid overtime for cleaning in firesides and steam drums of boilers. They may be re­ quired to wash out steam drums with hose without payment of overtime. (g) They shall be paid overtime when required to clean tank tops or bilges by hand or when required to paint in bilges. However, cleaning bilge strainers, deeming away sticks or rags shall be considered part of their duties and shall be done without the payment of overtime. (h) They shall assist the Engineers in blowing tubes, and they shall also assist the Engineer in putting XZTT, and similar preparations and boiler compounds in the boiler. (i) They may be required to assist in repair work, but they shall not be assigned to a repair job by them­ selves without the p>ayment of overtime. This is not to include dismantling equipment in connection with clesming; such as, grease extractors, bilge strainers and evaporators, etc. (j) They shall be required to pump up galley fuel tank during straight time hours without the payment of overtime. (k) While vessels are transiting the Panama or Suez Canal, one (1) Wiper shall be assigned to trim ventilators to insure breeze for men below, reg£irdless of whether it is outside of their regular working hours or not. When he performs this work outside of his regu­ lar working hours, overtime will be allowed. (1) Skimming hot wells and cleaning grease extrac­ tors shall be done by the Wipers as part of their regu­ lar duties without the payment of overtime. (m) They shall put ice on freight ships and deliver it to the ice box without the pajmient of overtime, and they shjill also remove ice cubes from ice cube machines where such machines are located in engine room spaces. (n) At sea, when a watchstander becomes ill or in­ jured, a Wiper may be assigned to stand his watches for which he shall be paid overtime. If the original man remains incapacitated for a period in excess of three (3) days the Wiper may then be promoted and shsdl receive the differential in pay only. SECTION 29. DONKEY WATCH, (a) A donkey watch is a watch performed in port by a portion of the Engine Department personnel who are required to maintain steam and to tend auxiliaries including steam winches when the main engines Eire secured. (b) ,The donkey watch shall be paid at the premium rate for Saturday, Sundays and Holidays, and on week­ days shall be paid overtime after 5:00 p.m., and before 8:00 a.m. If donkey watches are to be maintained during the vessel's stay in port, such watches must be set at the time sea watches are broken. (c) The intention of this Section is that, in port, donkey watches, including a Fireman/Watertender Eind an Oiler will be in effect; under which circumstances the Oiler shall be required to oil all auxiliaries, includ­ ing steam winches. (d) Under circumstances where a Fireman/Water­ tender is alone on donkey watch by reason of the Oiler having been assigned to day work, or to other duties, emd the Fireman/Watertender is required to tend engine auxiliaries, he shall be compensated for such work at the applicable overtime rate per hour. In no CEise, however, shall double overtime be paid. (e) Where either a Fireman/Watertender or an Oiler fails to stand his watch, and the Work of the missing man is performed by another unlicensed mem­ ber of the Engine Department, then there is no additioneil compensation payable. (f) Oilers on donkey watch may be required in addition "to oiling auxiliaries to do maintenance work in the engine room between 8:00 a.m. and 5 p.m. without payment of overtime weekdays. Page 12 SECTION 30. TANK CLEANING, (a) When crewmembers are required to enter Euiy tsuik in which water is regularly carried, for the purpose of clean­ ing or making repairs therein, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments and Groups, to de­ termine the applicable rate. On Wntch Mon. thronch Fri. Group 1 $4.48 Group 2 3.44 Group 3 2.73 Wntch Below Hon. thronnh Fri. $5.00 4.01 3.57 On Wntch Snt., Snn., Holidnyo $6.88 6.88 5.46 (b) When crewmembers are required to enter temks that have contEiined animal, vegetable, petroleum oil or creosotes, including bunkers or molasses or ^ter the use of Butterworth system, for the purpose of cleaning or making repairs therein, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. On Wntch Hon. thronsh Fri. Group 1 $6.36 Group 2 4.85 Group 3 3.80 On Wntch Wntch Below and Sat., Son., Holldnys Snt., Snn., Holldnya $6.36 6.01 5.50 $7.95 7.80 6.75 This shadl also apply to cofferdams which have been fouled through lesikage of the above-mentioned cargoes. (c) When tanks described in (b) above Eire being clcEmed and cleaning has been completed, a bonus of three (3) hours' overtime at the rate of 2.73, $3.44 and $4.48 respectively for those in the three (3) wage brackets shall be paid to each crewmember partici­ pating. (d) For any work performed in cofferdEun or void tank which has not contained water, oil, creosotes, etc., the men required to perform such work shall be paid by using the vEuious groups as defined by the Shipping Rules, Section 3, Departments & Groups to determine the applicable rate. On Watch .Hon. through Fri. Group 1 $4.48 Group 2 3.44 Group 3 2.73 Watch Below Hon. through Fri. $5.00 4.01 3.57 On Watch Sat., Sun., Hoiidays $6.88 5.88 5.46 SECTION 31. USING PAINT SPRAY GUNS AND SAND-BLASUNG EQUIPMENT, when members of the crew are required to paint with spray guns they shall be paid by using the various groups Eis defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. On Watch Hon. through Fri. Group 1 $4.48 Group 2 3.44 Group 3 2.73 Watch Below Hon. through Fri. $5.00 4.01 3.57 On Watch Sat., Sun., Hoiidays $6.88 6.88 5.46 When spray guns, other than small hand type, sure being used for painting, two men shEill operate same and both men shall receive overtime, at the applicable rate. Two men shall be used on sand-blasting operation and shall be paid in the same mEinner as'when spray guns are used. SECTION 32. CARBON TETRA-CHLORIDE. When­ ever carbon tetra-chloride is required to be used by any unlicensed member of the Engine Department for cleEuiing purposes, they shall be pEiid by using the VEUIous groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. On Watch Hon. through Fri. Group 1 $4.48 Group 2 3.44. Group 3 2.73 Watch Below •Hon. through Fri. $5.00 4.01 3.57 On Watch Sat., Sun., Holidays $6.88 6.88 5.46 SECTION 33. WORK WHEN PLANT IS SHUT DOWN. When vessel is in port and the entire plant is shut down, the Watertenders, Firemen/Watertenders, or Firetube Firemen may be placed on day work. Their work shall then consist of repair and maintenance work on all boiler mounts and boiler auxiliaries which are located in the fireroom, above and below the floor plates. SECTION 34. FIREROOM-ENGINE ROOM BOUND­ ARIES. On vessels having no bulkheads separating engine room and fireroom, am imaginary line is to be drawn at after or forward end of boilers, depending on location of boilers, for the purpose of defining engine room or fireroom boundaries. This imaginary line shall not exclude from the duties of the Fireman, FiremanWatertender, Watertender, and Oilers amy work as out­ lined in their respective working rules. SECTION 35. NEW EQUIPMENT NOT CARRIED AT PRESENT. In the event the Company should in­ stall new or different equipment thain that presently in use and covered by this Agreement, the Compainy and Union shall meet immediately to negotiate working rules to cover such vessel or equipment. SECTION 36. STANDING SEA WATCHES. DAY WORKERS. Except as otherwise specifically provided, the following ratings may be used to stand watches due to a shortage of unlicensed watch standers without the payment of overtime: Deck Engineer, Engine Util­ ity, Q.M.E.D., Ship's Welder Maintenance and Wiper, or any other qualified day worker. SECTION 37. CLEANING BILGES. When any mem­ ber of the Unlicensed Personnel of the Engine Depart­ ment is required to enter any bilge which has been flooded with fuel oil, for the purpose of cleaning, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. On W«tch Monday through Friday Watch Below and Saturday, Sunday and HoUdays On Watch Saturday, Sunday and Holidaya Group 1 $6.36 Group 2 4.85 Group 3 3.80 $6.36 6.01 5.50 $7.95 7.80 6.75 SECTION 38. ENTERING CASINGS ON MOTOR VESSELS. If any unlicensed crewmember is required to enter the engine casings on motor vessels, he shall be paid for such work at his applicable overtime rate of pay. SECTION 39. SHIP'S WELDER/MAINTENANCE, (a) The Ship's Welder/Maintenance Man shall be classed as a day worker in the Engine Department. (b) He shall be required to do burning, welding, maintenance £uid repair work anywhere on the vessel as directed by the Chief Engineer. (c) He shzill be required to have qualifications as Fireman, Oiler and Watertender. (d) He may be used to replace sick, injured or missing watch-standers without the payment of over­ time, except as where specifically provided for in this agreement. ^ (e) He shall not be required to do general cleaning, painting, cleaning paint, polishing work, wirebrushing, chipping or scaling except in the course of burning, welding, maintenance and repair work. (f) He shall receive the contractual overtime rate for specified work such as tank cleaning, cleaning bilges, using paint spray guns, etc. SECTION 40. OILER/MAINTENANCE UTILITY. 1. Thfe Oiler shall be re-rated to Oiler/Maintenance Utility. 2. He shall be required to have the qualifications of Fireman, Oiler and Watertender. 3. He shall be classed as a watch stander emd shall perform the routine duties and maintenance of the Oiler and Fireman-Watertender stated in Article IV, Sections 18, 19 and 23, Standard Freightship Agree­ ment. 4. Maintenance overtime shall be divided as equally as possible between men of this rating. SECTION 41. QUALIFIED MEMBER OF THE EN­ GINE DEPARTMENT (Q.M.E.D.). 1. The duties of the Qualified Members of the En­ gine Department (Q.M.E.D.s) shall be all work neces­ sary for the continuance of the operation of the Engine Department. 2. He shall perform maintenance and repairs through­ out the vessel under the direction of the Engineer in charge. 3. If he is a day worker, he may be required to re­ place a missing Watchstander. 4. He may be required to take on fuel and water and to take soundings as directed by the Engineer in charge. 5. When no ship's Welder-Maintenance is carried he may, if qualified be required to bum and weld. 6. He may be required to assist in any work neces­ sary for the operation of reefer equipment and con­ tainers, including the taking of temperatures. 7. He shall not be required to chip, paint, or sougee except where such work is incidental to a specific re­ pair job. SECTION 42. PYRAMIDING OF OVER'HME. There shall be no duplication or pyramiding of overtime ex­ cept where specifically provided for. ARTICU V STEWARD DEPARTMENT SECTION 1 WAGES. Batins Chief Steward (SL 180, SL 181, SL 7's) (Thief Steward Steward/Cook (Thief Cook Cook and Baker Second Cook Third Cook* Assistant Cook Messman Utilityman Monthly Rate 6/16/72 Monthly Rate 6/16/73 Monthly Rate 6/16/74 797.33 730.12 744.22 648.96 632.54 555.88 548.36 548.36 431.12 431.12 833.84 766.63 781.43 681.41 664.17 583.67 575.78 575.78 452.68 452.68 872.17 804.96 820.50 715.48 697.38 612.85 604.57 604.57 475.31 475.31 •When passengers are carried. the Third Cook will be re-rated as Second emd will be paid wages in ac­ cordance with the agreement. SECTION 2. MINIMUM OVERTIME. At sea, when any member of the Steward Department is called out to work between the hours of 7:30 p.m. and 5:30 a.m., a minimum of 2 hours overtime shall be paid. SECTION 3. HOURS OF WORK, (a) No member of the Steward Department sheiU be required to work in excess of 8 hours in any one day without the payment of overtime. (b) Any work required to be performed outside his regular hours, or on Saturday, Sundays and Holidays, shall be paid for at the applicable overtime rate. (c) In port all work performed by the Steward De­ partment between the hours of 5 p.m. and 8 a.m., Mon­ day through Friday, shall be paid for at the overtime rate. The spread of hours shall be as provided in this agreement. (d) When a vessel proceeds from one city to another city and (always assuming that the vessel is under Register or enrollment and a Custom clearance or permit to proceed is required), then those cities are to be considered two separate and distinct ports. If a Custom clearance or permit to proceed is not required Seafarers Log �the two cities are to be considered the same port for the purpose of applying the overtime provisions of above. SECTION 4. WORKING HOURS. Steward, 8 hours between 6:30 a.m. and 6:30 p.m. Chief Cook, 8 hours between 6:30 a.m. and 6:30 p.m. Cook and Baker, 8 hours between 6 a.m. and 6 p.m. Second Cook, 7 a.m. to 1 p.m.—4 p.m. to 6 p.m. Third Cook, 7 a.m. to 1 p.m.—4 p.m. to 6 p.m. Messman, 6:30 a.m. to 9:30 a.m.—10:30 a.m. to 1 p.m.—4 p.m. to 6:30 p.m. Steward Utilityman, 7 a.m. to 1 p.m.—4 p.m. to 6 p.m. Galley Utility, 6:30 a.m. to 10 a.m.—11 a.m. to 1 p.m.—4 p.m. to 6:30 p.m. SECTION 5. MANNING SCALE (a) It is agreed and understood that the present manning scale carried on the Company's vessel shall not be changed unless such changes are mutually agreed to by both the Union and the Company. On all vessels not listed in this agree­ ment MANNING shall be in accordance with that negotiated between the UNION and the COMPANY. (b) On automated and semi-automated vessels the hours and duties shall be as follows: HOURS AND DUTIES 1. The Chief Steward or Steward Cook shall super­ vise the Steward Department, 8 hours, between 6:30 a.m. and 6:30 p.m. — 2. Chief Cook 7:30 A.M.—12:45 P.M. 3:30 P.M.— 6:15 P.M. Additional duties of the Chief Cook shall be to assist Cook and Baker during rush peribd at breakfast and keep utensils used by him clean. The Chief Cook shall receive the same port time overtime hours as the Chief Steward. 3. Cook & Baker 6:00 A.M.— 9:30 A.M. 11:00 A.M.— 1:00 P.M. 4:00 P.M.— 6:30 P.M. Additional duties of Cook and Baker shall be to pre­ pare, cook and serve all vegetables for dinner and supper meals. Scrub galley after the supper meal with the as.sistance of a General Utility. Prepare night lunches and cooked salads. 4. Saloon Mess 6:30 A.M.— 9:30 A.M. 10:30 A.M.— 1:00 P.M. 4:00 P.M.— 6:30 P.M. Prepare salads, except cooked, and all cold drinks used by him. Draw supplies as needed. 5. Crew Mess 6:30 A.M.— 9:30 A.M. 10:30 A.M.— 1:00 P.M. 4:00 P.M.— 6:30 P.M. Prepare s£ilads except cooked salads. 6. Utility 6:30 A.M.— 9:30 A.M. 10:30 A.M.— 1:00 P.M. 4:00 P.M.— 6:30 P.M. On vessels carrying Utilities, the Chief Steward shall assign their duties. (c) VESSELS CARRYING PASSENGERS. (1) When passengers are on board, the passenger's utilities work­ ing hours shall be the same as the messman. (2) In all ports the Cook and Baker shall work on a schedule between 6 a.m. and 6 p.m. as set forth by the Steward. When meals hours are changed, for Deck and Engine Departments in accordance with Article II, Section 44, the Steward Department's working hours may be changed accordingly provided, however, that they be given 2 hours' notice prior to the time neecssary to prepare meals. (3) Two dollars and fifty cents per day, for each passenger over 6 passengers shall be paid on these vessels when from 7 to 12 are carried. These monies shall be divided among the members of the Steward Department who perform the work or, at the Company's option an additional Passenger Utilityman may be car­ ried. (4) When the vessel commences a voyage without passengers, and without a Passenger Utilityman and is manned in accordance with this section and pas­ sengers are taken aboard at a foreign port,' $2.50 per day per passenger shall be paid and divided among members of the Steward Department who performs this work. (5) When $2.50 per day per passenger is being paid to members of the Steward Department, there shall be no division of wages as outlined in Article V, Sec­ tion 7, because of the absence of this member in the Steward Department. When the company receives no compensation for a minor child then the $2.50 per day shall not be ap­ plicable. If the $2.50 per passenger per day is being paid in lieu of increasing the Steward Department personnel and a passenger boards or leaves a vessel before the serving of any of the three meals, at the beginning or termination of such passenger's voyage, the rate of $2.50 prescribed herein shall be reduced in the amount of $.84 for each meal missed. On vessels carrying extra men who are served as crew, determination of the method of remuneration to the Steward Department will be made prior to the vessel's departure. SECTION 6. FULL COMPLEMENT, (a) The full complement of the Steward Department shall be main­ tained when the vessel is feeding. This shall not apply when a skeleton crew is aboard. July 1972 (b) When a skeleton crew is aboard and the ship is feeding, a minimum of five men shall be maintained in the Steward Department. SECnON 15. SERVING MEALS OUTSIDE OF MESSROOMS. When any member of the Steward De­ partment is required to serve anyone outside of theh* respective messrooms for any reason, he shall be paid at the applicable rate for time required. However, meals may be served on the bridge to the Master and/or Pilot without the payment of overtime whenever it is necessary for them to be on the bridge for the safety of the ship. The Captain's office or stateroom shall not be classified as the bridge of the ship. "This section shJill not be construed to apply to passengers or ship's personnel served during regular working hours on ac­ count of illness. SECTION 7. WORKING DUE TO ABSENT MEM­ BERS. (a) When a vessel is in a continental United States port and a member of the Steward Department is missing, the men who do the missing man's work shall be paid overtime for actual time worked over their hoiinal eight hours. (b) If a vessel sails without the full complement in the Steweird Department as required by this agree­ ment, then the men who do the missing men's work will receive, in addition to a division of wages of the SECTION 16. MIDNIGHT MEALS AND NIGHT missing men, the overtime that the missing men would LUNCHES, (a) Members of the Steward Department normally have made on a Saturday, Sunday or Holiday. actually engaged in serving hot lunches at midnight are (c) While on a voyage and a member of the Steward to be allowed three hours' overtime for preparing and Department becomes ill or is injured, and remains serving same. aboard the vessel, tlie men who do his work will re­ . (b) When not more than the equivalent of one de­ ceive a division of wages but they shall not receive any partment is served at 9 p.m. or 3 a.m. night limch, one overtime for doing this work. cook shall be turned out to perform this work. When a midnight hot lunch is served to not more than five SECTION "8. ROUTINE WORK, (a) The re^ar men, one cook shall perform this work. When from six routine duties laid out below shall be carried out within to ten men are served, one cook and one messman the scheduled working hours as specified above and it shall be the duty of the Steward Department to or­ shall perform this work. When more than ten men are ganize so that it is accomplished within the eight hours served, (Hie cook and two messmen shall perform this work. per day as scheduled in this agreement. Routine duties (c) When meals are not provided as specified in of the Steward Department shall be to prepare and Article H, Section 45. above, the number of the Stew­ serve the meals. They sheill also clean and maintain, in­ cluding spot sougeeing and polishing bright work, the ard Depeirtment who would normally be broken out to prepare such meals shall be paid the overtime specified quarters of the licensed personnel, the Radio Officers, the Pursers, Passengers and the ship's office, all dining in paragraph (a) above, at the overtime rate. rooms, messrooms, washrooms, galley and pantry. They SECTION 17. CLEANING MEAT AND CHILL shall sort and cull fruit and vegetables. Unless other­ BOXES, (a) Members of the Steward Department shall wise specified in this agreement no overtime applies be assigned by the Steward to clean meat and chill to the above routine work. boxes and shall be paid at the applicable rate for actual (b) At sea, the Utility, is assigned to the daily clean­ time worked. Boxes shall not be cleaned without the ex­ ing of the radio shack, shall receive not more than 3 press authorization of the Oiief Steward. hours overtime per week at the overtime rate. (b) Keeping the meat and chill boxes neat and (c) It shall be routine duties for the Steweird Util­ orderly at all times such as cleaning out paper wrap­ ity to count and bag linen, work in storerooms, linen ping, crates, etc., within regular working hoiu^ is lockers, toilets and Steward Department enclosed not to be considered (wertime. passageways and do general cleaning within his 8 hours as directed by the Steward. SECTION 18. MAKING ICE CREAM. When a mem­ (d) Where the Saloon Messmen are required to wax ber of the Steward Department is required to meike and polish decks, it shall be among their routine ice (nream he shall be paid at the applicable rate for duties to maintain same daily. When he is required to the time required to make the ice cream. remove old wax preparatory to rewaxing, and rewax SECTION 19. MAKING ICE. On ships where ice same, he shall be paid overtime for such work per­ formed. machines are carried, members of the Steward De­ partment will not be required to make ice or pull SECTION 9. RECEIVING STORES. The Steward ice, but they will distribute the ice once it is pulled. shall be solely responsible for checking and receiving On ships where ice machines are not carried, and of voyage stores and linens, and he sheill not delegate members of the Steward Department £u:« required to this responsibility to any other member of the Steward make ice, overtime shall be paid for such work per­ Department. He shall be required to go on the dock formed. This does not apply to making ice cubes in to check stores and linens without the payment of small refrigerators or ice machines, which are located overtime during his regular working hours. in messr(x>ms, pantries or galleys. SECTION 10. HANDLING STORES. Members of the Steward Department shall not be required to cany any stores or linen to or from the dock but when these items are delivered at the store room, meat or chill box doors, the Steward Department shall place them in their respective places and overtime shall be paid to all men required to handle the linens or stores. How­ ever, daily supplies of provisions for port consumption when placed aboard shall be stored by Messmen and/or Utilitymen without the payment of overtime provided such work is done within their prescribed 8 hours. SECTION 11. LATE MEALS. When members of the Steward Department are required to serve late meals due to the failure of officers to eat within the pre­ scribed time, the members of the StewEird Department actually required to stand by to prepare and serve the late meals shall be paid at the applicable rate. SECTION 12. SHIFTING MEALS. When meal hours are extended for any reason and any of the unlicensed personnel are unable to eat within the required pre­ scribed time, all members of the Steward Department required to stand by to prepare and serve the meals shall be paid at the applicable rate for the time the meal is extended. As much notice as possible shall be given the Steward Department when meal hours are to be shifted, and in no event shall this notice be less than two hours in advance. In the event the two-hour no­ tice is not given the meal hour shall not be shifted. SECTION 13. MEALS IN PORT, (a) When meals are served in port to other than regular members of the crew, passengers, pilot, port engineers, super­ cargoes and port captains, when assigned to the vessel, $.50 per meal shall be paid and divided among the members of the Steward Department actually engaged in preparing and serving meals. (b) When food is prepared for persons who do not require the service of messroom, 2 hours overtime per meal shall be paid for the first group of 6 persons and fractions thereof, and one hour overtime for each four additional persons or fraction thereof. This money is to be divided equally among the gaily force. (c) No extra meals are. to be served without the authority of the Master or officer in charge of the vessel. SECTION 14. EXTRA PERSONS SLEEPING ABOARD. When persons other than regular crewmembers, passengers, pilot or a company representa­ tive sleep aboard, the member of the Steward Depart­ ment who takes care of the room shall be paid one (1) hour's overtime per day. This does not apply when a ship carries the required complement to accommodate passengers and the number of extra persons aboard do not exceed the full complement of passengers allowed. This does not apply to relief officers. SECTION 20. OVERTIME FOR BUTCHERING. When carcass beef, in eighths or larger is carried, the man required to butcher this beef shall be paid a mini­ mum of 6 hours overtime weekly for butchering. This shall not apply when a butcher is carried. SECTION 21. SHORE BREAD, (a) The Company shall furnish bread from ashore in all continental U.S. ports. When bread is not furnished on continental U.S. ports within 24 hours, after arrival, excluding Sundays, and Holidays, the Cook and Baker shall be required to make the bread and will be paid 3 hours overtime for each batch of bread baked. (b) When a new Baker is employed he may be re­ quired to bake during regular working hours without the payment of overtime. SECTION 22. SOUGEEING. When members of the Steward Department are required to sougee, overtime shall be paid for the actual number of hours worked, except as provided in Article V, Section 26. Wiping off fingerprints, grease spots, etc., shall not be considered sougeeing. SECTION 23. CHIPPING, SCALING AND PAINT­ ING. Members of the Steward Department shall not be required to chip, scale or paint. SECTION 24. DUMPING GARBAGE. No member of the Steward Department shall be required to go on dock for the purpose of dumping garbage, without the payment of overtime. SECTION 25. OIL STOVES. Members of the Stew­ ard Department shall not be required to pump oil for the galley range. SECTION 26. DAY WORK, (a) When the ship is not feeding and members of the Steward Department are on day work, the hours shall be 8 a.m. to 12 noon and 1 p.m. to 5 p.m. , (b) When members of the Steward Department are on day work, they may be required to work in storercwms, linen lockers, toilets, passengers' and officers' quarters, messrooms, galley. Steward Department passageways, handle stores and linen placed abo£urd ship, and do general cleaning without the payment of overtime. (c) When members of the Steward Department are on day work, they shall be allowed fifteen minutes for coffee at 10 a.m. and 3 p.m. or at a convenient time near these hours. (d) When members of the Steward Department are on day work, they shall receive one full hour from 12 noon until 1 p.m. for lunch. This hour may be varied but such variation shall not exceed one hour either way, provided that one unbroken hour shall be allowed at all times for dinner or supper when men are on day Page 13 �work. If one unbroken hour is not given, the men in­ volved shall receive one hour's overtime in lieu thereof. (e) Extra members of the Steward Department who are carried to take care of passengers may be as­ signed to day work when passengers leave the vessel and such members shall work as directed by the Chief Steward.'In addition to the work outlined in subsec­ tion (b) of this section, such members may be re­ quired to sougee in passengers' quarters, including toilets, washrooms, and alleyways, during their regular hours of work without the payment of overtime. Pas­ senger utilitymen who are on day work when no passengers are aboard, shall be allowed to work week­ end and Holiday overtime, except when the vessel is sailing between continental United States ports. SECTION 27. GALLEY GEAR. The Company shall furnish all tools for the galley including knives for the cooks. SECTION 28. APRONS AND UNIFORMS. White caps, aprons, and coats worn by the Steward Depart­ ment shall be furnished and laundered by the Ccanpany and white trousers worn by the galley force shall be laundered by the Company. SECTION 29. ENTERING ENGINEROOM AND FIREROOM. Members of the Steward Department shall not be required to enter the engine or fire room, except as may be required by Article II, Section 18. SECTION 30. WORK NOT SPECIFIED. Any work performed by the Steward Department that is not specifically defined in this agreement shall be paid for at the regular overtime rate. SECTION 31. PYRAMIDING OVERTIME. There shall be no duplication of pyramiding of overtime ex­ cept where specifically provided for. SlU STEWARD DEPARTMENT WORKING RULES FOR -THE SEAFARERS INTERNATIONAL UNION OF NORTH AMERICA Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO In order to insqre continued harmony and efficiency in the steward department, this outline of duties is sub­ mitted as a guide for the Stewzird and his Department. It is not intended to conflict with or supercede our agreement, nor is it intended in any way to limit the chief steward's authority. Duties of Steward: Eight hours between the hours of 6:30 a.m. and 6:30 p.m. "The steward shall have the full authority of making any changes and adjustment of this work, according to the circumstcinces or conditions that may arise, and the Union demands that each member cooperate in carry­ ing out his assignment as a condition of our contract. It shall be left up to the steward's good judgment, who wil bear in mind that the results are always the deter­ mining factor, in better service, maintenance and greater economy. He shall coordinate the work of his department in the different classes so that none of his men will be taxed unfairly or beyond their capacity. He shall have free access to all parts of the vessel, where the function of his department is necessary. When settling differences he should make every effort to settle them satisfactorily for all concerned. His employees are entitled to private interviews when brought to task, niis will improve the harmonious relationship now ex­ isting aboard ships. TTie regular duties of the steward shtdl be to supervise all work of the steward depart­ ment, including the supervision of preparing and serv­ ing all meals; he is responsible for the receiving and issuance of all stores, inspection of work, preparing requisitions, taking inventory of stock, authorizing, checking and recording overtime, conforming with the agreement in distribution of extra meals to each man individually, issuance of linen and soaps to the crew and officers on the days designated with the help of the steward utility. He shall see to it that the SIU feeding S3^tem and list of instructions, as set forth by headquarters and its representatives, shall be followed and he will be held accountable for its application aboard ship. When ordering replacements for entry ratings, the steward should specify a definite entry rating. "The dis­ patcher should be instructed to call the job as specified for the patricular entry rating involved. The chief steweu-d sheill set up a schedule for mem­ bers of the department to keep the steward department quarters clean. Upon two hours notice, members of the steward de­ partment shall be required to assist the steward in tak­ ing voyage stores. The steward will designate the num­ ber of men necessaiy for storing. He shall prepare all menus and control all keys. He shall see that all quarters under his jurisdiction are celemed properly, that meals are served on time, au­ thorize the cleaning of all refrigerated storage boxes. He may assist when there is a shortage of help in his department, he may also do any work he may deem necessary for the efficient operation of his department. Duties of the Chief Cook: Eight hours between the hours of 6:30 a.m. and 6:30' p.m. ITie chief cook is in charge of the galley. He shall do the butchering, cook roasts, soups, gravies and sauces; direct the preparation and serving of all food, including night lunches, assist the chief steward in preparation of the menus when required. He shall work under the supervision of the chief steward and shall receive stores when necessary and assist in the proper storage ctf same. As directed by the steward, he shall assist in taking inventory of galley stores and galley equipment; also report to the steward any repairs and replacing of all equii»nent. He shall render all fats, he shall be . responsible for the general cleanliness of the galley and its equi^ent. He shall keep the meat box in an orderly condition. IHities of the Cook and Baker: Eight hours in all ports and at sea, as the steward may direct, between the hours of 6:00 a.m. to 6:00 p.m. He shall work under the direction of the chief cook; he shall do the necessary cooking, baking, breads, pies, cakes, puddings, pastries, hot cakes and all flour work, cook cereals, stewed fruits, assist with cooking and serv­ ing meals, and when required, he shall at 6:00 a.m. start the preparation of all meats left out by the chief cook except when the cook and baker is on day work. He shall be responsible for cooking and serving break­ fast. He shall slice, prepare and serve all breakfast meats and assist in the preparation and serving of all me£ils while on day work. He shdll assist in the general cleaning and upkeep of the galley and equipment. On Liberty ships wdiere there is no galleyman, he shall do the third cook's duties between 9:00 a.m. to 10:00 ajn. Page 14 Duties of the Second Cook: 7:00 a.m. to 1:00 p.m.—4:00 p.m. to 6:00 p.m. The second cook shall work under the direction of the chief cook and the cook and baker. He shall cook all vegetables and assist in preparing .for the cooking and serving of all meals, prepare all cooked salads, and shall assist the night cook emd baker with breakfast to order. He shJiU prepare all night lunches. He shsill assist in the general deeming emd upkeep of the galley and equip­ ment, sort and cull perishable fruits and vegetables, with the galleyman, as required. Duties of the "Third Cook: 7:00 a.m. to 1:00 pjm.—4:00 p.m. to 6:00 pjn. "The third cook sheiU work under the direction of the chief cook and other cooks. He shall prepare and cook all vegetables, keep a sufificient amount of onions, car­ rots, etc., available for use, sort and cull perishable vegetables and fruits, with the galleyman, as required. Keep refrigerated space neat and orderly, and clear out paper wrappings, crates, etc. Draw necessary linen for galley in exchange for soiled linens, assist in the general deaning of galley and equipment, return un­ used and leftover food to the refrigerator when neces­ sary. When no galley utility is carried, he shall per­ form the work of the galley utility, and his working hours shall be 6:30 a.m. to 9:00 a.m., 10:00 a.m. to 1:00 p.m., 4:00 p.m. to 6:30 p.m. Duties of the Galley Utility: 6:30 a.m. to 10:00 a.m.—11:00 a.m. to 1:00 p.m.—4:00 p.m. to 6:30 p.m. "The galley utility shall work under the direction of all cooks; he shall clean the gdley and all utensils, peel potatoes, and vegetables, cull perishable vegetables and fruits with the third cook or second cook, and keep re­ frigerated spaces neat and orderly, clearing out paper wrappings, crates, so forth; empty and scrub garbage pails. After each meal, scrub galley deck. He shall assist chief cook in drawing daiiy meats from meat box, when r^uired. Each morning after breakfast draw stores as directed, including linen. Clean between deck, passage­ ways, outside refrigerator boxes and stairway leading to the main deck. Light fires when prescribed. Duties of the Passenger Utility: 6:30 a.m. to 9:30 am.—^10:30 am. to 1:00 p.m.—4:00 p.m. to 6:30 p.m. When passengers are aboard, the passenger utility shall make and clean the passenger nxmis each morn­ ing. He shall be responsible mostly for the caring of and "services to passengers, as the chief steward may direct, clean passenger lounges and smoking room. He may be required to assist steward in receiving and dis­ embarking passengers. When six or less passengers are carried he is to serve them breakfast. He is to serve lunch £Uid dinner at all times and when over six pas­ sengers are earned he will work in conjuction with the saloon and pantry messmen, as the steward may direct. Duties of the Saloon Messman: 6:30 a.m. to 9:30 a.m.—10:30 a.m. to 1:00 p.m.—4:00 p.m. to 6:30 p.m. The saloon messman sheill be responsible for the serv­ ing of the three meals daily to the captain and officers; he shall also assist in serving all meals to passengers. However, the saloon messman and saloon utility are solely responsible for preparing and serving breakfast when more than six passengers are carried. He shall be responsible for the cleanliness of the saloon, condi­ ments, etc., polish silver and clean port boxes and glasses, mop the saloon each morning after breakfast and sweep after each meal, and clean fans in saloon. Draw all linen to be used in the saloon and be responsi­ ble for the setting of all tables for service. Spot sougee when necessary. Duties of the Saloon UtUity. 6:30 a.m. to 9:30 a.m.—10:30 a.m. to 1:00 p.m.—4:00 p.m. to 6:30 pm. The saloon pantryman shall be responsible for the pantry and the refrigerator and fruits and all needed stores for the officers and passenger service. He is re­ sponsible for the preparation of salads (except cooked salads) under the directi<m of the steward. Keep pantry and utensils, bootlegs, steamtables, crockery and pans used by him, cleaned after each meal. Dish out food at service. Make coffee at each meal and morning (coffee time) before retiring. Empty and scrub garbage pail eifter each meal, work jointly with saloon messman zmd passenger's utility in preparation and serving at all times. He may be required to assist in serving break­ fast with saloon messman when more than six pas­ sengers are carried. Spot sougee when necesseury. Duties of the (Trew Messman: 6:30 a.m. to 9:30 a.m.—10:30 a.m. to 1:00 p.m.—4:00 p.m. to 6:30 p.m. The crew messman is in charge of the crew messroom; responsible for silverware and glasses, condi­ ments, and serving three meals a day. Provide milk, box cereals, butter, bread, cold drinks, and needed supplies; scrub the deck each morning before retiring. Clean messroom refrigerator, tables and chairs and spot sougee when needed. Assist the pantryman with salads. Place night lunches in proper places. Leave out a few cups and spoons after each meal. He shall check that there are necessary stores left out for night, such as coffee, sugar, milk, etc. Also clean fans in messroom. Duties of the (>ew Utility: 6:30 a.m. to 9:30 a.m.—^10:30 a.m. to 1:00 p.m.—4:00 p.m. to 6:30 p.m. The crew pantryman shall be responsible for the cleanliness of the crew pantry crockery, coffee um, percolators, all pots and pans used by him, and refrig­ erators; scrub deck each day and sweep after each meal. Make coffee for eadi meal and coffee for the crew for morning (coffee time) before retiring. He is responsible for the preparation of salads (except cooked salads) under the direction of the steward. He shall assist messman in serving when required during rush period. Draw needed supplies for the crew messroom and assist crew messman in making cold drink. Spot sougee when necessary. Duties of the Steward Utility: 7:(X) a.m. to 1:(X) p.m.—4:(X) p.m. to 6:(X) p.m. Routine duties of the steward utility shall, other than making and cleaning officers' quarters, include work in storerooms, linen lockers, ships office, officers' passage­ ways and stairways, clean steward department show­ ers, and toilet, count-and bag linen, issuance of linen and soaps when necessary; do the general cleaning as the steweu-d may designate, dfiean the recreation room alternately with the wiper and ordinary seaman. "The laundry is cleaned by each department alternately. Note:—Members of the steward department who are required to obtain stores from refrigerated spaces shall assist in keeping refrigerated spaces clean by remov­ ing paper, wrappings, crates, etc. On certain types of vessels the messman and utilitymen may be required to clean certain ladders and passageways as part of their routine duties. SIU STEWARD DEPARTMENT GUIDE In order to Improve the preparation and serving of food and eliminate waste on all SlU-cmitracted vessels, the following guide shall be pot Into effect: (1) Menus are to be prepared daily, on main entrees at least 24 hours in advance. Standardization must be Avoided. (2) nie chief steward is to issue all daily stor^ when practicable and must control all kejrs. Storenxxns and ice boxes are to be kept locked at all times. (3) Maximum sanitary and orderly conditions must be observed in all steward department facilities such as galley, messrooms, storerooms, etc. No smoking in the galley at any time. No smoking by any stewrurd per­ sonnel while serving or preparing food. (4) White jackets must be worn by messman at all tinies while serving. T-shirts may be worn while pre­ paring for meals. Galley gang to wear white caps, cooks jackets, white or T-shirts during hot weather. Caps to be paper or^oth. Cooks jackets to be % length sleeves. However, white or T-shirts may be worn by messmen during hot weather. (5) Only qualified food hanffiers are to handle food and all personnel outside of the steward department are to be kept out of the galley at all times. (6) All entrees such as meat, fowl, and fish, includ­ ing ham and bacon for breakfast, must be served from the galley and when practical, vegetables should also be served from the galley. (7) All steaks and chops are to be grilled to indi­ vidual order. However, chops may be grilled thirty minutes prior to serving, when necessary. Meats and roasts must be carved to order. (3) No plates should be overloaded and only nonwatery vegetables vrill be served on the same plate with the meat or other entree. Other vegetables to be served cm side dishes. (9) At least two men of the galley gang must be in the galley during meal times. ITie steward is to super­ vise the serving of all meals. Either the steward or the chief cook must supervise the me^s when in port. Stew­ ard to be aboard and responsible to check voyage stores when they are received. (10) Salads, bread, butter and milk are to be placed on the table not more than five minutes before the serving and only on tables where needed. (11) All coffee served for meals and coffee time is to be made in electric percolators when practicable. (12) No food, including vegetables, is to be thrown away after meals without the consent of the steward or the chief cook. Use left-overs as soon as possible, not to exceed forty-eight hours. (13) Such items as sardines, boiled eggs, sliced left­ over roasts, such as pork, beef, ham, etc., potato salad, baked beans, besides the ordinary run of cold cuts and cheese are to be served for night lunch. TTie night lunches are to be cut and placed by the 2nd cook or 3rd cook before retiring. Seafarers tog I �(14) Hot bread or rolls to be baked daily when prac­ ticable. Cakes or pastry to be served at coffee time as much as possible. (15) Stewards must keep a record of all menus for reference. (16) Ground coffee for the black gang to be drawn from the steward within the steward's working hours and not from the pantry. (17) Typewritten copy of the daily menu to be furnished the galley force. ARTICLE VI OTHER PROVISIONS Section 1. Vessels Sales and Transfers. Prior to any vessel contracted to the Seafarers International Un­ ion of North America-Atlantic, Gulf, Lakes and In­ land Waters District, AFX/-CIO, being disposed of in any fashion, including but not limited to sale, scrap, transfer, charter, etc., ninety (90) days notification in writing must be sent to Union Headquarters, 675 Fourth Avenue, Brooklyn, New York 11232. Section 2. It is agreed that any agreements that are presently in effect covering War Risk Insurance and Area Bonuses be continued as is, with no change. In addition, any and all' addenda, supplementary agree­ ments and/or memorandums of understanding, the con­ tents of which have not been incorporated into this collective bargaining agreement shall be continued in effect and if modified, as so modified shall be in­ corporated into and made a part of this collective bar­ gaining agreement. Section 3. It is agreed that for purposes of con­ struction of this Agreement, wherever the masculine gender is used, it shtdl include the feminine gender. ARTICLE VII EFFECTIVE DATES The effective date of this Agreement shall be at 12:01 a.m., June 16, 1972, and the effective dates as to all other changes shall be the dates provided in the Memorandums of Understanding whidi have been in­ corporated into and made a part of this collective bargaining agreement. ARTICLE VIII TERMINATION The termination date of this collective bargaining agreement shall be Jime 15, 1975. SEAFARERS INTIWNATIONAL UNION Atlantic, Gulf, Lakes and Tnlaod Wators District, AFL-CIO SHIPPING RULES-JUNE 16, 1972 Preamble Every seaman seeking employment through the hiring hatis of the Seafarers International Union of North America-Atlantic, Gulf, Lakes and Inland Waters District (hereinafter called the "Union") shall be shipped pursuant to the following Shipping Rules. Nothing con­ tained in these Shipping Rules Is in any way intended to create any Indemnity obligation on the part of either the Union or the Seafarers Welfare Plan. 1. Seniority A. Subject to the conditions and restrictions on employment con­ tained in agreements between the Union and contracted Employers and to the Rules set forth herein, seamen shall be shipped out on jobs referred through the Union's hiring halls according to their class of seniority rating. B. The following shall be the classes of seniority rating: 1. Class "A" seniority rating, the highest seniority rating, shall be possessed by: (a) all unlicensed seamen who possessed such rating on Sept. 8, 1970, pursuant to the Shipping Rules then In effect; (b) all unlicensed seamen who possess Class "B" seniority rating pursuant to these Rules and who have shipped regularly as defined herein for eight (8) consecutive years, provided such sea­ men have maintained their Class "B" seniority rating without break and provided further that they have completed satisfactorily the advanced course of training then offered by the Harry Lundeberg School of Seamanship for the Department in which such seamen regularly ship; and (c) all unlicensed seamen who have been upgraded to Class "A" seniority rating by the Seafarers Appeals Board pursuant to the authority set forth herein. 2. Class "B" seniority rating, the second highest seniority rating, shall be possessed by: (a) all unlicensed seamen who possessed such rating on Sept. 8, 1970 pursuant to the Shipping Rules then in effect; (b) all unlicensed seamen who possess Class "C" seniority rating pursuant to these Rules and who have shipped regularly as defined herein for two (2) consecutive years; and (c) all unlicensed seamen who possess Class "C" seniority rating pursuant to these Rules and who have graduated from the Harry Lundeberg School of Seamanship entry rating training pro­ gram and have been issued a ship assignment card in accord with these Rules. 3. Class "C" seniority rating, the lowest seniority rating, shall be possessed by all unlicensed seamen who do not possess either class "A" or class "B" seniority ratings. 0. A seaman shall be deemed to have shipped regularly within the meaning of these Rules if he has been employed as an un­ licensed seaman no less than ninety (90) days during each calen­ dar year aboard one or more American-flag merchant vessels cov­ ered by a collective bargaining agreement between the Union and the owner or operator of such vessels. D. Employment by or at the request of, or election to any office or job In, the Union shall be the equivalent of covered employment described in the preceding paragraph: and seniority credit under these Rules shall accrue during the period that such employment, office or job Is retained. E. Seniority credit shall be accrued on the basis of total covered employment, without regard to whether such employment was served in the Deck, Engine or Steward Departments. F. The ninety (90) day period of employment required of a sea­ man during any year to constitute shipping regularly within the meaning of these Rules shall be reduced proportionately in accord with the amount of time spent by such seaman during that year as a bonafide in- or out-patient In the continuing care of a U.S.P.H.S. or other accradited hospital. (For example, four months' In­ patient time during a given calendar year reduces the ninety (90) day employment requirement for that year by one-third to sixty (60) days.) C. In the event a seaman possessing less than Class "A" sen­ iority rating fails to ship regularly within the meaning of these Rules during a particular year, he shall lose all accumulated em­ ployment credit for that and all preceding years In his then cur­ rent seniority rating. H. In the event a seaman's covered employment has been inter­ rupted by circumstances beyond his control, resulting in his fail­ ure to ship regularly within the meaning of these Rules, the Sea­ farers Appeals Board may, upon application of the affected sea­ man, grant such total or partial seniority credit for the time lost as the Board may deem necessary in its sole discretion to avoid undue hardship. 1. In the event a seaman's covered employment Is interrupted by service in the Armed Forces of the United Stales, resulting in his failure to ship regulariy within the meaning of these Rules, 9»uch seaman shall suffer no loss of seniority credit accrued prior to his entry of military service if he registers to ship pursuant to these Rules within one hundred twenty (120) days following his separation from military service. 2. Shipping Procedure A. Subject to the specific provisions of these Rules, unemployed seamen shall be shipped only If registered as provided herein and in the order of the priorities established in Rule 2 C (3) hereof. B. The following rules shall govern the registration of unemploy­ ed seamen for shipping through Union hiring halls: I. Unemployed seamen shall register only at the port through which they desire to ship. No seaman shall be registered at more than one port at the same time, nor if they are employed aboard any vessel. 2. Seamen shall be registered only in the Department in which they regularly ship and in oniy one Group, as provided in Rule 3 hereof. 3. Shipping registration cards shail be non-transferable and shall be issued at Union hiring halls only upon application in person by seamen desiring the same. Shipping registration cards shall be time- and date-stamped when issued and shail show the regis­ trant's class of seniority rating. Department and Group. 4. Shipping registration cards shail be issued during the regular business hours of the Union's hiring halls. Every seaman desiring to register must possess and submit all documents required by the United States Coast duard and by applicable law for employ­ ment as a merchant seaman aboard U.S.-flag vessels. At the time of registration each seaman is responsible for producing sufficient evidence to establish his class of seniority rating. For this purpose an appropriate seniority identification card issued by the Union shall be deemed sufficient, although other official evidence of em­ ployment, such as legible U.S. Coast Guard discharges, may also be submitted. 5. In ports where the Seafarers Welfare Plan maintains a clinic, no seaman shall be registered for shipping unless he submits a valid Seafarers Welfare Plan clinic card at the time of registration. 6. To remain valid, seniority registration cards must be stamped once each month in the port of issuance. The dates and times for such stamping shail be determined by the Port Agent for each port, and each regirtrant shall be notified of the dates and times for stamping when he receives his shipping registration card. A seaman who fails to have his shipping registration card so stamped during any month shall forfeit the same and shall be re­ quired to re-register, in the event circumstances beyond his con­ trol prevent a seaman from having his shipping registration card so stamped, the Port Agent may stamp such card as if the sea­ man had been present on the required time and date, upon sub­ mission by the seaman of adequate evidence of the circumstances preventing his personal appearance. 7. Subject to the provisions of these Rules, shipping registration cards shail be valid only for a period of ninety (90) days from the date of issuance. If the ninetieth (90th) day falls on a Sunday, a national or state holiday, or on a day on which the Union hiring hail in the port of registration is closed for any reason, shipping registration cards which would otherwise expire on such day shall be deemed valid until the next succeeding business day on which the said hiring hall is open. Shipping registration cards' periods of validity shall also be extended by the number of days during which shipping in the port of registration has been materially reduced by strikes affecting the maritime 'industry generally or by other sim­ ilar circumstances. C. The following Rules shall govern shipping of registered sea­ men through Union hiring hails: 1. Seamen shall be shipped oniy through the hiring hail at the port where they have registered for shipping. No seaman shall be shipped on a job outside of the Department or Group in which he is registered except under emergency circumstances to prevent a vessel from sailing short-handed, or as otherwise provided in these Rules. 2. Jobs referred to the'Union hiring hall shall be announced and offered to registered seamen at the times and according to the procedures set forth in Rule 4 hereof. At the time each job is so offered, registered seamen desiring such job shall submit their shipping registration cards, U.S. Coast Guard Merchant Mariner's documents, and valid Seafarers Welfare Plan clinic cards to the hiring hall dispatcher. The job so offered shall be awarded to the seaman in the appropriate Department and Group possessing the highest priority, as determined pursuant to Rule 2 C (3) hereof. 3. Within each Department, seamen of higher seniority rating shall have priority for jobs over seamen of lower seniority rating, even if such higher seniority seamen are registered in a different Group from that in which the offered job is classified. As between seamen of equal seniority ratings within the same Department, priority shail be given to the seamen registered for the Group in which the offered job is classified. In the event seamen of equal priority under this paragraph bid for the same job, the job shall be awarded to the seaman possessing the earliest dated shipping registration card. 4. Notwithstanding any other provisions of these Rules, no job shall be awarded to a seaman who is under the influence of alco­ hol or drugs at the time such job is offered; nor shail any seaman be awarded any job unless he is qualified therefor in accord with law or unless he submits, if necessary, appropriate documents es­ tablishing such qualifications. 5. The seaman awarded a job under Rule 2 C (2) hereof shall immediately surrender his shipping registration card and shall re­ ceive two job assignment cards containing his name and the de­ tails of the job. When reporting aboard his vessel, the seaman shall present one job assignment card to the. head of his Depart­ ment and the other to the Union department delegate. D. A seaman who quits or is fired from a job during the same day on which he reports for such job shall retain his original ship­ ping registration card if he has received no compensation for such day's employment and if he reports back to the dispatcher on the next succeeding business day. A seaman who quits or is fired after the day he reports for a job shall secure a new shipping reg­ istration card. E. A seaman who receives job assignments pursuant to Rule 2 C (S) hereof and subsequently rejects or quits the same on two oc­ casions within the period of his shipping registration card's valid­ ity shall forfeit his shipping registration card and shall secure a new shipping registration card. F. All seamen registered for shipping, other than those possess­ ing Class A seniority rating, who are unavailable to accept or fail or refuse to accept three jobs for which they are qualified during any one period of registration may forthwith be refused the right to register for employment under these Rules for a period of twelve (12) months. Upon application as provided in these Rules the Seafarers Appeals Board may shorten or revoke such refusal of registration for good cause shown. Q. Seamen with Class C seniority rating shipped pursuant to these Rules may retain such jobs for one round trip or sixty (60) days, whichever is longer. At the termination of such round trip or on the first opportunity following the sixtieth (60th) day on the job, such seaman shall sign off their vessels; and the vacant job shall be referred to the Union hiring hall. H. Seamen with Class B seniority rating shipped r^ursuant to these Ruies may retain such jobs for a period of one round trip or one hundred eigthy (180) days, whichever ir longer. At the com­ pletion of such round trip or at the first opportunity foiiowing the one hundred eightieth (180th) day on the job, such seamen shall sign off their vessels; and the vacant job shall be referred to the Union, hiring hali. I. The provisions of Sections G and H of this Rule 2 shall not apply if they wouid cause a vessel to sail short-handed. For the purposes of those sections the phrase, "round-trip," shali have its usual and customary meaning to seamen, whether such "roundtrip" be coastwise, intercoastal or foreign. On coastwise voyages, if a vessel is scheduled to return to the area of original engage­ ment, a seaman of less than Class A seniority rating shall not be required to leave such vessel until the vessel reaches the said area. On intercoastal and foreign voyages, if a vessel pays off at a port in the continental United States other than in the area of engagement, and if such vessel is scheduled to depart from said port of payoff within ten (10) days after arrival to return to the area of original engagement, a seaman of less than Class A sen­ iority rating shall not be required to leave the vessel until it ar­ rives in the area of original engagement. J. No seaman shipped under these Rules shall accept a promo­ tion or transfer aboard ship unless there is no time or opportunity to dispatch a seaman to fiil such vacant job from a Union hiring haii. 3. Departments and Groups A. Jobs aboard vessels covered by these Rules are classified according to the following schedule of Departments and Groups: DECK DEPARTMENT GROUP I —DAY WORKERS Bosun Deck Maintenance Bosun's Mate Watchman-Day Work Carpenter Storekeeper GROUP II—RATED WATCH STANDERS Quartermaster Car Deckman Able Seaman Watchman-Standing Watches GROUP III Ordinaries on Watch O.S. Deck Maintenance ENGINE DEPARTMENT GROUP I Chief Ref. Eng'r. Chief Electrician Chief Storekeeper 1st, 2nd, 3rd Ref. Eng'r. Evap. Maintenance Man 2nd Electrician Pumpman, 1 and 2 Uniic. Jr. Eng'r.-Day Work Engine Mairitenance Uniic. Jr. Eng'r.-Watch Ship's Welder/Mairrtenance Plumber-Machinist QMED Electrician/Ref. Maint. Crane MT/Eiectrician GROUP I! Watertender Deck Engineer Fireman-Watertender Engine Utility Fireman Oiler-Diesel Oiler Maintenance/Utility Oiler-Steam GROUP III Wiper STEWARD DEPARTMENT GROUP I (S) RATED MEN Chief Steward-Passenger 2nd Steward-Passenger Steward Steward/(k)ok Chef Cook and Baker Chief Cook GROUP l-RATED MEN 2nd Cook and Baker Butcher GROUP II 2nd Cook, 3rd Cook, and Assistant Cook Utility Messmen Waiters GROUP III Messmen General Steward's Utility B. A seaman may not change the Department in which he ships without loss of accrued seniority unless he receives permission from the Seafarers Appeals Board. The Seafarers Appeals Board shail grant such permission only upon proof establishing in the sole judgment of the Board that medical reasons warrant the change. 4. Business Hours and Job Calls A Except as otherwise provided herein, all Union hiring halls shail be open Monday through Friday from 8:00 AM. until 5:00 P.M. and on Saturday from 8:00 AM. until 12:00 Noon. The hiring halls shall be closed on July 4, Christmas Day, New Year's Day, Labor Day and such other holidays as are determined by the Port Agents. Notice of such additional closings shall be posted on the hiring hall's bulletin board on the day preceding the holiday. B. All jobs referred to Union hiring halls shall be posted on the shipping board before being announced. Jobs shall be announced hourly as close to the hour as may be practicable during business hours of the Union's hiring halls, except that there shall be no job calls at 8:00 A.M., at 12:00 Noon, and at 5:00 P.M. During non­ business hours, or in the event of exceptional circumstances, a job may be posted and announced at any time after it is received. Notwithstanding the foregoing, the Port Agent may establish for a Union hiring hall such other regular schedule of daily job calls as may be warranted by the level of shipping or other circumstances affecting such hiring hall. Such other schedule as may be estal>lished, however, shall be in writing and posted on the hiring hall bulletin board. C. Seamen holding Class C seniority rating shall not bid for a job offered pursuant to these Rules until the same has appeared on eight job calls without being taken. If the eighth job call does not produce a qualified seaman possessing either Class A or Class B seniority rating, the said job shall be awarded to the seaman possessing Class C seniority rating entitled to the same under these Rules. This Rule shall not apply if it would cause a vessel to sail short-handed or late. D. In ports other than "major" ports as defined under these Rules, if the first call of a vacant job does not produce a qualified seaman possessing Class A seniority rating, the job shall be re­ ferred to the nearest major port. The said job shall then be offered at the said major port at the next four (4) job calls. During such calls only qualified seamen possessing Class A seniority rating may bid for such job. In the event the job still remains open, it shall be referred back to the original port and there offered to sea­ men possessing Class A or Class B seniority ratings, otherwise entitled to the job under these Rules. This Rule shall not apply if it would cause a vessel to sail short-handed or late. Application of this Ruie 4 O shall not require any employer to pay transporta­ tion expenses by reason of the job's transfer. The provisions of Rule 4 C shall be subordinate to this Rule 4 D. The following ports shall be considered "major" ports for the purposes of these Rule^: New York, Baltimore, Mobile, New Orleans. Houston and San Fran­ cisco. �E. "Notwithstanding any other provision of this Rule 4, if the first call of a vacant Group'III or 3rd cook job does not produce a qualified seaman possessing Class A or B seniority, the Job shall be referred to the hiring hall at Piney Point, Maryland, where the Job shall then be offered at a Job call. If after the first call of such Job, the Job remains open, it shall be referred to the port from which it was originally offered, to be offered or referred, as the case may be. In accordance with Paragraph D above." 5. Preferences and Priorities 7. Seafarers Appeals Board A. The Seafarers Appeals Board shall have sole and exclusive authority to administer these Rules and to hear and determine any matter, controversy or appeal arising thereunder, or relating to the application thereof. B. The Seafarers Appeals Board shall have four (4) members, two appointed by the Union and two appointed by that committee representing the majority of contracted Employers for purposes of negotiations with the Union, commonly known as the Management Negotiating Committee. Each party shall also appoint two alter­ nates for the members so appointed, to serve In the absence of such members. C. The quorum for any action by the Seafarers Appeals Bcurd shall be at least one member appointed by each party. At Any meeting of the Seafarers Appeals Board the members appointed by each party shall collectively cast an equal number of votes re­ gardless of the actual number of members present and voting. Ex­ cept as otherwise provided herein decisions of the Seafarers Appeals Board shall be unanimous. In the event of a tie vote the Board shall elect an impartial person to resolve the deadlocked issue. In the event the Board Is unable to agree on such an Im­ partial person, the matter shall be submitted to final and binding arbitration in New York City pursuant to the Voluntary Labor Ar­ bitration Rules then in effect of the American Arbitration Associa­ tion. D. Any person or party subject to or aggrieved by the applica­ tion of these Rules shall have the right to submit any matter aris­ ing under these Rules to the Seafarers Appeals Board for determi­ nation. Such submission shall be in writing, shall set forth the facts in sufficient detail to identify the matter at issue, and shall be sent by certified mail, return receipt requested, to thee Sea­ farers Appeals Board, 675 Fourth Avenue, Brooklyn, New York 11232. An applicant desiring to be heard in person before the Board shall request the same in his written application. In such event the applicant shall be notified at least two weeks prior to the Board's next regular meeting of the date and location off such meeting, and the applicant may attend such meeting at his own expense and be heard. E. Ail applications to the Seafarers Appeals Board shall be ruled on initially by the Chairman, subject to confirmation or overruling by the Board at its next meeting. Prior to the Board's action, how­ ever, the Chairman may initiate such administrative steps as he deems necessary to implement his preliminary determination. F. The Board shall meet no less than quarterly and shall estab­ lish such reasonable procedures, consistent with these Rules, as it deems necessary. Meetings of the Board may be either in person or in writing. Meetings in writing shall be signed by ail members of the Board. A. Notwithstanding any other provisions to the contrary con­ tained in these Rules, the following preferences shall apply: 1. Within each class of seniority rating in the Deck Department, seamen over fifty (50) years of age shall have priority over sea­ men less than fifty (50) years old in obtaining fire watchman Jobs. 2. A seaman shipped pursuant to these Rules whose vessel lays up less than fifteen (15) days after his original employment date shall receive back the shipping registration card on which he was shipped, provided the sbid card has not expired in the interim period. 3. if a laid-up ship requires a crew to report for duty aboard the vessel within seven (7) days following lay-up, the crew members at the time of lay-up shall have priority for all such Jobs provided that they are registered at the Union hiring hall to which such Job calls are referred. The period of such priority shall be extended by the number of days of lay-up resulting from strikes affecting the maritime industry generally or other similar circumstances. 4. Seamen possessing Class 0 seniority rating and a certificate of satisfactory completion of the Harry Lundeberg School of Sea­ manship entry rating training program shall have priority for Jobs over other Class C personnel. 5. Within each class of seniority rating in the Deck Department, priority for the Job of bosun shall be given to those seamen pos­ sessing a certificate of recertification as bosun from the Deck Department Recertification Program, in the event such program is being offered, in the event'there are no such recertified bosuns available, priority shall be given to those seamen who have either actual seatime as able seamen of at least thirty-six (36) months, or actual seatime in any capacity in the Deck Department of at least seventy-two (72) months, or actual seatime as bosun of at least twelve (12) months, in all cases aboard vessels covered by these Rules. 6. Within each class of seniority rating in the Engine Department priority for the Job of Chief Electrician shall be given to those seamen who have actual seatime aboard vessels covered by these Rules of at least thirty-six (36) months in the Engine Department including at least twelve (12) months as second electrician. 7. Within each class of seniority rating in the Steward Depart­ ment, priority for Jobs of steward and third cook shall be given to 8. Discipline those seamen who possess a certificate of recertification in their ratingg from the Steward Department Recertification Program, in A. Although under no indemnity obligation of any sort, the Union the event such program is being offered. If there are no such re­ will not be required to ship persons who, by their behavior In the certified stewards available, priority for Jobs of steward shall be course of employment aboard contracted vessels, during programs given to those seamen who have actual seatime of at least thirtyof the Harry Lundeberg School of Seamanship and at hiring halls six (36) months in the Steward Department in a rating above that subject to these Shipping Rules, demonstrate that their presence of third cook, or who have actual seatime of at least twelve (12) aboard contracted vessels may prevent safe and efficient operation months as steward, in all cases aboard vessels covered by these of such vessels or create a danger or threat of liability, injury or Rules. harm to such vessel and their crews. Persons not required to be 8. Within each class of seniority rating in every Department, shipped shall include without limitation those guilty of any of the priority for entry rating Jobs shall be given to all seamen who following: possess Lifeboatman endorsement by the United States Coast 1. Drunkenness or aicholism. Guard. The Seafarers Appeals Board may waive the preceding sen­ 2. Use, possession or sale of narcotics. tence when, in the sole Judgment of the Board, undue hardship 3. Use or possession of dangerous weapons or substances. will result or extenuating circumstances warrant such waiver. 4. Physical assault. 9. in the event an applicant for the Steward Department Recerti­ 5. Malicious destruction of property. fication Program or the Deck Department Recertification Program 6. Gross misconduct. for bosuns is employed in any unlicensed Job aboard a vessel 7. Neglect of duties and responsibilities. covered by these Rules at the time he is called to attend such 8. Deliberate interference with efficient operation of vessels, of program, such applicant, after successful completion of the pro­ the Harry Lundeberg School of Seamanship or of hiring gram, shall have the right to rejoin his vessel in the same Job subject to these Rules. upon Its first arrival In a port of payoff within the continental lim­ 9. Deliberate failure or refusal to Join vessels. its of the United States. 10. Any act or practice which creates a menace or nuisance to 10. A seaman who registers to ship pursuant to these Rules the health or safety of others. within two (2) business days following his discharge as an in­ B. No seaman shall suffer any temporary or permanent loss of patient from a U.S.P.H.S. or other accredited hospital and who shipping rights under Rule 8 A hereof, except pursuant to the fol­ produces official written evidence of such confinement, shall be lowing procedures: issued a shipping'registration card dated either thirty (30) days 1. The Union, a contracted Employer, or the Harry Lundeberg earlier than the actual date of registration if such confinement School of Seamanship shall initiate a proceeding under this Rule lasted at least thirty (30) days, or, if it lasted less than thirty (30) 8 by' filing a written complaint with the Chairman of the Seafarers days, with the date such confinement commenced. Appeals Board and mailing a copy thereof to the subject seaman. The Chairman shall thereupon name a committee of two persons, one representing the Union and one representing management, to 6. Standby and Relief Jobs hear and determine the complaint. 2. The hearing committee shall prepare a written specification A. Priority for standby and relief Jobs shall be determined of charges and notice of hearing, which shall be sent to the sub­ according to the provisions of Rule 2 C (3), except that a seaman ject seaman by certified mail, addressed to his last known resi­ who has had any standby or relief Jobs during the period of his dence. Such notice shall provide at least two weeks' time for the shippi/ig registration card's validity shall not have priority for such seaman to prepare his defense and shall give the seaman up to Jobs over seamen of the same class of seniority rating who have one week before the hearing date to request a change of date or had a lesses number of ^standby or relief jobs during the period location of such hearing. The hearing committee shall initially lo­ of their shipping registration cards' validity. cate the hearing at the Union hiring hall closest to the subject B. After the termination of standby or relief employment, the seaman's last known residence. Pending the hearing, the seaman seaman involved shall receive back his original shipping registra­ may register and ship in accord with these Rules and his current tion card, unless the same has expired in the interim period. seniority status. C. A seaman on a standby or relief Job pursuant to these Rules 3. The hearing shall proceed as scheduled, whether or not the shall not take a regular Job aboard any vessel until his standby or accused seaman is present. The hearing committee shall give the relief Job terminates, he returns to the hiring hail, and he secures charging and charged parties full opportunity to present their such regular Job pursuant to the provisions of Rule 2 C hereof. evidence, either in person or in writing. No formal rules of evidence D. A seaman employed pursuant to these Rules on a regular shall apply, but the committee shall accept all relevant evidence Job who requires time off and secures permission therefor shall and give the same such weight as the committee alone may deem notify the nearest Union hiring hail, and a relief man shall be dis­ appropriate. patched. No relief man shall be furnished for less than four (4) 4. The hearing committee shall render and announce its deci­ hours' nor more than three (3) days' work. The seaman shall pay sion on the day of hearing, as soon as possible after the comple­ his relief man for the number of hours worked at the overtime tion thereof. A decision upholding the complaint shall be unani­ rate applicable to the Job Monday through Friday. On Saturday. mous. The committee shall reduce its decision to writing, sig'n the Sunday and Holidays, he shall pay the premium rate. Relief men same, and send copies thereof to the Seafarers Appeals Board, to shall be requested only when required by the head of the Depart­ the complaining party, and to the accused seaman by certified ment involved attoard the subject vessel. mail, return receipt requested. •T, A seaman employed pursuant to these Rules who has been 5. The seaman may appeal all or any aspect of the hearing catted to attend the Steward or Deck Department Recertification committee's decision to the Seafarers Appeals Board. Such appeal Programs may be temporarily replaced by a relief man for the shall be in writing and shall set forth the basis for the appeal in duration of such program. In the event such seaman is not re­ sufficient detail to be understood. The seaman shall send his ap­ placed by a relief man but terminates his Job instead, the pro­ peal by certified mail, return receipt requested, to the Seafarers visions of Rule 5 A (9) shall apply. Appeals Board, 675 Fourth Avenue, Brooklyn, New York 11232, within ten (10) days following the decision, except that the Board may extend the time for filing an appeal for good causa shown. 6. The Seafarers Appeals Board shall hear all appeals arising under this Rule 8 at Its next regular meeting after receipt thereof, provided the appeal has been received In sufficient time for the Board to give at least five (S) days' written notice to the seaman of the time and place of the meeting at which his appeal will be considered. 7. The Seafarers Appeals Board's decision on the appeal shall be in writing, and copies shall be sent to the complaining party and the seaman by certified mail, return receipt requested. Pending hearing and determination of the appeal the decision of the hear­ ing committee shall be in full force and effect. 8. A final appeal shall be allowed by the involved seaman from decision of the Board to the Impartial Umpire designated pursuant to Rule 8 C hereof. Such appeal shall be in writing and shall set forth the basis of the appeal In sufficient detail to be understood. Such appeal shall be sent by certified mail, return receipt request­ ed, to the Seafarers Appeals Board, 675 Fourth Avenue, Brooklyn, New York 11232, within ten (10) days following receipt of the Sea­ farers Appeal Board's decision. The Board shall forward all such appeals to the Impartial Umpire, who shall set the time and place of hearing of the appeal In New York City within thirty (30) days following receipt of the appeal and shall notify all parties in writ­ ing. The Impartial Umpire may reasonably extend any time limit provided in this paragraph upon good cause shown. The Impartial Umpire shall render his decision in writing and shall cause copies to be mailed to all parties by certified mail, return receipt request­ ed. The decision of the Impartial Umpire shall be final and binding and may be reduced to Judgment by any party. C. The Impartial Umpire provided for in the preceding para­ graph shall be a permanent arbitrator appointed by and to serve at the pleasure of the Seafarers Appeals Board. In {he event the Board is unable to agree upon an Impartial Umpire, for each ap­ peal arising under Rule 8 B (8) hereof the Seafarers Appeals Board shall request the chief executive officer of any Federal, State or City government agency maintaining lists of impartial arbitra­ tors to desinate an arbitrator to hear and determine such appeal. D. Nothing in this Rule 8 shall be construed to prevent the Un­ ion from appealing by its properly designated representatives at any stage of the preceding. 9. Amendments A. The Seafarers Appeals Board may amend these Shipping Rules at any time and in any manner consistent with the require­ ments of applicable law and of outstanding collective bargaining agreements between the parties. 10. Special or Emergenqr Provisions A. During the period of the Viet Nam conflict emergency, un­ licensed seamen possessing Class B or C seniority who are In Group III of the Deck or Engine Departments and who have ade­ quate seatime to make application for endorsement In Group II ratingg or ratings in the Deck or Enggine Department shall not be registered for shipping unless they make application for and ex­ peditiously comply with the requisite rules to secure such Group II endorsement or endorsements. All such unlicensed seamen in lieu of such registration shall have noted the time and date of ap­ pearances for registration and provided they comply with the fore­ going shall upon completion of such requirement be deemed then registered as of the date of their appearance in the group In which they thereafter have been found qualified. All such unlicensed personnel presently registered shall also be subject to the fore­ going rule, with their date of registration as presently in effect, in the group in which they thereafter have been found quaiified. Any such unlicensed seaman may apply In writing to the Sea­ farers Appeal Board in connection with any dispute as to his period of seatime for exemption from this rule set forth above, on the ground of hardship or physical disability and may If he re­ quests in writing appear before the Seafarers Appeal Board. The decision of the Seafarers Appeals Board shall be In writing and sent to the person Involved and to the Union hiring hall. The Seafarers Appeals Board shall determine the period of the Viet Nam conflict emergency or when this amendment Is no longer necessary. In either event, upon such determination, the Seafarers Appeals Board shall then take appropriate action In writing to terminate and remove the amendment. B. Rule 2 J hereof Is hereby suspended with respect to entry ratings only for the period of the Viet Nam conflict emergency, or until the suspension of that Rule Is no longer necessary, as de­ termined by the Board. C. 1. The Seafarers Appeals Board may, for good cause shown, in its discretion, and in accord with its authority under Article 1 ("Employment") Section 8 of the collective bargaining agreements between the parties and in accord with the several factors set forth below, upgrade to Class A seniority rating such unlicensed personnel possessing Class B seniority rating whom the Board deems qualified for the same. The factors to be utilized in determining whether an applicant shall be so upgraded are as follows: (a) Endorsement from the United States Coast Guard as a Life- . boatman in the United States Merchant Marine. (b) Possession of a certificate of satisfactory completion of the Harry Lundeberg School of Seamanship entry rating training pro­ gram. (c) Possession of special skills and aptitudes. (d) Employment record. (e) A minimum of twelve (12) months of seatime with any of the companies listed in Appendix "A" of the collective bargaining agreements. (f) Satisfactory completion of the course of training offered by the School of Marine Engineering sponsored by the Harry Lunde­ berg School of Seamanship, District No. 2, Marine Engineers Ben­ eficial Association and/or others in connection therewith. Factor (b) may be waived by the Seafarers Appeals Board In those cases where undue hardship will result. 2. The Seafarers Appeals Board shall upgrade applicants pursu­ ant to this Rule 10 C for a period of time not to exceed six (6) months, at which time it shall terminate such upgrading and shall publicize such termination in the Union's hiring halls and In such other places as will give notice thereof thirty (30) days prior there­ to. Thereafter, when it deems necessary, the Seafarers Appeals Board may reinstitute such upgrading program for additional periods of time not to exceed six (6) months' duration and shall publicize the termination of same as required by the collective bargaining agreement. SEAFARERS INTERNATIONAL UNION of NORTH AMERICA Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO �- •-fhr- '• fr. STANDARD TANNER AGREEMENT between UNION 'c*. AFL-CfO and Contracted Com ponies ' ;' X 'X ^ ^ XX • A « X X-XA.' ... "Xr-X'-v.... X "-^eraJ Rule. ,., X^nnaaent Ship's coffl^^ee iZ'" • ' Weekly Meetings .. Port Committee .. Holidays ' ^ Overtime Rates i'ayment of Overtime ' le Hest Periods.. Room and Meal Allowance Xiticle m '' * Page 18 -..Page 19 19 P^ge 19 • ••, P .Page 19 •Page 20 •Page 20 21 Page 21 Page 23 "... Department: Wages......... HiyisidnofOvertime .'"wn ot Overtime.. Divisipn of Watches Men Standing sea Wateb« AZ ; ' Page 23 Page 23 Page 23 Page 23 ^OrticlelV *' _ v.. •••••••. ...Iv.- ' department: ———Page 24 Wages X*" Working Spaces QMED Article V XX" """ "•"••" •••••• •• •Page 24 •Page 24 •Page 26 •Page 26 ......X Department: Wages Hours Of Work ' rr ••••• ^ours and Duties I'age 24 ••••• ••••••• — r-- -•••- ••••• IVoX: _ icle Vli Eflfectire Dates ^^^TenninaOon ^ •— 4..... . •Page 26 •Page 26 •Page 26 •Page 27 •Page 27 •Page 27 •Page 27 •Page 28 I P^ 29 Z Page 17 �TANKER ABREEMENT ity rating pursuant hereto and who have shipped regu­ such recertified Deck Department personnel in all ports, larly as defined herein for two (2) consecutive years; regardless of other rating, shall be preferred for em­ and EMPLOYMENT ployment over the other Deck Department personnel, all unlicensed sezimen who possess Class C senior­ possible. SECTION 1. The Company recognizes the Union ity rating pursuant hereto and who have graduated whenever (7) The Steward Department Recertification Pro­ as the sole and exclusive barg£iining representative of from the Hzury Limdeberg School of Seamanship entry gram and the Deck Department Recertification Pro­ all Unlicensed Personnel employed on board American rating training program and have been issued a ship gram for Bosuns, heretofore established, may be modi­ flag vessels owned or operated by the Company or its eissignment card in accordance with the Shipping Rules fied or discontinued in whole or in part when circum­ subsidiaries. then in effect. stances so warrant. (3) Class "dT* seniority rating, the lowest seniority (8) Within each class of seniority in the Deck De­ SECTION 2. The Union agrees to furnish the Com­ pany with capable, competent, and physically fit persons rating, shall be possessed by all unlicensed seamen who partment, the Engine Department and the Steward when and where they are required, and of the ratings do not possess either Class A or Class B seniority rat­ Department, preference for employment shall be given to all entry ratings who are endorsed as Lifeboatmen needed to fill vacancies necessitating the employment ings. (4) For the purposes of upgrading seniority, "ship­ in the United States Merrfiant Marine by the United of Unlicensed Personnel in ample time to prevent any delay in the scheduled departure of any vessel covered ping regularly" shall mean employment as an unlicensed States Coast Guard unless the requirement of such by this agreement. To assure maximum harmonious re­ seaman for no less than ninety (90) days during each endorsement has been waived by the Seafarers Appeals lations, and in order to obtain the best qualifled em­ calendar year aboard one or more American-fiag vessels Board. (9) The job circulation regffiations may provide for ployees with the least risk of a delay in the scheduled covered by this collective bargaining agreement. The departure of any vessel covered by this agreement, the time required to • constitute "shipping regularly .shall requiring those possessing a seniority rating below Class Company agrees to secure all Unlicensed Personnel be reduced proportionately in accord with the amount B to leave a vessel after no less than sixty (60) days through the Hiring Hidls of the Union. If, for any of bona fide in- or out-patient hospital time spent or one round trip, whichever is longer, provided further reason, the Union does not furnish the Company with during a given calendar year by a covered seaman. No that this regulation may not be applied so as to cause capable, competent and physically flt persons when and seaman shall suffer any loss of seniority credit accrued a vessel to sail shorthanded. There shall be no bumping where they are required, and of the ratings needed to prior to his entry of military service in the armed within Class A. No transportation, subsistence or flll such vacancies, in ample time to prevent any delay forces of the United States if he registers to ship in wages shall be paid a man joining or leaving a vessel in the scheduled departure of any vessel covered by this covered employment within one hundred twenty (120) through exercise of seniority privileges, notwithstanding any provisions of Article II, Section 57, of this Agree­ agreement, the Company may then obtain members of days following his separation from military service. (b) Subject to Section 3 of this Article 1, assign­ ment. Any disputes arising out of the application of the Unlicensed Personnel from any available source, ments to jobs within the foregoing classes of seniority this subparagraph shall be decided under the procedures in which case the Union shall be notified. rating shall be made without regard to union affiliation. of the Seafarers Appeals Board. (c) There is created the Seafarers Appeals Board, SECTION 3. The Compemy agrees that, as a con­ (e) The Seafarers Appeals Board shall include in dition of employment, all Unlicensed Personnel sheill a permanent board of four (4) members, to hear and the Shipping Rules promulgated in accord herewith, become members of the Union within thirty-one days determine all disputes arising under this Article 1, and reasonable rules of procedure to govern matters coming after the execution of this agreement, or within thirty- to promulgate and administer the Shipping Rules before it. authorized by this Section 8. one days after hire, whichever is later, and shall re­ (f) The Seafarers Appeals Board shall have four (4) (d) The Seafarers Appeals Board shall have the members, two appointed by the Union and two ap­ main members of the Union while employed by the Companies listed in Appendix A, attached hereto, and power to reduce from time to time, but not the power pointed by that committee representing the majority of made a part hereof, during the life of this agreement. to increase, the requirements for seniority ratings set contracted employers for purposes of negotiation with The Company is not obligated to take steps to enforce forth herein; and if such power is exercised the Board the Union, commonly known as the Management Nego­ this provision unless due notice is received in writing shall arrange for effective publication of such decision. tiating Committee. Each party shall also appoint two from the Union, to the effect that a member of the The Seafarers Appeals Board shall also add newly con­ alternates for the members so appointed, to serve in tracted companies to Appendix A, shall promulgate the absence of such members. Unlicensed Personnel is not in compliance herewith. Shipping Rules, including reasonable disciplinary, ad­ (g) The quorum for any action by the Seafarers SECTION 4. (a) The Union agrees that the Com­ ministrative and procedural rules and regulations, to Board shall be at least one member appointed pany has the right to reject (by written notation on govern employment operations of hiring halls and the Appeals by each party. At any meeting of the Seafarers Appeals the job assignment slip) any application for employment seniority and referral to jobs of all unlicensed per­ Board the members appointed by each party shall who the Company considers unsatisfactory or unsuitable sonnel under and pursuant to this Agreement. Such collectively cast an equal number of votes regardless of for the vacancy, or to discharge any member of the Shipping Rules may provide for rotary shipping within the actual number of members present and voting. Unlicensed Personnel who, in the opinion of the Com­ classes, shall provide for full seniority credit for em­ Except as otherwise provided herein, decisions of the pany, is not satisfactory. If the Union considers the ployment by, or election to any office or job in, or any Seafarers Appeals Board shall be unanimous. In the rejection of any applicant for employment or the dis­ employment by; or election to any office or job in, or charge of any member of the Unlicensed Personnel as any employment taken at the behest of, the Union event of a tie vote, the Board shall elect an impartial being without reasonable cause, such action by the (which seniority credit hereby granted), and may in­ person to resolve the deadlocked issue. In the event the Cbmpany shall be dealt with under the grievance clude reasonable, non-discriminatory preferen/:es to be Board is not able to agree on such an impartial person, procedure and the Union agrees that any such rejec­ accorded to unlicensed personnel, as well as provisions the matter shall be submitted to final and binding tion or discharge shall not cause any vessel to be de­ for total or partial seniority credit, to be granted in arbitration in New York City pursuant to the Voluntary Labor Arbitration Rules then in effect of the American layed on her scheduled departure. the Board's reasonable discretion in cases other than (b) Unlicensed Personnel when applying for em­ those set forth herein where a seaman's shipping em­ Arbitration Association. (h) Any person or party subject to or aggrieved by ployment shall submit to the physical examination ployment has been interrupted by circumstances be­ the application of this Section 8 shall have the right prescribed by the Compamy, and shall submit from yond his control and where denial of such seniority time to time thereafter to such physical examination as credit would work an undue hardship. The provisions to submit any matter arising hereunder to the Seafarers may be required by the Company. In the event any of this subsection (d) shall be subjected to the follow­ Appeals Board for determination. Such submission shall be in writing, shall set forth the facts in sufficient decision of the Company physician is challenged by ing subparagraphs: detail to identfy the matter at issue, and shall be sent the Union, as to the physical fitness of a member of (1) The .said Shipping Rules may not be incon­ the Unlicensed Personnel, such member shall be re­ sistent with this Agreement, .nor may they change by certified mail, return receipt requested,-to the Sea­ farers Appeals Board, 675 Fourth Avenue, Brooklyn, examined by a Public Health Physician and his decision the intent and purpose hereof. New York 11232. An applicant desiring to be heard in shall be binding. (2) Rotsuy shipping with Qasses A, Band C of person before the Board shall request the same in his SECTION 5. The Company agrees not to discrim­ seniority rating shall be based on a period of unemploy­ written application. In such event the applicant shall be notified at least two (2) weeks prior to the Board's inate against any member of the Unlicensed Personnel ment of ninety (90) days. (3) Men over fifty (50) years of age shall be next regular meeting of the date and location of such for legitimate Union activities, and the Company meeting, and the applicant may attend such meeting' further agrees that no person referred in accordance preferred in obtaining jobs as fire watchman. at his own expense and be heard. with this Article, shall be discriminated against because (4) Class C personnel with a certificate of satis­ of race, creed, color, sex and/or national or geograph­ factory completion of the entry rating training program SECTION 9. The parties hereto agree that the ap­ ical origin. of the Harry Lundeberg School of Seamanship shall propriate unit for representation purposes, is the Un­ SECTION 6. The term Unlicensed Personnel as used be preferred for employment over other Class C per­ licensed Personnel aboard the vessels owned or con­ trolled as aforesaid, by all the companies listed on in this agreement shall not include super-cargoes, sonnel. (5) As a part of the Food and Ship Sanitation Appendix A, and any amendments to said Appendix, as cadets, pursers, and livestock tenders. Program, there is hereby established "The Steward's set forth herein. SECTION 7. Either party shall have the right, upon Department Recertification Program," which shall be SECT'ION 10. The Union shall protect and indemnify written notification to the other, to re-negotiate any exclusively operated by Employer Trustees for the part or all of Article 1. Upon receipt of such notification, purpose of reclassifjdng and recertifying Steward De­ the companies parties to this agreement in any cause the parties to this agreement shall meet within seven partment personnel, pursuant to arrangements and of action based on improper application by the Union (7) days for negotiations of this issue. details to be worked out. Six (6) months after such of the employment provisions of Article 1, of this agreement. The Company shall protect and indemnify SECTION 8. (a) Subject to the provisions of this program is initiated in any port, recertified Steward the Union in any cause of action based on improper Department personnel in that port shall be preferred for Article and of the Shipping Riiles promulgated in application by. the Company of the employment pro­ accord herewith, jobs shall be referred and held on employment whenever possible over the Steward De­ visions of Article 1 of this agreement. partment personnel regardless of other rating. In any the following seniority basis: event, six (6) months after facilities for the recertifica­ SECJFION 11. The provisions hereof are subject to (1) Class "A" seniority rating, the highest seniority tion program are open in at least one port on the Atlan­ Federal and State Law and if any part hereof is in rating shall be held by: tic Coast, two ports in the Gulf Area, one port on the A. all unlicensed seamen who possessed such rating Great Lakes, and one port on the Pacific Coast, or on conflict therewith, such part shall be deemed inappli­ on September 8, 1970, pursuant to the Shipping Rules any other dates set by the Seafarers Appeals Board, cable and, to the extent thereof, shall be deemed severed from this agreement, the remainder of which shall then in effect; such recertified Steward Department personnel in all remain in full force and effect. B. all unlicensed seamen who posses Class B senior­ ports shall be preferred for employment, regardless ity rating pursuant hereto and who have shipped regu­ of other rating, over other Steward Department per­ SECTION 12. Alien or non-resident seamen in the larly as defined herein for eight (8) consecutive years, sonnel whenever possible. Far East, may execute written authorizations to the provided such seamen have maintained their Class B (6) As a part of the Harry Lundeberg School of Seafarers' Vacation Plan, assigning to the Union, vaca­ seniority rating without break and provided further Seamanship, there is hereby established "The Deck tion benefit pa.yments which may be due such seamen, that they have completed satisfactorily the advanced Department Recertification Program for Bosims," which in discharge of their Union monetary obligations for course of training then offered by the Harry Lundeberg shall be exclusively operated by Employer Trustees for initiation fee and dues; and the parties further agree • School of Seamanship for the Department in which the purpose of classifying and recertifying Deck De­ that new seamen employed or seamen who have not such seamen regularly ship; and partment personnel, pursuant to arrangements and de­ as yet paid their full initiation fee to the Union, may C. all unlicensed seamen who have been upgraded tails to be worked out. Six (6) months after such pro­ execute written authorization to the Seafarers' Vaca­ to Class A seniority rating by the Seafarers Appeals gram is initiated in any port, such recertified Deck tion Plan, assigning to the Union, vacation benefit Board pursuant to the authority set forth herein. Department personnel in that port shall be preferred payments which may be due such seamen in discharge (2) Class "B" seniority rating, the second highest for employment regardless of other ratings. In any of their Union initiation fee obligation. All of the fore­ seniority rating, shall be held by: event, six (6) months after facilities for such recertifi- going authorizations shall be in accordance with the A. all unlicensed seamen who possessed such rating .cation progTeim are open in at least one port on the provisions of applicable law. on September 8, 1970, pursuant to the Shipping Rules Atlantic Coast, one port in the Gulf Area, one port on The Collective Bargaining Agreement between the then in effect; the Great Lakes and one port on the Pacific Coast, or parties as amended, is to remain in effect as herein­ B. all unlicensed seamen who possess Qass C senior­ on any other date set by the Seafarers Appeals Board, after provided. , ARTICU I Page 18 ••k;: • �APJICU If GENERAL RULES SECTION 1. PASSES. The Company agrees to issue passes to the Union representatives for the pur­ pose of contacting its members aboard vessels of the Company covered by this Agreement. Representatives of the Union shall be allowed on board at any time but shali not interfere with men at work unless said men are properly relieved. (The relief gets no extra compensation.) SECTION 2. DELEGATES, (a) One man in each department shall be elected by the Unlicensed Seamen in that department to act as Departmental Delegate. Such Delegates shall, together with the Permement Ship's Committee members keep track of all conditions and problems and grievances in their respective depart­ ments, and present to their superior officers, on behalf of the Unlicensed Seamen in their Departments, all facts, opinions and circumstances concerning any matter which may require adjustment or improvement. (b) PERMANENT SHIP'S (XIMMITTEE: The Permanent Ship's Committee shall consist of three members: the Boatswain, the CSiief Steward and the (Thief (Electrician) (Pumpman). The Boatswain shall be ship's Chairman. The (Thief Steward will be Re­ porter-Secretary, and the Chief (Electrician) or (Pump­ man) shall be Educational Director. In the event there is no (Electrician) on board, the Eteck Engineer shall serve as Educational Director. If there is no Deck En­ gineer on board, the Engine Utility shall serve as Edu­ cational Director. If neither of the above ratings are on board, the Ship's Chairman and the Reporter-Secre­ tary shall designate a qualified member of the Engine Department to serve as Educational Director for the voyage. The dvities of the Permanent Ship's Cbmmittee shall be to assist the Departmental Delegates in their duties, to convene and conduct the Weekly Un­ licensed Crew Meetings, and to perform the following individual duties: The Ship's Chairman shall preside at eill Shipboard Meetings of the Unlicensed Crew and shall be the prilnary spokesman aboard ship for the Unlicensed Crew. If, in the opinion of the majority of the crew, the Boatswain does not meet the qualifications to act in the capacity of Ship's Chairman, the crew may select whomever they consider qualified. The Reporter-Secretary shall handle all paper work involved in documenting matters brought to the atten­ tion of the superior officers, and he shall also prepare and maintain Minutes of the Unlicensed (Trew Meet­ ings. The Educationcd Director shall be responsible for maintaining and distributing all publications, films and mechanical equipment relating to education on such subjects as safety, training and upgrading, health md sanitation. (c) WEEKLY MEE-HNGS. To make sure that 11 problems concerning the Unlicensed crew are brought to light and resolved as quickly as possible, there shall be a Meeting of the Unlicensed (Trew every Sunday while the vessel is at sea. Vessels remaining in port on Sundays may hold these meetings as soon as possible sifter departure. At such meetings the Permanent Ship's (Thairman shall report to the Unlicensed Crewmembers all matters referred to them and shall receive any new and additional prob­ lems not previously raised. As compensation for the additional duties required by this Section, the mem­ bers of the Permanent Ship's Committee and the De­ partmental Delegates shall each receive one hour's overtime pay at their overtime rates for each weekly meeting held. SECTION 3. PORT COMMITTEE For the adjust­ ment of any grievances arising in connection with per­ formance of this agreement which cannot be satisfac­ torily adjusted on board the vessel there shall be estab­ lished a Port Committee at the port where articles are terminated. The Port Committee shall consist of three representatives from the Union and three representa­ tives from the Company, and it shall be the duty of the Port Committee to meet within 24 hours, Saturda}^, Sundays, anrf Holidays excluded. In the event the Port Committee cannot agree they shall select an impartial arbitrator whose decision shall be final and binding. In the event the Port Committee cannot agree on tiie selection of an impartial arbitrator, then a judge of the Federal District Court shall appoint an impartial arbitrator whose decision shsiU be final and binding. Expenses of the arbitrator shall be paid by the party whom the arbitrator rules against in the decision. SECTION 4. STOPPAGE OF WORK. TTiere shall be no strikes, lockouts, or stoppages of work while the provisions of this agreement are in effect. SECTION 5. SHIPS (THAR'TERED BY COMPANY. This agreement is binding with respect to American Flag Ships chartered by the company (if charterer fur­ nishes crew). ^ , SECTION 6. AUTHORITY OF MASTER AND OBEDIEN(TE OF CREW. Nothing in this agreement is intended to or shall be construed to limit in any way the authority of the Master or other oflScers, or lessen the obedience of any member of the crew to any lawful order. SECTION 7. COMMENCEMENT OF EMPLOY­ MENT. Pay for seamen ordered by the Company shall stai't when the man is required to pass the Doctor, go to the Company office or report aboard the trtiip with his gear and ready for work, whichever occurs first. SECTION 8. 'TERMINA'nON OF EMPLOYMENT. 'Any man leaving a vessel shall, upon request, be given a slip showing reason for his termination of employ­ ment. SECTION 9. STATEMENT OF EARNINGS. Un­ licensed crewmembers shall be given a complete record of all earnings and deductions for the voyage not later thm at the time of payoff. SECTION 10. (TUS-TOMARY DUTIES, (a) Mem­ bers of all departments shall perform the necessary duties for the continuance of the operations of the vessel as set forth in this agreement. Necessary work shall include any operation necessary to the movement of the vessel and the preparation of any gear or tank used in the loading or discharging of cargo. (b) When it is necessary to shift a man to fill a vacancy, the man so shifted shall perform the duties of the rating to which he is assigned. SECTION 11. VESSELS AGROUND. In the event the vessel runs aground, this agreement shall be lived up to by the Company regardless of wiiether the Com­ pany or the Insuranec (Tompany is paying the wages and overtime, until such time as articles are ter­ minated. SECTION 12. MEDICAL RELIEF, (a) FuU med­ ical attention as required by law shall be given to' all unlicensed personnel. Except where it is assumed by the U.S. Consul or the U.S. Public Health Service, such medical attention shall be furnished by the Company at the expense of the Company. (b) TTie company agrees, when stocking medicine chest, to include penicillin which shall be furnished free of charge to seamen in need of same. The rules of the U.S. Public Health Service shall be observed with re­ spect to dosage and administration. (c) Medical relief will not be provided except that which is available aboard the vessel, if the cause of the illness is the fault of the member of the crew, such as venereal disease, etc. SECTION 13. MAINTENANCE AND CURE. When a member of the Unlicensed Personnel is entitled to maintenance and cure under Maritime Law, he shall be paid maintenance at the rate of $8.(X) per day for eadh day or part thereof of entitlement. Tlie payment due hereunder shall be paid to the man weekly. TTiis pay­ ment shedl be made regardless of whether he has or has not retained an attorney, filed claim for damages, or taken any other steps to that end and irrespective ^f any insurance arrangements in effect between the Company and any insurer. SECTION 14. REPATRIATION, UPKEEP AND TRANSPORTATION, (a) Where a crewmember must leave a vessel because of illness or injury in any location outside the continental United States, he shall be repatriated at comparty expense as set forth herein, at the earliest date possible and advances equal to allot­ ments, if any, shall continue during such repatriation, provided he has suflScient monies' due him from the Company to cover such advances. It is the purpose of the above pjiragraph to provide for the automatic payment of advances—in a sum equal to the agreed idlotment—and to do this automatically, which advances are then to be charged against any claim for earned or unearned wages. The advsinces are to be paid in exactly the same time eind manner and to the same person or persons that the allotment would have been paid had not illness or injury taken place. The term "repatriation" refers to the entire period for which unearned wages are due, and "advances" are to be made during the entire period, except in those cases where the law sanctions a refusal to pay unearned wages (which can be established under law to be gross negligence, willful misconduct, etc.). If repatriated on a vessel of the company, he shall be signed on as 9 non-working workaway. If repatri­ ated on a vessel of another company, he shall be given not less than second class passage. In the event he is given less than second class paissage on a vessel of another company, he shall be given the cash difference between the passage afforded and second class passage. The seaman shall have the option of accepting re­ patriation by pl£me if such transportation is offered. Repatriation under this section shall be back to the Port of Engagement. (b) In the event a crew member must leave a vessel because of illness or injury incurred in the service of such vessel while in a location within the continenteil United States, and such illness is known prior to his leaving, he shall be entitled to economy class air trans­ portation to his original Port of Engagement in accord­ ance with Article II, Section 59. (c) While aweuting repatriation under section (a) aud (b) herein, the seaman shall be entitled to repatria­ tion upkeep in the sum of $8.00 per day until afforded transportation as outlined in said subsections. Such up­ keep shall be paid up to and inclusive of the day he is afforded the means of transportation by which he is to be repatriated. The Ctompsmy or its Agents may make arrangements for meals and lodgings While the seaman is awaiting transportation, but in no event shall these arrangements be at a cost of less than $8.00 per day. In cases where regular meals are not included in the transportation herein provided for, the repatriated sea­ man shall be paid the sum of $10.50 per day for food during the transportation period. (d) 'Where a seaunan leaves the vessel due to illness or injury and such illness or injury has been known prior to his leaving, he shall receive a full statement of his account showing wages due him. 'Where time does not permit the statement being given to the man before he leaves the vessel or before the vessel's de­ parture, the Master shall promptly advise the Com­ pany Agent and the home office of the status of the man's account at the time he left the vessel. Thereafter, when the seaman presents himself to the Agent at the where he left the vessel, the maxi­ mum allo«%ble payments shall be made to him by that Agent. •When the seaman presents his claim for wages to the Agent or oflBce of the Company at the i>ort of «igagement or to the home ofllce of the cixnpany, he shall receive pajmient as promptly an possible. Failure to pay the seaman wages within 72 hours exclusive of Saturdays, Sundays and Holidays after presentation of his claim shall entitle the seaman to $8.00 per day until the full wages due the man at the time he left the vessel are paid. (e) Original Port of Engagement as used herein shall mean the port in the Continental United States where a crew member was first employed on board the vessel. SE(nON 15. LOSS OF CLOTHING (a) In the event a ship of the Company is lost, the crew shall be recompensed for the loss of clothing in the amount of $500.00 and shall be repatriated to the port of engage­ ment with subsistence, room and wages as per Section 57 of this Article. (b) In the event that personal effects of Unlicensed Personnel are damaged due to a marine casualty, or an accident to the vessel or its equipment, they shall be recompensed for the loss in the amount of such loss but not to exceed $300.00. SECTION 16. WORK PERFORMED BY OTHER THAN MEMBERS OF THE UNLICENSED PERSON­ NEL. Any work performed by cadets, or workaways, passengers, prisoner of war, staff officers or any member of the crew other than the Unlicensed Personnel that is routine work of the Unlicensed Personnel shall be paid for at the regular overtime rate. Such payment is to be divided among the Unlicensed Personnel ordi­ narily required to perform such work. SECTION 17. CARRYING OF CADETS, ETC- IN LIEU OF CJREW. No cadets, workaways, or peissengers shall be carried in lieu of the crew. SECTION 18. EMERGENCY DUTIES AND DRILLS (a) Any work necessary for the safety of the vessel, passengers, crew or cargo or for the saving of other vessels in jeopardy eind the lives thereon, shall be performed at any time and such work shall not be considered overtime. "Any work necesseuy for the SJifety of the vesseL passengers, crew or cargo, or for the saving of other vessels in jeopardy and the lives thereon, shall be performed at any time and such work shall not be considered overtime" refers to instances when it is ordinarily necessary to muster the entire crew in order to assure the safety of the persons or property men­ tioned. Incidents of this kind should be recorded in the official Log. "Routine work for the safe navigation of the vessel," refers to such operations as steering, standing a look­ out, standing any regular watch on deck or in the engine room. Such work as (1) dogging down tanks, (2) securing and cradling booms, (3) securing wind sails, (4) se­ curing barrels on the boat deck, shall be overtime when performed after 5 p.m. and before 8 a.m. Monday to Friday, £md on Saturdays, Sundays and Holidays, at the applicable rate. (b) Whenever practicable, lifeboat and other emer­ gency drills shall be held on weekdays, Monday throu^ Friday, between the hours of 8 a.m. and 4:30 pjn. Preparation for drills, such as stretching fire hose and and hoisting and swinging out boats, shall not be done prior to signal for such drills Jind after drill is over, all hands shall secure boat and gear. In no event shall overtime be paid for work performed with such drills, except as herein provided. (c) Premium rate shall be paid for lifeboat and other drills held on Saturdays, Sundays and Holidas^, except in instances where departure time and date do not permit required drills being held before the first Saturday, Sunday or Holiday after departure. (d) In port when such idrills are held on Saturdays, Sundays, or Holidays premium rate shall be paid, ex­ cept where such drills are held on days of departure. SECTION 19. SAFE WORKING (CONDITIONS. The employer shall furnish safe working gear and equip­ ment when in any harbor, or port. No man shall be required to work under unstife conditions. Ordinary hazards of the sea shall not be considered unsafe con­ ditions in applying this section. SECTION 20. HOLIDAYS. The Company agrees to recognize the following as holidays: 7. Tianksgiving Day 1. New Year's Day 6. Labor Day 2. Washington's Birthday 8. CSiristmas Day 3. Memorial Day 9. Independence Day 4. Armistice Day 5. Lincoln's Birthday In the event 'V.E. or V.J. days are observed as Na­ tional Holidays, they shall be included in the list. Saturdays, Sundays and Holidays at sea or in port shall be considered holidays for the Unlicensed Per­ sonnel not on watch. Men on watch shall perform only the routine duties necessary for the safe navigation of the vessel on these days. Premium pay shall be paid for all work performed by the Unlicensed Persoimel on any of the nine (9) holidaj^ described in this Agreement at sea or in port. In the event emy of the above named holidays fall on Saturday or Sunday while in port or at sea, the Monday following shall be observed as such holiday. Any day that is a recognized holiday for the long­ shoremen in continental U.S. ports shall also be a recognized holiday for the crew while in that particular port. 'When a vessel is in Puerto Rico, the following three �(3) days, which are recognized as holidays for long­ shoremen in Puerto Rican ports, shall also be recog­ nized as holidays for the crew while the vessel is in Puerto Rico. 1. Good Friday 2. July 17th (Munoz Rivera) 3. July 25th (Constitution Day) SECTION 21. OVERTIME RATES: Premiiuit Overtime Effective Effective Effective 6/16/72 Deck Department 6/16/72 6/16/73 6/16/73 to 6/16/74 Bating Boatswain 7.52 (25,500 D.W.T. or over) 7.16 7.90 4.48 Boatswain 6.53 6.86 (under 25,000 D.W.T.) 7.20 4.48 5.57 5.86 6.14 3.44 A.B. Deck Maintenance 4.91 5.16 5.42 3.44 Able Seaman 4.31 3,90 4.10 2.73 Ordinary Seaman 4.74 4.51 4.98 2.73 O.S. Deck Maintenance Engine Department Bating 4.48 Chief Pumpman 6.84 7.18 7.54 Second Pumpman/Engine 6.84 7.18 4.48 Maintenance 7.54 6.20 5.62 6.90 4.48 Engine Utility 4.91 5.16 6.42 3.44 Oiler S.52 5.80 6.09 3.44 Oiler/Maintenance Utility 5.16 Fireman/Watertender 4.91 5.42 3.44 Wiper 4.51 4.74 4.98 2.73 6.99 6.29 Ship's Welder Maintenance 6.60 4.48 Q.M.E.D. 7.47 7.84 8.23 4.48 Steward Department Bating Chief Steward (25,500 D.W.T. or over) 6.81 7.15 7.61 4.48 Chief Steward (under 25,500 D.W.T.) 6.66 6.88 7.22 4.48 Steward Ckiok 7.26 6.91 7.62 4.48 Chief Cook 5.89 6.18 4.48 6.49 6.57 Cook and Baker 6.86 6.14 4.48 4.80 6.04 6.29 3.44 Third Cook 6.04 4.80 6.29 3.44 Assistant Cook 3.78 3.97 2.73 4.17 Messman 3.78 SL97 4.17 2.78 Utilityman Except as otherwise provided, the Premium Rate set forth above shall be paid for all worked performed on Saturday, Sunday, €md Holidays; the Overtime Rate shall apply on Monday through Friday. When specific rates are provided in this Agreement for work done on Saturday, Sundays and Holidays, those rates shetll not be less than the premium rate in effect. SECnON 22. COMMENCEMENT OF OVERTIME, (a) When the watch below is broken out to report for work outside their regular schedule, overtime shall commence at the time stated for the call-ciit, provided, however, that such crew members report for duty with­ in 30 minutes of the time the overtime work commences. Otherwise, overtime shall ccanmence at the actual time such employee reports for duty and such overtime shall continue until the employee is released. (b) The above provision shall not apply in the event the commencement of overtime is scheduled one (1) hour following the conclusicxi of their regular watch or workday. In that event, the crew members, having had a full hour for their meal shall report prranptly at the begining of the period for whidi overtime has been scheduled. SECTION 23. CONTINUOUS OVERTIME. When working overtime on the watch below, and the crew is knocked off for 2 hours or less, the overtime shall be paid straight through. Time allowed for meals shall not be considered as overtime in this clause. This section does not apply to men who are receiving overtime for standing their regular watch. SECTION 24. COMPUTATION OF OVERTIME. When overtime worked is less than 1 hour, overtime for 1 full hour shall be paid. When overtime worked exceeds 1 hour, the overtime work performed shall be paid for in one-half hour periods, and any fractional part of such period shall count as one-half hour. SECTION 25. CHEOEaNG OVERTIME. No work specified in this agreement as overtime work shall be performed unless authorized by the head of the particukir department. After authorized overtime has been worked, the senior officer of the department on board will present to each employee who has worked over­ time a slip stating hours of overtime and nature of work performed. An overtime book will be kept to conform with individual slips for settlement of over­ time. Officers and men shall keep a record of all dis­ puted overtime. No claim for overtime shall be valid unless each claim is presented to the head of the de­ partment within 72 hours after completion of the work. When work has been performed and an overtime claim is disputed, the head of the department shall acknowl­ edge in writing that the work was performed. SECTION 26. PAYMENT OF OVERTIME. All money due for crew overtime shall be paid at the sign­ ing off. In the event payment of overtime is delayed by the Company beyond 24 hours after signing off articles, additional compensation shall be paid at the rate of $10.00 a day for each calendar day or fraction thereof aforesaid payment of overtime wages is de­ layed. Hiis shall not include disputed overtime being settled between the Union Representatives and the Company. ' No claim for the above penalty shall be considered valid unless the failure to make such payment is made known to the Union within 72 hours after the event. SECTION 27. DIVISION OF WAGES OF ABSENT MEMBERS, (a) When members of the unlicensed personnel are required to do extra work because the vessel sailed without the full complement as required Iqr vessel's certificate, under circumstances^ where the law permits such sailing, the wages of the absent mem­ bers shall bei divided among the men who perform their work, but n(> overtime shall be included in such pay­ ments. Where a man is missing due to a vessel sailing shorthanded or due to illness or injury, the member or members of the crew who perform the missing man's work shall receive overtime for eill such work per­ formed in excess of eight (8) hours to perform the missing man's duties, they shall divide the missing man's wages. When a vessel is in port and watches are being mainteiined for the Deck Department and a crew mem­ ber is absent from his watch, the Company shall not be required to replace the missing man on this watch or divide his wages, providing there is a full ccunplement being carried on the peiyroll. (b) At sea, when day men are switched to sea watches and promoted for the purpose of replacing men who are injured or sick, they shall receive the differen­ tial in pay. (c) When men standing sea watches..are promoted for the purpose of replacing men who are injured or sick they shall receive the differential in pay only. (d) In no event shall any member of the Unlicensed Personnel work more than 8 hours in any one day without the pajonent of overtime. SECTION 28. MONEY DRAWS. Monies tendered for draws in foreign ports shall be made in United States (rurrency failing which, traveler's checks shall be issued at the Company's expense, except where cur­ rency laws established in foreign countries prohibit such issueuice. When American money is aboeutl, crew advances shall be put out the day before arri\^ in port. Upon request the Unlicensed Personnel shall be grjmted ad­ vances at least once every five dajrs, except on Satur­ days, Sundaj^ and holidays, while the vessel is in port, such advances shall be macie available to the crew not later than 4:00 P.M. SECTION 29. EXPLOSIVES. On vessel carrying explosives in excess of 50 long tons as permitted 1^ law, the Company agrees to pay each member of the Unlicensed Personnel in eiddition to their regular V monthly wage, 10% per month of such wages from the time the loading of the explosive is started until the explosive cargo is completely discharged. When the Unlicensed Persoimel is required to work explosives at any time, they shall be paid for such work in addition to their regular monthly wages at the rate of $10.00 per hour. For the purposes of this agreement, explosives shall consist of the following it^ns: Nitro-Glycerine T.N.T. Poison Gases Black Powder Blasting Caps Detonating Caps Loaded Bombs Dynamite Loaded shells of one pound or over but not small arms ammunition SECTION 30. HANDLING CARGO HOSES, (a) It is agreed that the crew shall handle, connect, and disconnect vessel's cargo smd bunker hoses on board the ship without the payment of overtime except dur­ ing overtime hours; however, if the crew is required to go on dock to handle connecting or disconnecting of cargo and/or bunker hoses, they shall be paid by using the various groups as defined by the Shilling Rules, Section 3, Departments and Groups, to determine the applicable rate. On Watch Hon.- thronsh Fri. • Watch BolOw Hon. thionah Fri. On Watch Sat., Snn. £ Holidays Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 $7.16 4.01 6.88 5.46 3.57 (b) When sand ballast is washed off the deck they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Department and Groups, to determine the applicable rate. On Watch Hon. thronah Fri. Group 1 $4.48 Group 2 3.44 Group 3 2.73 Watch Below Hon. thronah Fri. $5.00 4.01 3.57 On Watch Sat., Snn. £ Holidays $7.16 6.88 5.46 ordered shall be paid a minimum of eight (8) hours of pay for the first day and a minimum of four (4) hours for each day's pay thereafter. This change shall not be interpreted to conflict with any understanding that the Union might have with a company whose practice is to hire relief crews while the vessel is in port. SECTION 32. LONGSHORE WORK BY CREW. In those ports where the^^re no longshoremen available, members of the ^ff^^Hmay be required to drive winches for handling cargo or may be required to handle cargo. For such work, crew members shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments zmd Groups, to determine their applicable rate. OnWftteh Hon. thTonxh Fri. Wstch Below Hon. thronxh Fri. Anytime Sat., Son., Holidaye Group 1 $7.16 Group 2 4.91 Group 3 3.90 $7.16 6.01 5.50 $7.95 7.10 7.00 On Tankers which are carrying grain, when crew mem­ bers are required to imfasten butterworth plate nuts and/or remove the butterworth plates for the purpose of loading or discharging grain cargo, they shall be entitled to compensation as provided for in this sec­ tion. This section shall not be so construed as to be applicable to any work where longshoremen are not available due to labor trouble. The above shall not apply for securing or shoreing up cargo. SECTION 33. PORT TIME COMMENCEMENT OP PORT TIME, (a) Port time shall ccmimence when the vessel is properly secured at a dock or when moored in a harbor for the purpose of undergoing repairs, lay up, or for the purpose of loading or discharging cargo to or from pipelines, lighters, barges or other vessels, except as provided in this agre^nent. (b) In open roadstead loading and discharging ports, vessels shall be considered moored when hose is lifted from the sea and unmoored when hose is returned to the sea. (c) When a vessel cannot get a berth and is an­ chored solely for the purpose of awaiting berth in excess of 24 hours, port time shall conunence when the 24 hours have expired. (d) When vessel is anchored and cannot proceed to the dock or mooring for the purposes as outlined in(a) above, because of weather, impediments to naviga­ tion, awaiting tides or by Government direction, port time shall not apply. (e) Vessels lying at anchorage after obtaining quar­ antine clearance shall be considered awaiting berth and port time provisions shall apply after the expira­ tion of 24 hours except in cases where the vessel is tmable to proceed to a dock or other anchorage due to weather conditions or impediments to navigation. (f) Port time provisions _ghall not apply to vessels mooring or anchoring for the sole purpose of awaiting transit of canals such as the Panama Clhnal or for the sole purpose of landing sick or injured persons. TERMINATION OF PORT TIME. Port time shaU terminate when the first "ahead" or "astern" bell is rung the day the vessel leaves the harbor limits to proceed to sea. When pilot is aboard and vessel is prevented from sailing because of weather conditions or impediments to navigation, port time shall cease when the vessel is otherwise ready to sail. (g) When ship has gone directly to the dock with­ out passing quarantine, port time will begin when the ship has passed quarantine, or cargo ^aerations begin, whichiever occurs first. (h) Port time not to apply when ship is entering only for bunkers or stores. SECTION 34. SHIFTING SHIP, (a) After the vessd arrives in port as outlined in Article H, Section 33, any subsequent move solely in inland waters shall be re­ (c) REFUELING AT SEA: All unlicensed personnel garded as shifting ship and overtime paid at the appli­ actively engaged in the refueling at sea operation shall cable rate for men on duty while such moves are per­ be paid by using the various groups as defined by the formed on Saturdays, Sundays and Holidays and after Shipping Rules, Section 3, Departments smd Groups, to 5:(X) P.M. and before 8:00 AM. Monday through Friday determine the applicable ratei with the following exceptions: Anytine On Watch Saturday, When sea watches are maintained, moves between Honday thronah Friday Sunday aoid Holidays New York area and Albsmy area. New York area and Group 1 $4.48 $7.16 Bridgeport and vice-versa shtdl not be considered a Group 2 3.44 6.88 shift. Group 3 2.73 5.46 Port Alfred to Montreal or vice versa Port Alfred to Quebec or vice-versa The operation shall consist of the handling of lines, Montreal to Quebec or vice-versa hoses, valves and other equipment necessary to the All moves from American Ports to British Columbia operation. The Master shall deteimine the number of ports or vice-versa personnel to be used during the operation. The m8.n at Montevideo to Buenos Aires to Rosario or points above the wheel.shall receive overtime Monday through Fri­ or vice-versa day during the operation. The refueling operation shall Boston to New York or vice-versa terminate when the line and hoses are returned to the New Orleans to Baton Rouge or vice-versa vessel being refueled. Norfolk to Baltimore or vice-versa All moves between ports on the St. Lawrence Seaway SECTION 31. STANDBY WORK. When men are and/or on the Great Lakes, West of Montreal, ex­ hired by the CJompany for Standby Work in port by the cept those moves which are less than eighty (80) day, they shall be paid the premium rate for the re­ miles. spective ratings. Eight (8) hours shall constitute a day's work. All work performed in excess of eight (8) (b) Moves from Baltimore through the Chesapeake hours in any 24 hours period, or any work performed and Delaware Canal to Delaware River ports or vicein excess of eight (8) continuous hoiu^, shall be paid versa, shall be considered a move of the ship and such at the premium rate and one-half for the respective work, after 5 p.m., and before 8 a.m., or on Saturdays, ratings. Men hired to perform standby Work shall Sundays, or Holidays, shall be paid for at the applicable perform any work which shall be assigned to them by rate. (c) A move from Honolulu to Pearl Harbor or vicetheir superior officer, and they shall not be subject to versa shall be considered a shift of the vessel. any work rules set forth in this agreement. (d) A move from Galveston to Houston or viceWhen Stai^by Work in any particular department is to be perioi'raexTw^effoft'','sMirT>e'made^o obtain iiieh versa shall be considered a shift cff the vessel. with ratings in such department if they are available No movonent of a vessel shall be considered a shift and are competent to perform such work. of ship untU the vessel is in port time as provided tor Any man hired for Standby Work who reports when in Article II, Section* 33, 2 hours overtime for such �reporting. Any crewmember who does not report aboard ship in accordance with paragraph (b) of this section shall not be entitled to receive the penalty pay for the delayed sailing. SECTION 55. RESTRICTION TO SHIP. When a ve<js«>1 has fp a foreign port where >the crew ''ips restricted to the ship and the Company claims that this restriction was enforced by the government of the port, visited or either Federal, Military or Naval Authorities, the company shall produce a copy of the restriction order of the government. Federal, Military or Naval Authorities. In lieu thereof it may produce a proper entry in the oiBcial log book and must give sufficient notice in writing of the restriction to the Ship's Chairman. The notice shall also be posted on the crew's bulletin board. A letter from the Company's agents will not be sufficient proof of the existence of such an order. If the Company is unable to produce evidence as provided herein to satisfy the Union of the validity of such restriction, the crew shall be compen­ sated for having been restricted to the ship by the payment of overtime for the period of the restrictio at the overtime rate. When a restriction occurs because of quarantiro, immigration or customs procedures, a proper Lop entry shall suffice. SECTION 36. SAILING BOARD TIME, (a) The saUing time shall be posted at the gangway on arrival when the vessel is scheduled to stay in port 12 hours or less. When the stiay is scheduled to exceed 12 hours the sailing time shall be posted not later than 8 hours prior to scheduled sailing. When a vessel surives on a weekend between 5 pjn. Friday and 8 a.m. Monday, and is scheduled to sail prior to 8 a.m. Monday, a sailing board with the es­ timated sailing time shall be posted not later than two (2) hours after arrival, provided, however, it is under­ stood that any change resulting in weekend'saUings as set on said sailing board, may be made without penalty as long as such change is made no less than eight (8) hours prior to actual sailing. The above provision shall aiq>ly to all vessels scheduled to depart during a weeknid. (b) All members of the Unlicensed Personnel shall be aboard the vessel and ready for sea at least 1 hour before the scheduled sailing time. In the event any member of the Unlicensed Personnel fails to ccxnply with this provisicm, the Company shall call the UnicHi and the Union shall furnish a replacement. If the original member reports after the Company has called for a replacement, the man sent by the Union as such replacement shall receive 2 days pay which 2 days pay shall be paid by the member who was late in reporting for duty. (c) When the Company has ordered a replacement for which there is no vacancy on a ship, the Company shall reimburse the seaman the equivalent of 2 days pay plus transportation charges. (d) If the vessel's departure is delayed and the delay is due to the loading or discharging of cargo, the new time of departure shall inunediately be posted on the board and if such delay exceeds 2 hours the watch below may be dismissed and shall receive 2 hours overtime for such reporting. Where the vessel is scheduled to lay at anchor for more than eight (8) hours, provision shall be made for launch service when orders are received that vessel shall be anchored for eight (8) hours or more. (e) In the event, after cargo is aboard or dis­ charged and ship is ready to proceed, the full comple­ ment of Unlicensed Personnel is not on board, no over­ time shall be paid. Full complement, as used herein, shall mean the full complement as required by the vessel's inspection certificate. (f) The overtime prescribed above shall not apply when sailing is delayed on account of weather, such as rain, fog, or any other condition beyond the vessel's control. When the above conditions prevail and it is expected that such delay will exceed two (2) hours, the new time of departure shall be posted as soon as possible, but in no event later than the time originally posted. Fail­ ure to comply will invoke penalty provided for in (d) above. SECTIONS?. SECl|RING VESSEL FOR SEA. AU vessels of the C(»npany must be safely secured before leaving the harbor limits for any voyage. SECTION 38. LAUNCH SERVICE. When a ship is anchored or tied up to a buoy for 8 hours (nr over, for the purpose outlined in Article n. Section 34, eadi member of the Unlicensed Personnel while on his watch below shall be allowed one round trip to shore at the Company's expense every 24 hours. When launch service is arranged for by the Company, the schedule shall be sudi that each and every member shall be given the opportunity for a round trip as called for herein on his watch below. In ports where regular boat service is not available, members of the crew may make their own arrange­ ments for transportation and the company agrees to reimburse either the crewmembers or the owner of the boat up to 85.00 per round trip per man carried once every 24 hours. SECTION 39. REST PERIODS, (a) When members of the Unlicensed Deck and Engine Departments are required to turn to on overtime for a period longer than two horns between the hours of midnight and 8 a.m., they shall be entitled to a rest period of one hour for each hour worked between midnight and 8 a.m. "This rest period -shall be given at any time that is con­ venient between the hours of 8 am. and 5 p.m. the same day. "This rest period shall be in addition to cash' overtime allowed for such work. If a rest period is not given, the. men who have worked shall be entitled to additional overtime at the applicable overtime rate "in lieu thereof. This section shall not apply to men who have been turned to on overtime at 6 a.m. or after. (b) Where sea watches have been maintained this section shall not apply to regular watch standers. (c) In port, if^ea watches have been broken and have not been reset, this section shall apply to any man required to turn to on such overtime work. (d) This section shall apply, in the case of day workers, both at sea or in port. (e) If the crew works as late as 6 a.m., coffee shaU be provided and if work continues sifter 6 a.m., fifteen minutes shsdl be allowed for coffee, which time shall be included as overtime. (f) When a vessel is scheduled to depart at mid­ night, the midnight lunch hour may be shifted one houi^Kther way. (g) In the event the midnight lunch is not served the men involved shall be paid the supper meal allow­ ance in addition to the overtime provided for in para­ graphs (b) and (c) above. SECTION 40. FRESH PROVISIONS, (a) An ade­ quate supply of fruit juices shall be provided for the Unlicensed Personnel. Fresh fruit and vegetables will be furnished at every port touched where available, and if supply is possible a sufficient amount to last until the next port or to last until the food would ordinarily, with good care spoil. Shore bread shall be furnished at all U.S. ports when available. Frozen foods shall be considered the equivalent of and serve the same purpose as fresh foods. (b) (1) Vessels making a foreign voyage shall store canned whole fresh milk at the rate of 1 pint per man per day for the duration of the voyage. (2) While a vessel is in continental U.S. ports, fresh milk from local dairies is to be served three times a day. Prior to a vessel departing from any domestic ports going to another dcxnestic port and/or a foreign port forty (40) gallons of loced fresh milk must be placed on board. (3) After departure from the last continental U.S. port and the supply of fresh local milk has been consumed, canned whole fresh milk is to be served at breakfast only while at sea. (4) While in a foreign port, canned whole ftesh milk is to be served three times a day as per agree­ ment. (5) No purchase of milk shall be made in foreign ports while canned whole fresh milk is available. (c) If milk is provided for persons other than crewmembers, then additional milk must be supplied for such use. SECTION 44 CX)FFEE TIME. All hands shall be allowed fifteen minutes for coffee at 10 a.m. and 3 p.m. or at a convenient time near those hours. (b) When the crew is entitled to the 30 minutes readiness period under Article n. Section 22, coffee shall be made by the watdi or watchman and be ready at the time of calling, and allowed during the thirty minutes of readiness period. SECTION 41. ROOM AND MEAL ALLOWANCE. When board is not furnished unlicensed members of the crew, they shall receive a meal allowance of $2.(X) for breakfast, $3.00 for dinner and $5.50 for supper. When men are required to sleep ashore, they shall be allowed $10.50 per nig^t. SECTION 42. MEAL HOURS RELIETVING FOR MEALS. The meal hours for the Unlicensed Personnel employed in the Deck and Engine Departments shall be as follows: Breakfast 7:30 a.m. to 8:30 a.m. Dinner 11:30 a.m. to 12:30 p.m. Supper 5:00 p.m. to 6:00 pjn. (a) At sea or in port the 4 to 8 watrii shall relieve itself for supper. (b) The 12 to 4 watch on sailing day is to be knocked off at 11 a.m. in order to eat at 11:30 a.m. and to be ready to go on watch at 12 noon; (c) niese hours may be varied, but such variations shall not exceed one hour either way, provided that one unbroken hour shall be allowed at all times for dinner and supper when vessel is in port. When watches are broken, if one unbroken hour is not given, the men involved shall receive one hour's overtime in lieu there­ of. "This penalty hour shall be in addition to the actual overtime worked during the meal hours. (d) IVhen crew is called to work overtime before breakfast and work continues after 7:30 a.m. a full hour shjill be allowed for breakfast, and if breakfast is not served by 8 a.m., overtime shzill continue straight through until breakfast is served. During cargo opera­ tions the pumpman on duty shall not be entitled to a penalty hour during meal hours unless he is required to do work such as making repairs, or shift tanks, or do any work other than making routine inspections. (e) If one unbroken hour is not given, the men in­ volved shall receive one hour's overtime in lieu thereof. (f) When the watch below or men off duty are work­ ing on overtime at sea or in port, they shall be allowed one unbroken meal hour. If one unbroken meal hour is not given, the men involved shall receive one hour's overtime in lieu thereof. This penalty hour shall be in addition to the actual overtime worked during the meal hour. The provisions in this section shall be applicable at all times at sea or in port to men on day work. (g) All penalty meal hours shall be paid at the overtime rate. SECTION 43. MIDNIGHT LUNCH, (a) If the crew works as late as 9 p.m. coffee and night limch shall be provided. If work continues after 9 p.m. fifteen minutes shall be allowed for the coffee and night lunch, which time shall be included as overtime. (b) If the crew starts work at or before 9 p.m, and works continuous overtime until midnight, -the men shall be provided with a hot lunch at midnight. If the work continues after midnight one unbroken hour shall be allowed for such hot lunrii. If this unbroken hour is not allowed, the men involved shall receive one hour's overtime in lieu thereof, which shall be in addition to the actual overtime worked during the hot lunch hour. (c) If the crew is broken out after 9 p.m. and works continuously for three hours, a hot lunch shall be pro­ vided at the expiration of the three hours if the work is to be continued. Otherwise, a night lunch shall be provided. An unbroken hour shall be allowed for the hot lunch and if such unbroken hour is not allowed the men shall receive one hour's overtime in lieu thereof, which shall be in addition to the actual overtime worked during the hot lunch hour. (d) If the crew works as late as 3 a.m., coffee and night lunch shall be provided and if work continues after 3 a.m., fifteen minutes shall be allowed for coffee {uid night lunch, which time shall be included as over­ time. SECTION 45. CREWs QUARTERS. AU quarters as­ signed for the use of the Unlicensed Personnel are to be kept free from vermin insofar as possible. This is to be accomplished through the use of extermination facUities provided by the Company, or fumigating the quar­ ters every six months with gas. Room aUowance, as* provided in Section 41, shaU be aUowed when: 1. Heat is not furnished in cold weather. When the outside temperature is sixty-five degrees (65°) or lower for eight (8) consecutive hours, this provision shaU £^pply. 2. Hot water is not avaUable to crew's washrxxMns for a period of twelve (12) or more consecutive hours. 3. On air conditioned vessels, when the ixxxn tem­ perature is 78° or above, and the air conditioning unit does not work in excess of eight (8) hours, this provision shaU apply. If fans are instaUed the penalty shaU not be invoked. If fans do not now exist, suitable arrangemnets shaU be made with the Union and Company for their instaUation. 4. Crew's quarters have been painted, and paint is not absolutely dry, and other suitable quarters are not furnished aboard. 5. At aU times wdien vessel in on dry dock overnig^it and sanitary facilities are not supifiied. 6. Linen is not issued upon men's request prior to 6:00 p.m. on the day seaman joins the vessel. 7. Vessel is being fumigated and is not cleared before 9:00 p.m. 8. Men standing midnight to 8:00 am. watch on the same day the vessel is fumigated shall be entitled to room allowance-regardless of when the vessel is cleared. 9. Work sudi as chiiq>ing, welding, riveting, ham­ mering or other work of a similar nature is being performed in or about the crew's quarters be­ tween 8:00 p.m. and 6:00 a.m. Such work as outlined in (9) above is being performed in or £ux>und the quarters, of the men who stmd don­ key watches, such men will be provided with other quarters or room allowances will be allowed. Note: Penalties claimed for lack of heat, air condition­ ing, hot water, etc., or because of noise as defined in (9) above, must be recorded on an 8 hour basis with the Ship's Master or other proper department head. Dates, times of reporting, and tenqieratures should be made part of such record. SECTION 46. CLEANLINESS OF QUARTERS. The Unlicensed Personnel shall cooperate to the fuUest in order to keep their respective living quarters clean and tidy at all times. In the event the crew's quarters are not cleaned in accordance with the SIU standards, and this is brought to the attention of the patrolman prior to pay-off, then it is the duty of the patrolman to see that these quar­ ters are cleaned by the crewmembers who live in the said foc'sle and to see that they are cleaned before paying off the ship. SECTION 47. CREW EQUIPMENT. The following items shall be supplied the Unlicensed Personnel em­ ployed on board vessels of the Company. 1. A suitable number of bleinkets. 2. Bedding consisting of two white sheets, one spread, two white pillow slips, which shall be changed weekly. 3. One face towel and one bath towel which shall be cheinged twice weekly. 4. One cake of standard face soap such as Lux, Lifebuoy or Palmolive soap with earii towel change. 5. One box of matches each day. 6. Suitable mattresses and pillows shall be fur­ nished but hair, straw or excelsior shall not be suitable. As mattresses now on board wear out, they shall be replaced by innerspring mattresses. 7. All dishes provided for the use of the Unlicensed Personnel shall be crockery. 8. One cake of laundry soap, one cake of lava soap, one box of washing powder weekly. 9. Sanitubes shall be available for the Unlicensed Personnel at all times. 10. Cots shall be supplied to the crew while in the tropics except on the new type passenger vessels. 11. "Two twelve-inch fans shall be furnished in fore­ castles occupied by two or more Unlicensed Personnel, and one sixteen-inch fan in all fore­ castles occupied by one member of the Unli­ censed Personnel. Any member willfully damaging or desti-oying linen shall be held accountable for same. When full linen is not issued, men shall receive $2.(X) each week for washing their own linen. The Steward shall not issue clean linen to any individual crewmember until such member has turned in his soiled linen. �TV \. SECTION 48. VENTILATION. All quarters as­ signed to the Unlicensed Personnel and all messrooms provided for their use shall be adequately screened and ventilated and a sufficient number of fans to se­ cure ventilation shall be provided. SECTION 49. MESSROOM. Each vessel shall be it\i Willi a inesssroom for the acciifttiiOdtAion of the crew, such messroom or messrooms to be in each case so constructed as to afford sitting room for all and to be so situated as to afford full protection from the weather and from heat and odors £u-ising from the ves­ sel's engine room, flreroom, hold and toilet. SECTION 50. WASHROOMS. Adequate washrooms and lavoratories shall be made available for the Un­ licensed Personnel of each department, washrooms to be equipped with a sufficient number of hot and cold fresh water showers. SECTION 51. LOCKERS. A sufficient number of lockers shall be provided so that each employee shall have one locker of full length whenever space permits, with sufficient space to stow a reasonable amount of gear and personal effects. SECTION 52. UNIFORMS. In the event a man is required to wear a uniform, other then provided for in Article V, Section 29, he shall furnish his own uniform £Uid shall be paid an additional $12.50 per month for s£une. SECTION 53. ELECTRIC REFRIGERATOR AND ELECTRIC WASHING MACHINE. An electric re­ frigerator and an electric washing machine shall be furnished for the use of the unlicensed crew on each v^sel. The location of this refrigerator and washing machine shall be determined by the Company. Should either the refrigerator or washing machine break down, it is understood and agreed that the Company will not be expected to make repairs until the vessel arrives at a port where the meuiufacturer has a sei*vlce repre­ sentative available. SECTION 54. JURY TOILETS. When and wher­ ever necessaiy for sanitary reasons, jury toilets shall be rigged on the poop deck. SECTION 55. TRANSPORTATION AND PAYING OFF PROCEDURE. 1 (a) Vessels on foreign voy­ ages shall be signed on for one voyage for a term of time not exceeding 12 calendar months. (b) It is also agreed that the Articles shall termi­ nate at the final port of discharge in the continental United States of America, unless another port is mu­ tually agreed to between the Company and the Union. If the final port of discharge is located in an area other than the area in the continental United States in which is located the port of engagement, economy clziss air transportation shall be provided to only those men who leave the vessel, plus wages and subsistence to port of engagement in continental United States. At the seaman's option cash equivalent of the actual cost of economy class air transportation shall be paid. (c) If the vessel departs from the final port of dis­ charge withiri 10 days after inbound cargo is completely discharged to return to the juea wherein is located the port of engag^ent, the above shall not apply. Once a crewmember has made the initial foreign voyage and earned transportation, the transportation remains payable so long as he pays off in another area other them the area wherein is located his original port of engagement. If new foreign Articles are signed, transportation provisions shall not apply till termination of the Ar­ ticles. (d) For the purpose of this Section, the Continental United States shall be divided into eight £u>eas—^Pacific Northwest; California; Atlantic Coast Area, North of Cape Hatteras; Atlantic Coast Area, South of Cape Hatteras; and the Gulf Coast Area, the State of Alaska, the Western Great Lakes Area and the Eastern Great Lakes Area, The dividing line between the Western and Eastern Great Lakes shall be the Mackinac Straits Bridge and the Sault Ste. Marie Locks. Hawaii becoming a state does not constitute an ad­ ditional area for the purpose of transportation, however seamen shipped in Haweiii who are paid off in the Continental United States and who are entitled to transportation under other provisions of this contract shall receive transportation to San Francisco. (e) It is further agreed that in the event a ship returns light or in baUast to the continental United States, articles shall terminate at first port of arrival in accordance with voyjige description set forth in the article except that when the arrival at the first port is for the purpose of securing additional bunkers, stores, or making emergency repairs of not more than 7 days duration, articles shall be continued until the vessel can proceed to another continental United States port. 2. (a) Vessels meiking a voyage to Bermuda, Mexico, West Indies, including Cuba, Canada, Newfoimdland, and/or coastwise in any order, either direct or via ports, shall be signed on for one or more con­ tinuous voyages on the above-described route or any part thereof and back to a final port of discharge on the Atlantic or Gulf Coast of the continental United States for a term of. time not exceeding six calendar months. (b) When a vessel is on domestic articles or harbor payroll prior to proceeding on a foreign voyage, a member of the Unlicensed Personnel shall not be en­ titled to transportation to the port of engagement if he fails to make the foreign voyage, unless the cranpany terminates his employment through no fault of his own. (c) If the port where the articles are finally ter­ minated is located in an area other than the area in the continental United States in which is located the port of engagement economy class air transportation 21 shall be provided to those men only who leave the vessel, plus wages and subsistence to port of en­ gagement in continental United States. At the seamen's option, cash equivalent of the actual cost of economy class air transportation shall be paid. The crew member shall be entitled to transportation regardless of the number of voyages he makes once transportation has b^n due him as long as he pays off in an area other than an area wherein is located the original port of engagement. (d) For the purpose of this section, the continental United States shall be divided into five areas: Pacific Northwest; California; Atlantic Coast area. North of Cape Hatteras; Atlantic Coast area South of Cape Hatteras; and the Gulf Coast Area. (e) It is also agreed that the transportation pro­ visions contained herein shall not apply until the ar­ ticles are finally terminated. 3. Any member of the Unlicensed Personnel will be allowed to pay off the vessel in any port in continental United States or Puerto Rico upon 24 hours notice to the Master prior to the scheduled sailing of the vessel. However, where a vessel is expected to arrive and de­ part on a weekend, such notice shall be given not later than 1 p.m. on Friday. The Master shall be allowed to discharge any member of the Unlicensed Personnel upon 24 hours notice. If the seamsm exercises his rights to be paid off, as pro­ vided for in this paragraph, transportation provisions shall not be applicable. If the Master exercises his right to discharge a seaman as provided for in this paragraph, tramsportation provision shall not be appli­ cable. Should the Union object to the discharge, the matter shall be handled in accordance with grievance procedure. The provisions of this pjiragraph shall not apply to Alaska and Hawsiii. 4. Applicable Operations Regulations shall be effec­ tive on GAA vessels. SECTION 60. MANNING SCALE. It is agreed and understood that the present manning scale carried on the Company's vessel shall no', be changed unless such changes are mutually agreed to by both the Union and the Company. SECTTON^ 61 -JNTERNATIONAL DATE LINE. If a vessertKxfflKa Vnl iTiitemational £)ate Line from east to west, and a Saturday, Sunday or Holiday is lost, all day workers shall observe the following Monday or the day following a Holiday. Watch standers will be paid overtime in accordance with the principle of Saturday and Sunday overtime at sea. If the Sunday which is lost is also a Holiday, or if the following Monday is a Holiday, then the following Monday and Tuesday shall be observed. However, in crossing the International Date Line from west to east, if an extra Saturday, Sunday or Holiday is picked up only one of such Saturdays, Sundays or Holidays shall be observed and all crew members will be required to work without overtime on the so-called second Saturday, Sunday or Holiday pro­ vided that if Sunday is also a Holiday, the Sunday which is picked up shall be observed as such Holiday. SECTION 62. NEW EQUIPMENT NOT CARRIED AT PRESENT, NEW CONSTOUCTION AND RE­ CONSTRUCTION. In the event the Company is to build new ships, acquire new ships or converted old ships, it is agreed that prior to the commencement of construction or conversion, the Union and the Company shall meet to negotiate manning scales, quarters, recre­ ational facilities and all equipment and provisions to be furnished for, or used by, the Unlicensed Personnel SECTION 63. CALENDAR DAY. For the purpose of this agreement, the calendar day shall be from midnight to midnight. SECTION 64. WAR ZONE. In case any vessel of the company traverses waters adjacent to or in the proximity of a declared or undeclared war or state of hostilities, it is hereby agreed that a petiticm on the part of the Union for the opening of negotiations for added remuneration, bonuses, and/or insurances, shall in no way be deemed cause for the termination of this agreement. SECnON 56. RETURN TO PORT OF ENGAGE­ MENT. (a) In the event a ship of the Company is sold, interned, lost, laid up, run agroimd or is stranded and the crew is required to leave the vessel by reason thereof, the crew shall be given transportation back to the port of engagement with subsistence, room and wages, at the time of payoff, as per Article n. Section SECTION 65. COPIES OF AGREEMENTS TO BE 59, of this agreement. When room and subsistence is not furnished aboard the vessel, room and meal allowance FURNISHED. Copies of this agreement shall be fur­ will be paid £is prescribed in Article H, Section 43. nished to the Master, Chief Engineer and Chief Steward, until crew is furnished repatriation by train, vessel or who in turn shall supply each departmental delegate commercially operated airplanes, equivalent to the with a copy of the commencement of each voyage. equipment of regularly scheduled airline, or in the SECTION 66. LOGGING. Where the Master ex­ event such airplane transportation is not equivalent to ercises his prerogative under maritime law by logging a regularly scheduled airline, they shall be paid the a man for missing his regular work or watch, he shall difference in cash. not log the man more than 1 day for 1 day. "This sec­ (b) The port of engagement of the seaman is the tion shall not be deemed to prejudice the authority of port in the Continental United States where he was the Master or the requirement of obedience of the crew, first employed by the company for the vessel involved. described elswhere in this contract, except as specifi­ It is agreed that where a seaman quits and a replace­ cally herein provided. ment is obtained in the Continental United States port, the replacement's port of engagement shall be the same SECTION 67. RETURN OF DECEASED SEAMEN. as the seaman he replaced except that the replacement If a seaman dies at any time during the voyage, the would be entitled to transportation to his port of en­ Company shall so notify the next of kin as designated gagement if the ship is laid up and he is laid off. on the shipping articles. In the event a seaman dies in (c) In the event a ship of a company is to be a port not in the continental United States, or if he scraped, sold, tremsfered to a foreign flag disposed dies at sea and his body is delivered to a port not in of in any fashion in a foregin port, the unlicensed the continental United States, in whidi port facilities personnel shall be entitled to economy class air trans­ for preservation of the body for shipment and burial portation to their port of engagement as defined in are available, and there are no legal restrictions con­ paragraph (b) above. Trar^^portation, for purposes of trary thereto, if the said next of kin request the return this agreement, shall be economy class air. of the body suid agrees to assume responsibility for the (d) When a seaman is entitled to transportation body at the port of engagement, the Cinnpany shall under this agreement, he shsill receive the cash equival­ defray the total cost of preserving and returning the ent of available economy class air transportation in­ body to the originsd port of engagement. cluding tax to his port of engagement plus one (1) day's SECTION 68. TIME OFF—TANKERS. As circum­ wages and subsistence. This provision shall apply for area to area. Where a vessel is laid up under this sec­ stances permit, upon completion of a foreign, nearby tion and the port of engagement is within the same foreign, intercoastal, or coastwise voyage, all of the area of such lay up, the seaman shall be entitled to assigned Unlicensed Personnel who will remain on available economy class air transportation and the board and make the next voyage shfill have time off wages and subsistence shall not exceed one (1) day's (not to exceed eight (8) working hours) in the payoff pay; however, in the ports close together, the schedule port or such other ports as may be mutually agreed that we eure presently working under shall remain in upon between the Master and the crewmembCT. TTie voyage shall commence at the time of signing of ar­ full force and effect. ticles (foreign, nearby foreign, intercoastal or coast­ SECTION 57. niAVELING. Members of the Union wise and continue until articles are terminated. In when transported by the Company during the course nearby foreign and coastwise trade, this time off need of their emplojnment, shall be provided with Economy not be granted more often than once in each thirty Class air travel. Where meals are not provided by the (30) day period. carrier, subsistence shall be paid as per Article II, Sec­ It is further understood that the 0>mpany is under tion 43; breakfast $2.00, $3.00 for dinner, and $5.M for no obligation to hire replacements for those relieved; supper. When traveling by ship is involved, men shall this being within the ccanplete discretion of thie Com­ be provided with Second Class transportation or the pany. cash equivalent thereof. This provision shall not be applicable during annutd inspections. SECTION 58. VESSELS IN IDLE STATUS. When NOTE: For the purpose of clarity, the below foot­ a vessel is inactive in a United States port for any note outlines, but is not all inclusive, the intention of reason for a period of seven days or less, the Unlicensed Personnel shall be kept on board at the regular monthly the words "as circumstances permit." 1. If a man selects a port for time off where it is rate of pay. However, when it is expected that said impossible to grant eight (8) hours off, he onfy vessel will be idle for a period in excess of seven days, gets what is available and no accumulation is the Unlicensed Personnel may be reduced on arrival. carried forward. Should the vessel resume service within seven days, the vessel's Unlicensed Personnel who return to the 2. In the Steward Department, no loss of earnings vessel, shall receive wages, room and meed allowances when arrangements to relieve themselves are for the period for which they were laid off. made; i.e.. Holidays and weekends (the wages and overtime shall be paid). SECTION 59. FULL COMPLEMENT WHILE 3. If members of the Steward Department are off CARGO IS BEING WORKED. A full complement of while the vessel is not. feeding, no overtime is Unlicensed Personnel shall be maintained aboard vessel payable to them. at all times cargo is being worked. 4. In the Deck Department, those accepting time off "The Company shall be in compliance with this section under this Section shall not be required to report when there is less than a full complement, Satimdays, for shifting of ship during time off or during their Sundays and on Holidajrs, due to voluntary termination, below period; to discharge for cause or absence of members of the 5. Alternation of time off may be applied in the Unlicensed Personnel who should have normally been Deck. Department prorided the vessel's ^tay in on duty. Likewise, compliance shall be in effect when port is long enough to comply with the intent of there is less than a full complement aboard due to a the time off Section. conditio^ arising as the result of a marine casualty. �6. Where the seaman does not receive his day off as required above, he shall receive one (1) day's pay in lieu thereof. If he receives only four (4) hours or less of his time off, he shall receive onehalf (%) day's pay in lieu thereof. This clause shall not apply where the seaman has accepted overtime in lieu of time off. 7. _QuEtlified day wori^ers may be required to relieve ' •^Watch-'staiiders flS^JJOrpbses of tini.£ shall be paid at their respective overtime rates after 5 p.m. and before 8 a.m., Monday through Friday, and at their premium rates on Saturdays, Stmdays, and Holidaj^. SECTION 69. AWNINGS AND COTS. All Tankers, except those on regular North Atlantic runs, and Alaska Coastwise runs, shall be provided with awnings aft, with the exception of vessels equipped with facili­ ties on deck of the same nature. On fully air condi­ tioned vessels, there shall be no requirements for the issuance of cots or the installation of awnings. SECTION 70. TELEVISION SETS ON VESSELS IN COASTWISE, INTERCOASTAL, AND NEARBY FOREIGN TRADE, (a) The Cwnpany shall provide a television set for the Unlicensed Personnel on all vessels covered by this agreement. (b) Such television set shall be a nationally known brand with no less than a twenty-one inch (21") black and white screen. The maintenance care and repair of the television set and incidental equipment shall be the responsibility of the Unlicensed Personnel. To assist the crew with actual expenses inciured in this respect, the Company will reimburse the crew up to sixty-five dollars ($65.00) annually upon presentation of bona fide maintenance and repair bills. It is understood that reimbursement will be only for maintenemce and repeiir resulting from normal operation and handling of the television set for any damages resulting from fire or inclement weather and not for deunage caused by the improper acts of any Unlicensed Personnel. SECnON 71. WAGES—COASTWISE VOYAGES, NEARBY FOREIGN VOYAGES, DOMESTIC AND HARBOR PAYROLLS. Unlicensed Personnel will be paid day for day on all vessels on coastwide voyages, nearby foreign voyages, domestic article or on harbor payrolls, regardless of the length of the articles or pay­ roll period, and whether or not the aforementioned pe­ riods occur between termination of one set of foreign articles and the signing of the next foreign articles. SECTION 72. PYRAMIDING OVERTIME. There shall be no duplication or pyramiding of overtime ex­ cept where specifically provided for. ARTICU III DECK DEPARTMENT SECTION 1. WAGES. The monthly rate of pay for the Unlicensed Personnel in the Deck Department, when the respective ratings are carried, shall be as follows: MONTHLY MONTHLY MONTHLY BATING Boatswain (25,000 D.W.T. or over) Boatswain (Under 25,500 D.W.T.) A.B. Deck Maintenance O.S. Deck Maintenance Able Seaman Ordinary Seaman BATE 6/16/72 BATE 6/16/73 BATING BATE 6/16/74 $778.61 $817.54 $858.42 749.42 639.06 516.37 562.40 445.96 786.89 671.01 542.19 590.52 468.26 826.23 704.56 568.30 620.05 491.67 SECTION 2. DIVISION OF OVERTIME. All over­ time shall be divide as equally as possible among the members of the deck crew. In any event, the Boatswain shall be allowed to make as many hours overtime as the high man's overtime hours in the Deck Depart/ ment, except where such overtime has been paid for routine sea watches: The Boatswain shall have the right to stand gangway watch in turn with the rest of the Deck Department. If he fails to exercise such right he has no claim for high man's overtime. If the BoatswEiin is required to work with and super­ vise the watch on deck on Saturdays, Sundays or Holi­ days, for which the watch on deck receives additional overtime, he shall receive the same amount of overtime per hour as paid to a member of the watch on deck, in lieu of his premium rate. When the Boatswain is working alone, or with men on watch below only, on Saturdays, Sundays, or Holi­ days, he shall receive the premium rate prescribed. SECTION 3. DIVISION OF WATC3IES. (a) The Sailors while at sea shall be divided into three watches which shall be kept on duty successively for the per­ formance of ordinary work incidental to the sailing and maintenance of the vessel. (b) When the watch below is called out to work, they shall be paid overtime, for such work at the rates specified in the agreement except for such work as de­ fined in Article II, Section 18. SECTION 4. BOATSWAIN AND A.B. MAINTE­ NANCE STANDING WATCH. If the Boatswain is re­ quired to stand watch due to shortage of men, such watches stood between the hours of 5 p.m. and 8 a.m. Monday through Friday shall be paid for at the over­ time rate. However, all watches stood shall be in addi­ tion to his regular duties as Boatswain. In such cases there shall be no division of wages. A.B. Maintenance may be required to replace any unlicensed member of the Deck Department when said member is sick or missing without payment of over­ time. SECTION 5. SETTING WATCHES. Sea watches shall be set not later than noon on smling day. When the vessel sails before noon, watches shall be set when all lines are on board and vessel is all clear of the dock. SECTION 6. BREAKING WATCHES AND WORK IN PORT, (a) When vessel docks between 12:00 mid­ night and 8:00 a.nL and sea watches are broken, any watch between mllrklght and 8;{>0-a.m. shall constitute a complete watch. (b) In port when sea watches are broken the hours of labor shall be 8:00 a.nL to 12:00 noon and 1:00 p.m. to 5:00 p.nL Monday through Friday. Any work outside of these hoiu-s or on Saturdays, Sundays and Holidays shall be paid for at the applicable rate for the respec­ tive ratings. (c) In port when sea watches are not broken, mem­ bers in the I>eck Department shall stand their regular watches, ^nd perform their regular duties. Employees standing these watches shall assist the officer on watch in attending mooring lines, tending gangways, gangway lights, handle valves and blanks, handle, connect, and disconnect vessel's cargo and bunker hoses on board the ship, replace butterworth plates and close tank tops when necessary for cargo operations. Men on watch may assist Pumpman in pumprooms when accompanied by the Pumpman to make changes for handling cargo, and ballast, but not do repair work. On Saturdajrs, Sundays and Holidays, or between the hours of 5 p.m. and 8 a.m. on weekdays, overtime at the applicable rate shall be paid for such watches. (d) When Unlicensed Deck Personnel are required to lower or raise anchor after 5 p.m. and before 8 a.m., Monday through Friday, they shall be paid at the over­ time rate, except when the safety of the vessel is in­ volved. The following work is to be considered as part of raising and lowering the anchor: Breaking out the cement in hawsepipe when preparing to lower anchor; obtaining cement and cementing hawsepipe after anchor has been i^sed. When the Bosun does this work, no overtime will be claimed by the unlicensed crewmembers. (e) When the watch below is called out to work they shall be paid overtime at the applicable rate for the work performed during their watch below. SECTION 7. MEN STANDING SEA WATCHES. (a) Men standing sea watches shall be paid overtime for all work in excess of eight (8) hours between mid­ night and midnight each day. No work except for the safe navigation of the vessel is to be done after 5:00 p.nL eind before 8:00 £um. and on Saturdays, Sundays and Holidaj^ without payment of overtime. (b) Sanitary work shall be done on weekdays be­ tween 6 a.m. and 8 a.m., without the payment of over­ time. Sanitary work in this section shjill mean cleaning the wheelhouse, chartroom, cleaning windows £md moping out wheelhouse. Weather conditions may neces­ sitate additional mopping of water from the wheelhouse and cleaning of the wheelhouse windows. (c) Except as otherwise specifically provided, if a man standing regular watch at sea or in port on Satur­ day, Sunday and Holidays is required to work other than routine work for the safe navigation of the ves­ sel, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. SECTION 9. BOATSWAIN HANDLING WINDLASS. Boatswain shall stand by the windlass when no carpenter is carried and an able seaman may be required to re­ lieve the Boatswain at the windlass during the Boat­ swain's working hours. SECTION 10. DAY WORKERS, (a) The following ratings shall be classified as day workers: Boatswain, Carpenter and !Maintenance. (b) The working hours at sea for all men classified as day workers shadl be from 8 a.m. to 12 noon and 1 p.m. to 5 p.m. Monday through Friday. Any work performed by day men outside of these hours shall be paid for at their overtime rate, except for such work as defined in Article II, Section 18. (c) Working hours in port for £ill men classified as day workers Shall be from 8 a.m. to 12 noon and 1 p.m. to 5 p.m. Monday through Friday. All work outside these hours or on Saturdays, Sundays and Holidays is to be paid for at their applicable overtime rate. SECniON 11. WASHING DOWN. When members of the Deck Depzutment are required to wash down after 5 p.m. and before 8 am. and on Saturdays, Sundays and Holidays, they shall be paid overtime. SECTTON 12. HANDLING MOORING LINES, (a) The watch on deck shall receive overtime for breaking out or stowing away mooring lines after 5 p.m. and before 8 a.m." Monday through Friday and on Saturdays, Sun­ days and Holidays, at the rate specified in Article HI, Section 7 (c). (b) A minimum of six men shall be used for breaking out or stowing away mooring lines. SECTION 13. DOCIONG AND UNDOCKING. (a) The watch on deck shall receive overtime for docl^g or undocking after 5 p.m. and before 8 a.m. Monday through Friday. (b) AU hands, when available, shall be used to per­ form this work. In no event shall a man receive double overtime for docking or undocking. SECTION 14. CALL BACK FOR SHIFTING SHIP. (a) When vessel is in port eind men are called back for shifting ship, hauling, rigging or securing gear, cleaning holds, etc., after 5 p.m. and before 8 a.m., Monday through Friday, they shall receive a two-hour minimum for each call-back. In the event the work exceeds two hours, the men shall receive overtime for the hours actually worked. On Saturdays, Sundays and Holidays, the men shall receive overtime for the hours actually worked. On Saturdays, Sundays and Holidays, the men shall receive a minimum of four hours for such call-backs. They may be turned to one or more times without the payment of additional overtime, except where the time exceeds four hours, in which case they will be pedd for the hours actually worked. During such call-back, the men may be required to secure the vessel for sea, but may not be required to do maintenance or repair work. (b) This section shall not apply when men are called back to ssiil the vessel. (c) The duty of men called for the specific purpose of shifting ship sheill be limited to work necessary for shifting, and shall not include maintenance or repeur work. (d) All hands available shall be used for shifting or hauling vessel. (e) When a shift or haul commences at exactly 5 p.m. and the meal hours has been changed from 4 p.nL to 5 p.m. for the entire crew, the crewmembers who are on the vessel and are working would not be entitled to the callback. Those men who have completed their day's work prior to 5 p.m. and were called back, would be entitled to the two-hour call-back. Saturday, Sunday and Holidays Group 1 $7.16 Group 2 ,6.88 Group 3 5.46 with the following exceptions: 1. Cleaning quarters, as outlined in Article HI, Sec­ SECTION 15. GOING ASHORE TO TAKE LINES. tion 19. The practice of putting sailors ashore to handle lines 2. Those duties outlined in Section 6 (d) above. when docking or undocking is to be avoided as far as 3. Docking or undocking, as outlined in Article III, possible. If, however, no other means for handling lines Section 13. is avEiilable, emd sailors are required to catch the lines, 4. Routine work for the safe navigation of the vessel. or let them go, the sailors actually handling the lines (d) If a man standing sea watches on Saturday, Sun­ shall receive five dollars ($5.00) each in each case. This day or Holidays is required to handle explosives, do is to be in addition to overtime, if they are working longshore work, do carpenter work, secure cargo, handle on overtime at that particular moment. mail or baggage, handle stores, use paint spray guns After the ship is properly moored, jmd members of or sand blasting equipment, handle garbage, remove • the Deck Department are required to put out additional soot from the stack, clean bilges or clean up oil spills, lines or single up lines during regular working hours, clean tanks, or such work as defined ih Article IV, Sec­ no additioncd money shall be paid. tion 23, Additional Work, he shall be paid only the rate SECTION 16. SHIPS STORES, (a) Sailors may be as specified in this agreement for that type of work. required to handle stores, both onjthe dock within thirty SECTION 8. QUARTERMASTERS, ABLE SEAMEN feet of ship side and on board ship during their re^ar STANDIl^JG WHEEL WATCH AT SEA. (a) WhUe a hours without payment of overtime. Regular hours are man is eissigned to the wheel at sea and when the ship defined to meams 8 a.m. to 12 noon and from 1 p.m. is using Automatic Steering Equipment, he shall per­ to 5 p.m. Monday through Friday. Stewards' stores form his regularly assigned duties on the bridge and shall be distributed to meat box, chill box, and store­ shall not leave the bridge or paint off stagings, or do rooms by the Deck Department and be stowed by the any work on the outside of the bridge structures and Steward Department employees. shall not do maintenance work and general cleaning on Sailors may be required to use deck gear to bring equipment other than that belonging to the bridges, Engine Departmet supplies aboard but once such sup­ except in the case of emergency. plies are aboard, it shall be the duty of the wipers to Where the wheelman stands a four-hour quarter­ store same, during their regular working hours, with­ master watch, he shall be entitled to thirty (30) minutes out the payment of overtime. coffee-time after standing two hours of such watch. He No overtime shall be claimed by the Deck Department shall be relieved by an unlicensed seaman on watch for the operation of deck machinery to bring ship's sup­ . during his coffeetime period. plies aboard during their regular hours as defined in (b) DECK DEPARTMENT'S DUTIES IN PORT. Article III, Section 16. Quartermasters or any other Unlicensed Personnel in (b) Daily supplies of fresh provisions such as milk, the Deck Department shall stand tank watches and bread and vegetables, shall be brought on by sailors on shall handle valves in connection with the loading or watch, when required to do so, without payment of discharging of cargo or ballast. When vessels are not overtime. loading or discharging, deck Department members shall The thirty (30) feet of ship side applies to daily sup­ stand gangway watches. Quartermasters, shall not be plies. required to chip, scale, sougee or polish brass. When (c) Ship's officers shall determine the number of watches are broken, Deck Department crewmembers sailors to be used in handling ship's stores. shall be required to stand gangway watches. Page 23 July 1972 •_ V-';---W 4 •< .'v.^i • �'ic- (d) The Company reserves the right at any time to use shore gangs to handle stores. It has been agreed between the parties that Section 16 of Article m shall be interpreted to mean that sailors are to handle the deck emd steward stores as outlined but are not re­ quired to handle engine department stores without the payment of overtime. SECTION 17. USING PAINT SPRAY GUNS AND S^l'^i^^l^STING EQUIPS membAu of the crew are i*equired to paiint with spray guns, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. On Watch Mon. through Fri. Group 1 $4.48 Group 2 3.44 Group 3 2.73 Watch Belcw Mon. through Fri. $5.00 4.01 3.57 On Watch Sat., Sun., Holidays $7.16 6.88 5.46 When spray guns, other than small hand type, are be­ ing used for painting, two men shall operate same and both men shall receive overtime, at the applicable rate. The Deck Department Unlicensed Personnel may be required to brush paint all Unlicensed Personnel quarters, washrooms and toilets, other than those be­ longing to the Engine Department, without the pay­ ment of overtime during their regular working hours. They may also be required to paint all enclosed pas­ sageways on the vessel. The licensed officers' quarters, washrooms and toilets, also messrooms, galley. Steward Department store rooms, hospital, slop chest and all enclosed passage­ ways on the Captain's Deck when brush painted, shall be overtime for Deck Department Unlicensed Personnel whether on or off watch. However, notwithstanding the above, if the foregoing mentioned enclosed spaces are spray-painted, then over­ time is payable. The expression "crew quarters" shall be interpreted to include washrooms and toilets. The Radio Operator shall paint and maintain the Radio Shack. Two men shall be used on sand-blasting (^ration and shall be paid in the same manner as when spray guns are used. SECTION 18. GARBAGE. Garbage shall be stowed away from crew's quarters. When members of the Deck Department are required to handle gmbage by hjmd or shovel, they shall be paid by using the varioiis groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. On Watch Mon. through Fri. Watch Below Hon. through Fri. On Watch Sat., Sun, tt Holidays Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 3.57 $7.16 6.88 5.46 SECTION 19. CLEANING QUARTERS. One (1) Ordinary Seaman on duty shall be assigned to clean quiurters and toilets of the Unlicensed Persormel of the Deck Department. Two (2) hours shall be eiUowed for this work betwen the hours of 8:00 a.m. and 12 Noon daUy, both at sea and in port. Sanitary work in crew's quarters shall include wiping off fans. On vessels of 25,000 D.W.T. or over, the Ordinary Seaman shall be allowed four (4) hours deiily for performing this work. SECTION 20. REMOVING SOOT FROM SMOKE STACK. When members of the Deck Department are required to remove soot accumulated inside of the smoke stack, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, De­ partments & Groups, to determine the aplicable rate. On Watch Mon. through Fri. Group 1 $4.48 Group 2 3.44 Group 3 2.73 Watch Below Mon. through Fri. $5.00 4.01 3.57 On Watch Sat., Sun. A HoUdaya $7.16 6.88 5.46 SECTION 21. TANK CLEANING, (a) Wheh crewmembers are required to enter any tank in which water is regularly carried, for the purpose of cleaning or mak­ ing repairs therein, they shall be paid by using the vai-ious groups as defined by the Shipping Rules, Sec­ tion 3, Departments & Groups, to determine the ap­ plicable rate. On Watch Mon. through Fri. Watch Below Mon. through Fri. On Watch Sat., Sun, & Holidays Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 3.57 $7.16 6.88 5.46 (b) When crewmembers are required to enter tanks that have contained animal, vegetable, petroleum oil or creosotes, including bunkers, or molasses or after the use of Butterworth system, for the purpose of cleaning or making repairs therein, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the ap­ plicable rate. On Watch Mon. through Fri. Watch Below and Sat., Sun., Holidays On Watch Sat., Sun. A Holidays Group 1 $7.16 Group 2 4.91 Group 3 3.90 $7.16 6.01 5.50 $7.95 7.80 6.75 This shall also apply to cofferdams which have been fouled through leakage of the above-mentioned cmgoes. (c) When tanks described in (b) above are being cleaned and cleaning has been completed, a bonus of three (3) hours' overtime at the rate of $2.73, $3.44 and $4.48 respectively for those in the three (3) wage brackets shall be paid to each crewmember participating. This bonus will compensate for the clothing allowance and shall be paid only once during each ballast voyage. It is understood that sea boots for tank cleaning will be Page 24 furnished by the Company. While enagaged in tank cleaning, men shall receive no other overtime. The men who are hauling the buckets during tank cleaning operations under this section sheill be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. On Watch Mon. thro Group 1 $4.4 Group 2 3.44 Group 3 2.73 Watch Boiri Men. throus $5.00 4.01 3.57 On Watch Sat., 'SultTTt Hbll'days $7.16 6.8» 5.46 (d) For any work performed in cofferdam or void tank which has not contained water, oil, creosotes, etc., the men required to perform such work shall be pedd by using the various groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. TTie same shall ap^ly to members required to handle or shift butterworthing machines during the butterworth operations or wash tanks from the decks. On Watch Mon. thronsh Fri. Group 1 $4.48 Group 2 3.44 Group 3 2.73 Watch Below Mon. throosh Fri. $5.00 4.01 '3.57 On Watch Sat., Sun. A Holidays $7.16 6.88 5.46 (e) A minimum of three men shall be required for the purpose of shifting butterworthing machines. When butterworthing madiines are in operation one man shall be required to stand by the machines. "The man who is standing by the machines shall do no other work. How­ ever, the other men may be required to perform other work between 8 a.m. and 5 p.m. Monday through Friday. SECTION 22. CLEANING STEERING ENGINE. When sailors on or off watch are required to dean ' steering engine or steering engine bed, they shall be paid overtime for such work. For such work on Saturday, Sunday and Holidays on watch, they shall be paid by using the various groups as defined by the Shipping Rules, Section, 3, Departments & Groups, to determine the applicable rate. Group 1 $7.16 Group 2 6.88 Group 3 5.46 However, sailors may be required to clean and paint steering eng^ine room and grease tiller chains while on watch during straight-time hours without the payment of overtime. SECTION 23. ADDITIONAL WORK, (a) In aU ports, members of the Deck Department may be re­ quired to chip, sougee, scale, prime and paint the vessel over sides. They may also ^nt the crew's messroom, crew's lounge, crew's laundry and such passageways or part of passageways wdiere Unlicensed quarters, heads and showers are located, between 8:00 a.m. and 5:00 p.m., Monday through Friday, without the payment of overtime. (b) Overtime shall be paid when sailors are required, either in port or at sea, to chip, sougee, scale, prime or paint galley, pantry, ssCloon, living quarters, forecastle, lavatories and washrooms, which are not used by the Unlicensed Deck Department. (c) Non-permanent transient or irregular foreign shore labor shall not be employed to perform any of the work in the licensed or unlicensed quarters, store rooms, passageways, galleys and mess rooms, except in those instances where the Company uses established shore labor. Companies on regular trade routes who, prior to June 7, 1954, used established shore labor in foreign ports may continue such practice. (d) At sea or in port, the deck department may be required to sand and varnish all outside rails, storm and screen doors. (e) When no carpenter is carried and members of the Deck Department are required to do carpenter's work, they shsill be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. On Watch Mon. through Fri. Watch Below and Sat., Sun., Holidays On Watch Sat., Sun. A Holidays Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 $7.16 4.01 6.88 3.57 5.46 (f) When any work described above is performed by the Unlicensed Personnel and overtime is payable, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. On Watch Mon. through Fri. Group 1 $4.48 Group 2 3.44 Group 3 2.73 Watch Below Mon. through Fri. $5.00 , 4.01 3.57 On Watch Sat., Sun. A Holidays $7.16 6.88 5.46 SECTION 24. CHAIN LOCKER. Able Seamen only shall be sent into the chain locker to stow chsdn. In - the event the chain locker is located lower than one deck below the windleiss, a suitable signaling system must be installed. The system shall consist of a twoway bell or buzzer or voice tube. This shall only apply when men are sent in the chain locker for the purpose of stowing chain. SECTION 25. WORKING EQUIPMENT. Company agrees to furnish safe working geeir and equipment. SECTION 26. LIBERTY-TYPE VESSELS. On Literty-tjpe vessels unlicensed crew members are re­ quired to clean oil in 'tween decks. They shall be pgid in accordance with cleaning rate in Section 21. SECTION 27. PYRAMIDING OVERTIME. There shall be no duplication or pyramiding of overtime ex­ cept where specifically provided for. ' ARTICU IV ENGINE DEPARTMENT SECTION 1. WAGES. Hre monthly rate of pay for the Unlicensed Personnel in the Engine Department when the perspective ratings are carried, shtdl be as follows: • BATING MONTHty RATB 6/16/72 Q.M.E.D. $858.93 Chief Pumpman 785.73 Second Pumpman/ Engine Maintenance 785.73 Engine Utility 632.65 GUer 562.40 Oiler/Maintenance Utility 604.83 Fireman/Watertender 562.40 Wiper 516.37 Ship's Welder Maintenance 695.60 JlAl-K 6/16/73 BATE 6/16/74 $901.88 825.02 $946.97 866.27 825.02 664.28 590.52 866.27 697.49 620.05 635.07 590.52 542.19 666.82 620.05 569.30 730.38 766.90 SECTION 2. ARRIVALS AND DEPARTURES. Upon vessel's arrival in port as defined in port time clause. Article II, Section 33, overtime shall begin when "fin­ ished with engines" bell is rung. Upon vessel's departure for sea overtime shall be paid up until the first "ahead or astern" bell is rung. SECnON 3. HOURS OF WORK—DAY WORKEI^S. Working hours in port or at sea for all men classified as day workers shall be*from 8 a.m. to 12 noon and 1 p.m. to 5 p.m., Monday through Friday. Any work out­ side these hours or on Saturdays, Sundays and Holidays shall be paid for at the applicable rate, except as pro­ vided in Article II, Section 18. SECTION 4. HOURS OF WORK—WATCH STANDERS. (a) Working hours for watch-standers at sea shall be forty hours per week, Monday through Friday. They shall be paid premium rate for all watches stood on Saturdajrs, Sundays and Holidays. (b) In port any work performed between 5 p.m. and 8 a.m. weekdays and on Saturdays, Sundays and Holi­ days shall be paid for at the applicable overtime rate. SECTION 5. WORKING SPACES. No member of the Unlicensed Personnel of the Ehigine Department other them the pumpman, electrician, wiper, Q.M.E.D. or any other day men, shall be requir^ to wprk outside of the engine spaces without payment of overtime. Engine spaces consist of the fireroom, engine room, ice machine room, tool shop and shaft alley, and steering engine rmxn. For the purpose of routine watdi duties, the en­ gine room spaces shall consist of fireroom, engine room, ice machine room, steering engine room and shaft alley. However they may enter engine room storage for the purpose of securing equipment with which to work and handle stores as provided in Section 18. Ihe pumproom below the top grating shall be con­ sidered as part of the Engine Department spaces. If the sailors are assigned to work in these spaces, they shall be paid overtime, unless specifically provided elsewhere to the contrary. SECTION 6. SETTING WATCHES. Sea watches for men standing donkey watches shall be set at midnight prior to scheduled sailing time. SECTION 7. BREAKING WATCHES. Any part of a watch from midnight until 8 a.m. on day of arrival shall constitute a complete watch. This shall not apply to men who are to stand donkey watch. When such £UTival occurs on Sunday, the premium rate shall -be paid only for bouts actually worked on such watch. SECTION 8. SUPPER RELIEF. At sea or in port the four to eight watch shEill relieve itself for supper. SECTION 9. ELECTRICIANS. If the Company adds an electrician to the Unlicensed Personnel, the Standard work rules for electricians shall apply. SECTION 10. PUMPMAN. The Pumpman's duties shall consist of handling cargo, ballast and tank equip­ ment, including all work necessary for the operation and maintenance of cargo, pipe lines, room heating sys­ tem and all deck machinery, including tank geju* on deck, dogs on watertight doors and ports and life boat davits. He shall not be required to do ordinary engine or fire­ room work, except in line with his regular duties; steam lines cargo lines, etc. If the Pumpman is required to enter the tanks to make repairs to pipe lines or valves after tanks are gas free emd have been cleaned, he sh£ill be paid at the applicable rate. Otherwise, he shall be paid in ac­ cordance with tank cleaning rates. While working in tanks, no other overtime shall be paid. He shall not be required to paint, clean paint, firebrush, chip, scale or do any polishing work without the payment of overtime. Notwithstanding any other provisions in this Agree­ ment, when the Pumpman is required to make repairs in teinks, he shall be paid for such work in accordance with this section. If the tanks are not butterworthed, ventilated eind mucked on dirty oil ships, clothing allowance shall be paid to any member of the Unlicensed Personnel who enters tanks for the purpose of making repairs. The Pumpmen shall receive overtime when required to make installations, renewals or replacement of pipe twelve (12) inches in diameter or over and ten (10) feet long or over in cargo tanks or pipe eight (8) inches or over in diameter and six (6) feet long or over in the It is agreed that in the handling of heavy equip­ ment in the pumproom, such as cargo line valves and pumproom machinery, the Deck Department may be required to perform the rigging and it shall be the duty of the wipers and/or pumpman to hook up and stow away the individual pieces. �1. If > 1!'^ > SECTION 11. MACHINIST/SECOND PUMPMAN AND/OR ENGINE MAINTENANCE. His duUes shall be general maintenance and repair work as directed by the Engineer in charge. He may relieve or assist the Pumpman in all of the Pumpman's duties. He may be required to paint cargo pumps only without overtime, diijHns regular working feoiir& With this -exception he shall not be required to paint, clean paint, wirebrush,* chip, scale, or do any polishing work without the pay­ ment of overtime. None of the Engine Department Unlicensed PtflSflftnel other than the pumpman or machinist/.'Jnd pump­ man may be required to turn steam on or off deck or butterworthing equipment. It shall also be the duties of the Machinist or Machinist/Second Pumpman to grease the steering en­ gine when required during his regular working hours without the payment of overtime. DUTIES ON CLEAN OIL SHIPS. On clean oil ships, the Pumpman and/or Machinist/2nd Pumpman may enter the tanks to make minor repairs without the pay­ ment of the clothing allowance providing it does not take over one (1) hour to complete the job and further providing that the tanks have been butterworthed and ventilated. The above shall apply to the other members of the Unlicensed Personnel who enter the tanks for the same purpose. No clothing allowance shall be paid to men who were not authorized to enter the tanks. When a Fireman-Watertender or Oiler is missing be­ cause a crew member is sick, injured or because a Fireman-Watertender or Oiler missed the ship and none of the Wipers is capable of being promoted to fill the vacancy, then the Engine Maintenance/Second Pump­ man may be placed on Watch. In the event the Engine Maintenance/Second Pumpman is assigned to a watch, no overtime is payable Monday through Friday for standing watch and performing customary watch duties. In no event shall he be required to work more than eight (8) hours without the payment of overtime. Any overtime due Engine Maintenance/Second Pumpnuui shall be paid at his applicable overtime rate. SECTION 12. ENGINE UTILITY, (a) They shall be required to assist Engineers in all Engine Department work. (b) Utilitymen shall be required to have qualifica­ tions as oilers, watertenders and firemen. (c) They may be required to replace any unlicensed member of the Engine Department when said member is sick, injured or missing. It shall be the duty of the Unlicensed Personnel to take cargo samples or temperatures. If the tanks are not butterworthed, ventilated, and mucked on dirty oil ships, clothing allowance shall be paid to any member of the Unlicensed Personnel who enters tanks for the purpose of making repairs. The Union agrees that the Company may replace a Wiper with an Engine Utility. SECTION 13. OILERS ON WATCH—STEAM. (a) They shall perform routine duties, oil main en­ gine (if reciprocating), watch temperatuers, and oil circulation (if turbine), oil auxiliaries, steering engine and ice machine. They sheill pump bilges and tend water where gauges and checks are in the engine room and no watertenders are ceuried. (b) If required to start or blow down evaporator, they shadl be paid one hour at the overtime rate for each operation. When such equipment is placed in opera­ tion, oilers may be required to check the equipment at regular intervals, make necessary adjustments to insure proper and even fiow of condensate and salt water, oil and tend any pump or pumps operated in connection with such equipment without payment of overtime. (e) Oilers shall not be required to do any painting, cleaning paint, wirebrushing, chipping, scaling or pol­ ishing work without payment of overtime. SE(JnON 14. OILERS ON DAY WORK—STEAM. They shall assist the Engineers in maintenance and re­ pair work in engine room, machine shop, shaft alley and store room when located in or .adjacent to the engine room, provided, however, he shall not be required to do any cleaning of boilers, cleaning paint, polishing work, wirebrushing, chipping or scaling. SECmON 15. OILERS—DIESEL AT SEA. (a) They shall make regular rounds on main engines and auxil­ iaries, pump bilges, clean oil strainers and centrifuges, watch oil temperatures and pressures. If required, they shsill drain oil from piston oil tanks every hour and shall pump up water for gravity. They shall be re­ quired to tend small donkey boiler for heating purposes without paynaent of overtime. However, when boiler is being used for heating cargo oil, an allowance of two hours per watch at the overtime rate shall be allowed the oilers. (b), They shall do no cleaning or station work, but shall be required to leave safe working conditions for their relief, provided such work shall not be done when wipers are on duty. SECTION 16. OILERS—DIESELS—IN PORT, (a) In port, oilers shall maintain a regular donkey watch. They shall oil auxilieuries, tend small donkey boiler, and look after entire plant. When cargo is being worked after 5 p.m. and before 8 a.m. Monday through Friday, or on Saturdays, Sundays and Holidaj^, the oilers on watch shall receive the applicable overtime rate and in no event shall they be paid additional overtime because cargo is being worked. (b) Oilers shall not be required to do any painting, cleaning paint, wirebrushing, chipping, scaling or polish­ ing work without the payment of overtime. SECTION 17. FIREMAN-WATERTENDER. (a) They shall be required to watch and tend water, clean burn­ ers, fuel oil strainers, wherever located, drip pans. punch carbon, keep steam, watch fuel oil pressure and temperatures and oil fuel pumps located in the fireroom only. (b) On all watches, they shall clean up excess oil occasioned by changing burners and strainers and shall leave the fireroom in a safe condition when relieved. (c) Fireman-Watertender on watch in port shall be paid overtime for watches stood after 5 p.m. and before 8 a.m., Monday^||»ugh FYiday, and on Saturdays, Sun­ days and Holicla^ at the premium rate. (d) Fireman-Watertender on watch shall not be re­ quired to do any painting, cleaning paint, wirebrushing, chipping, scaling or polishing work without the pay­ ment of overtime. (e) When on donkey watch, Fireman-Watertenders shall be required to keep steam, tend auxiliaries and take care of entire plant without payment of overtime, except as provided in (c) above. (f) When vessel is in port and the entire plant is shut down, the Fireman-Watertender may be placed on day work. His hours then will be the same as those for day workers. His work shall consist of repair and maintenance work in fireroom and engineroom. He shall not be required to do any cleaning of boilers, polishing work, wirebrushing, chipping, scaling. SECTION 18. WIPERS, (a) It shall be routine duties for the Wipers to do general cleaning, including oil spills on deck painting, cleaning paint, wirebrushing, chipping, scaling, sougeeing, polishing work in the Engine Department, including resistor houses, and fanrooms, cleaning and peunting steering engine and steering engine bed, and to take all stores, including standing by on water and fuel oil lines. (b) Wipers shall not be required to paint, chip, sougee or shine bright work in fireroom fidley, except in port. (c)) One (1) Wiper shall be assigned to clean quar­ ters and toilets of the Unlicensed Personnel of the En­ gine Department daily. Two (2) hours shall be allowed for this work between the hours of 8:00 a.m. and 12:00 Noon daily. He shall be allowed two (2) hours for this work on Saturdays, Sundays and Holidays and shall have two (2) hours' overtime. Sanitary work in crew's quarters shall include wiping off fans. On vessels of 25,000 D.W.T. or over, the Wiper shall be allowed four (4) hours daily for performing this work. (d) Wiper may be required to paint unlicensed En­ gine Department crew quarters without payment of overtime during Wiper's regular working hours. (e) Wipers shall be paid overtime for cleaning in firesides and steam drum of boilers. They may be re­ quired to clean tank tops or bilges by hand or when required to paint bilges. However, cleaning bilge strain­ ers, cleaning away sticks or rags shall be considered part of a Wiper^s duties and shall be done without payment of overtime. (g) It shall be the duty of the Wiper to assist the Engineers in blowing tubes. The Wiper shall eissist the Engineers in putting XZIT, and similar preparations, and boiler compounds in the boiler. When the Wiper is required to assist in blowing tubes Monday through Friday, they shall then also be used iSaturdays, Sun­ days, and Holidays. (h) Wiper may be required to assist in repair work, but he shall not be assigned to a repair job by himself without the payment of overtime. This is not to in­ clude dismantling equipment in connection with clean­ ing; such as, grease extractors, bilge strainers and evaporators, etc. (i) Wiper shall be required to pump up galley fuel tank during straight time hours without the payment of overtime. (j) While vessels are transiting the Panama or Suez Canal, one (1) Wiper shall be assigned to trim ventilators to insure breeze for men below, regardless of whether it is outside of their regular working hours or not. When the Wiper performs this work outside of his regular working hours, overtime will be allowed. (k) Skimming hot wells and cleaning grease ex­ tractors shall be done by the Wiper as part of his regular duties without the payment of overtime. (1) It shall be the duty of the Wiper to pull ice and deliver it to the icebox door without the payment of overtime. Wipers shzdl also remove ice cubes from ice cube machines when such machines are located in engine room spaces. (m) Wipers, under proper supervision, may be re­ quired to paint the outside of electric motors and generators. (n) It shall be the duty of the Wipers to handle engine room stores on the ship or from barges, or on the dock within thirty feet (30') from ship-side in Ws regular working hours without the payment of over­ time. (Sailors shall be required to operate deck gear in the handling of such stores «is is necessary.) SECTION 19. TANK CLEANING (a) When crewmembers are required to enter any tank in which water is regularly carried, for the pur­ pose of cleaning or making repairs therein, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. On Watch Mon. thTonirh Fri. Watch Below Mon. thronsh Fri. On Watch Sat., Sun., Holidays Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 3.57 $7.16 6.88 5.46 (b) When crewmembers are required to enter tanks that have contained animal, vegetable, petroleum oil or creosotes, including bunkers or molasses or after the use of Butte worth system, for the purpose of cleaning or making repairs therein, they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. On Watch Mon. thronsh Fri, Group 1 $7.16 Group 2 4.91 Group 3 3.90 Watch Below On Watch Sat., Son., Holidays Sat., Sun., Holidays $7.16 6.01 5.50 $7.95 ' 7.80 6.75 This shall also apply to cofferdams whidi have been fouled through leakage of the above-mentioned cargoes. (c) When tanks described in (b) above are being cleaned and cleaning has been completed, a bonus of three (3 hours' overtime at the rate of $2.73, $3.44 and $4.48 respectively for those in the three (3) wage brackets shall be paid to each crewmember partici­ pating. This bonus will compensate for the clothing allowance and shall be paid only once during each ballast voyage. It is understood that sea boots for teuik cleaning will be furnished by the company. While engaged in tank cleaning, men shall receive no other overtime. The men who are hauling the buckets during tank cleaning operations under this section shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. On Watch Hon. throuKh Fri. Watch Below Mon. throuKh Fri. On Watch Sat., Sun., Holidays Group 1 $4.48 (Jroup 2 3.44 Group 3 2.73 $5.00 4.01 3.57 $7.16 6.88 5.46 (d) For any work performed in cofferdam or void tank which has not contained water, oil creosotes, etc., the men required to perform such work shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. The same shall apply to members required to handle or shift butterworthing machines during the butterworth operations or wash tanks from the decks. On Watch Mon. thTougrh Fri. Group 1 $4.48 Group 2 3.44 Group 3 2.73 Watch Below Mon. throueh Fri. $5.00 4.01 3.57 On Watch Sat., Sun., HoUdays $7.16 6.88 5.46 (e) A minimum of three men shall be required for the purpose of shifting butterworthing machines. When butterworthing machines are in operation one man shall be required to stand by the machines. The man who is standing by the machines shall do no other work. How­ ever, the other man may be required to perform other work between 8 a.m. and 5 p.m. Monday through Friday. ^ SE(5TION 20. USING PAINT SPRAY GUNS AND SAND BLASTING EQUIPMENT. When members of the crew are required to paint with spray guns, they shall be paid by using the various groups as defiened by the Shipping Rules, Section, 3, Departments and Groups, to determine the applicable rate. On Watch Mon. throuirh Fri. Watch Below Mon. through Fri. On Watch Sat., Sun., Holidays Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 3.57 $6.88 6.88 5.46 When spray guns, other than small hand type, are being used for painting, two men shall operate same and both men shall receive overtime, at the applicable rate. Two men shall be used on sand-blasting operation and shall be paid in the same manner as when pray guns are used. SECTION 21. VESSELS OTHER THAN THOSE OPERATED AT PRESENT. It is understood that this agreement is designed to cover tankers. In the event the Company secures a type vessel other than the type herein stated, the Company and the Union sheill meet immediately to negotiate provisions to meet the new conditions. SECTION 22. CARBON TETRACHLORIDE. When­ ever carbon tetrachloride is required to be used by an Unlicensed member of the Engine Department for cleaning purposes, they shall be paid by using the various groups as defined by the Shipping Rules, Sec­ tion 3, Departments and Groups, to determine the applacable rate. On Watch Mon. throuffb Fri. Watch Below Mon. through Fri. Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 3.57 On Watch Sat., Sun., Holidays $6.88 6.88 5.46 SECJnON 23. ENTERING CASINGS ON MOTOR VESSELS. Members of the Unlicensed Personnel of the Engine Department on motor vessels, when re­ quired to enter the casings for the purpose of cleaning or sealing, shall be paid the tank cleaning rate. SECTION 24. OILER/MAINTENANCE UTILITY. (1) The Oiler-shall be related to Oiler/Maintenance Utility. (2) He shall be required to have the qualifications of Firemen, Oiler and Watertender. (3) He shall be classed as a watch stander and shall perform the routine duties and maintenance of the Oiler and Fireman-Watertender stated in Article IV, Sections 13, 14 and 17, Standard Tanker Agreement. (4 Maintenance overtime shall be divided as equally as possible between men of this rating. SECTION 25. SHIP'S WELDER/MAINTENANCE MAN. (a) The Ship's Welder-Meuntenance Man shall be classed as day worker in the Engine Department. (b) He shall be required to so do burning, welding, maintenance and repair work anywhere on the vessel as directed by the Chief Engineer. (c) He shall be required to have qualifications as Fireman, Oiler and Watertender. (d) He shall not replace any member of the Un- �Il lu lr licensed personnel except when such member is missing or unable to perform his reguleu* duties due to illness or injury. (e) He shall not be required to do generzil clean­ ing, painting, cleaning paint, polishing work, wirebrushing, chipping or scaling except in the course of burning, welding, maintenance and repair work. (f) He shall receive the contractual rate for speci­ fied work such as tank cleaning, cleaning bilges, using paint spray guns, etc. sui^r meals. Scrub galley after the sui^r meal with the assistance of a General Utility. Prepare night lunches and cooked salads. 4. Saloon Mess 6:30 a.m.- 9:30 ajn. 10:30 ajn.- 1:00 pjn. 4:00 pjn.- 6:30 p.m. Prepare salads except cooked, emd all cold drinks used by him. Draw supplies as needed. 5. Crew Mess 6:30 ajn.- 9:30 ajn. 10:30 ajn.- 1:00 4:00 pjn.- 6:30plm. SECTION 26. QUALIFIED MEMBER OF THE EN­ Prepare salads except cooked salads. GINE DEPARTMENT. (1) The qualified member of 6. Utility 6:30 ajn.- 9:30 a.m. the Engine Department shall perform all work assigned 10:30 ajn.- 1:00 pjn. to him in the Engine Department by the Engineer in 4:00 p.m.- 6:30pjn. charge. On vessels carrying Utilities, the Chief Steward shall 1. The duties of the Qualified Members of the Engine- - assign their duties. Department (Q.M.E.D.s) shall be all work neces­ VESSELS CARRYING PASSENGERS sary for the continuance of the operaticHi of the 1. When passengers are on board, the passengers' Engine Department. utilities working hours shall be the same as the mess(2) He shall perform maintenance and repairs man. throughout the vessel under the direction of the En­ 2. In all ports the Cock and Baker shall work on gineer in diarge. a schedule between 6 a.m. and 6 pjn. as set f(»*th by (3) If he is a day worker, he may be required to the Steward. replace a missing watch-stander. When meal hours are changed for Deck and Engine (4) He may be required to take rai fuel and water Departments in accxirdance with Aticle n, Secrticm 44, and to take soundings as directed by the Engineer in the Steward Department's working hours may be charge. changed accordingly provided, however, that they be (5) When no Ship's Welder-Maintenance is carried given 2 hours' notice prior to the time necessary to he may, if qualified, be required to bum and weld. prepare meals. (6 He may be required to assist in any work 3. Two dollars and fifty c%nts per day, for each necessary for the operation of reefer equiixnent and passenger over 6 passengers shall be paid on these containers, including the taking of temepratures. vessels when f rcnn 7 to 12 are cxurried. These mcmies (7) He shall not be required to chip, paint, or shaU be divided among the members of the Steward sougee except where such work is incidental to a Department who perform the work or, at the Compartys specific repair job. opticHi an additional Passenger Ut^tyman may be carried. SECTION 27. PYRAMIDING OVERTIME. There 4. When the vessel ccnnmences a voyage vnthout shall be no duplication or pyramiding of overtime where passengers, and without a Passenger Utilityman and is specificeilly provided for. marmed in acxxrrdruice with this section and passengers ar« taken aboard at a foreign poii, $2.50 per day per ARTICLE V passenger shall be paid and divided amcmg members of the Steward Department who perform this wcH-k. STEWARD DEPARTMENT 5. When $2.50 per day per passenger is being paid SECTION 1. WAGES. The monthly rate of pay for to members of the Steward Department, there shall be the Unlicensed Persoimel in the Steward Department, no division of wages as outlined in Articde V, Secticxi 7, when the respective ratings are carried, shaU be as because of the absencre of this member in the Steward Department. follows: When the compcuiy rec:eives no cx)mpensatic»i fear a Monthly MonUily Monthly Rate Bate Bate minor child then the $2.50 per day shall not be ajqrliBBUBK G/16/72 6/16/73 6/16/74 cxible. Cbiet Steward (25,500 D.W.T. or over) 781.71 820.80 861.84 If the $2.50 per passenger per day is being paid in Chief Steward lieu of increasing the Steward Department personnel (under 25,500 D.W.T.) 752.52 790.15 829.66 Steward Cook 796.22 836.03 877.83 and a passenger boards or leaves a vessel befca-e the Chief Cook 675.49 709.26 744.72 serving of any erf the three meals, at the beginning or Cook and Baker 659.54 692.52 727.15 Third Cook 585.03 614.28 644.99 termination of suck passenger's voyage, the rate of Assistant Cook 585.03 614.28 644.99 $2.50 prescribed herein shaU lie reduced in the amount Messman 431.11 452.67 475.30. Utilityman 431.11 452.67 475.30 of $.84 for each meal missed. On vessels cmrying extra men who are served as SECTION 2. MINIMUM OVER'nME. At sea, when any member of the Steward Department is called out crew, determination of the method erf remuneration to the Steward Department wiU be made prior to the to work between the hours of 7:30 p.m., and 5:30 ajn., vessel's departure. a minimum of 2 hours overtime shall be paid. SECTION 3. NUMBER OF HOURS. No member of the Steward Depeurtment shall be required to woric more than eight hours in emy one day without payment of overtime. All work performed at sea on Saturdays, Sundays and Holidays shall be paid for at the premium rate except as provided in Article H, Section 18. SECTION 4. WORKING HOURS, (a) Stewardeight hours between the hours of 6:30 a.m. and 6:30 p.m. Chief Cook—eight hours between the hours of 6:30 a.m. and 6:.30 p.m. Cook and Baker—either 6 a.m. to 12 noon and 4 p.m. to 6 p.m. or 2 a.m. to 10 a.m., at the company's option. At any rate, he shall receive the same 5 to 8 overtime as the Chief Cook in port. Messman—0:30 a.m. to 9:30 a.m.; 10:30 a.m. to 1:00 p.m.; and 4 p.m. to 6:30 p.m. Steward-Uta.—7 a.m. to 1 p.m. and 5 p.m. to 6 pjn. (b) IN PORT WHEN FEEDING. Working hours for members of the Steward Department in when feed­ ing shaH be outlined above. They shaU be paid overtime for all work performed outside their regular hours, after 5 p.m. and before 8 a.m. weekdays and on Saturdays, Sundays and Holidays, at the premium rate. SECTION 5. MANNING SCALE, (a) It is agreed and understood that the present manning scale carried on the Company's vessel shall not be changed unless such changes are mutually agreed to by both the Unkm and the Ccanpany. On all vessels not listed in this agreement MANNING shall be in accordance with that negotiated between the UNION and the COMPANY. The Union agrees that when it is unable to supply the Company a ITiird Cook with the prc^r endcH'sement, it will then substitute a Galley Utilityman in which event the replacement shall receive Galley Utilityman's wages. (b) On automated and semi-aut(»nated vessels the hours emd duties shall be as follows:. HOURS AND DUTIES 1. The Chief Steward or Steward-Cook shall super­ vise the Steward Department, 8 hours, between 6:30 a.m. and 6:30 p.m. 2. Chief Cook 7:30 a.m.-12:45 p.m. 3:30 p.m.- 6:15 p.m. Additional duties of the Chief Cook shall be to assist Cbok and Baker during rush period at breakfast and keep utensils used by him clean. The Chief Cbok shall receive the same port time overtime hours as the Chief Steward. 3. Cook and Baker 6:00 a.m.- 9:30 a.m. 11:00 a.m.- 1:00 p.m. 4:00 p.m.- 6:30 p.m. Additional duties of Cook and Baker shall be to pre­ pare, cook and serve all vegetables for dinner and SECnON 6. FULL COMPLEMENT, (a) A full complement of the Steward Department shaU be main­ tained when the vessel is feeding. This shaU not ai^y when a skelton crew is aboard. (b) When a skelton crew is aboard and the ship is feeding, a minimum of five men shaU be maintained in the Steward Department. SECTION 7. WORKING DUE TO ABSENT MEM­ BERS. (a) When a vessel is in a continental United States port and a member of the Steward Department is missing, the men who do the missing man's work shaU be paid overtime for acrfual time worked over their normal eight hours. (b) If a vessel sails without the fuU c»mplement in the Steward Department as required by this agree­ ment, then the men who do the missing men's work wiU receive, in addition to a division of wag^ of the missing men, the overtime that missing men would normally have made on Saturdays, Sundays and Holidays. (c) While on a voyage and a member of the Steward Department beccanes ill or is injured and remains aboard the vessel, the men who do his work shaU receive a division of pay but thqy shaU not re­ ceive any overtime for doing this wcark. SECTION 8. ROUTINE WORK, (a) The regular routine duties laid out below shaU be cxuried out within the scheduled working hours as specified above, and it shall be the duty of the Steward Depaitm^t to orga­ nize its work so that it is acxx>mplished within the eight hours per day as scheduled in this agreement. Routine duties of the Steward Department shall be to prepare and serve the meals. They shaU also cdean and maintain, including spot sougeeting and polishing bright work the quarters of the Licensed Perscmnel, the Radio OfiScer, the Purser, Passengers, and the ship's oMce, all dining rcrams, messrcxnns, washroams, galley and pantry. They shall sort and cnill fruit and vegetables. Unless otherwise specified in this agreemoit, no over­ time applies to the above routine work. (b) At sea, the Utility, if assigned to the daily cleaning of the radio shack, shall receive not more than 3 hours overtime per week at the overtime rate. (c) It shaU be routine duties for the Steward Utility to count and bag linen, work in storerooms, linoi Icxkers, toilets and Steward Department passageways and do general cleaning within his 8 hours as directed by the Steward. SECTION 9. HANDLING STORES. Monbers of the Steward Department shall not be reciuired to carry any stores or linen to or from the dock, but when stores or linen are delivered at the stweroom doors, meat or chill box-dcmrs. Steward Department men shall place same in their respective places and they shall be paid by using th^ various groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. ' After S:Mii.w.ud Before 8 MOB. tkroBsh Fri. Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 •3,57 Dmiiu Work Hoon Sst., SBB., HoUdsy* $6.88 6.88 5.46 However, daily provisions such as fresh vegetables, fruit, milk, or bread shall be stored by messmen and/or utilitymen when placed aboard without the payment erf overtime, provided suck work is dcme within their pre­ scribed working hours. SECTION 10. RECEIVING STORES. The Steward shaU be solely respcmsible for checking and receiving of voyage stores and linens, and he shafi not delegate this respcHisibiUty to another member of the Steward De­ partment. He shall be required to go cm the dock to check stores and linens without the paymcmt of over­ time during his regular hours. SECTION 11. LATE MEALS. When members of the Steward Department are required to serve late meals, due to the failure of officers or crew to eat with­ in the prescribed time, the members of the Steward Department actually required to stand by to prepare and serve tbe late meals shall be paid the applicable rate. SECTION 12. SHIFTING MEALS. When meal hours are extended for any reason and any of the Un­ licensed Perscmnel are unable to eat within the regular prescribed time, all members of the Steward Depart­ ment rec]uired to stand by to pr^[>are and serve the meals shall be paid at the appUcuble rate from the time the meal is extended. As muck notice as possible shaU be given the Steward Department when meal hours are to be shifted SECTION 13. EXTRA MEALS, (a) When meals are served to other than regular members of the crew and/or Pilot, $.50 per meal shall be paid. This is to be divided amcmg the monbers of the department actu­ ally engaged in preparing and serving the meals. (b) When food is prepared for persons wko do not require the service of messroom, two hours overtime per meal shaU be paid for the first group of six persons or fraction thereof, and one hour overtime for each four additional persons or fraction thereof. This money is to be eqmtUy divided among the galley force. (c) No extra meals are to be served without the authority of the Master or Officer in ckcuge of the vesseL (d) The provisions of paragraik (a) shall not re­ quire the payment of any additional amount to mem­ bers of the Steward Department for serving meals to Conqmny ofifickils, or Government oflSdals assigned to the ship on ship's business. SECTION 14. EXTRA PERSONS SLEEPING ABOARD. When perscms other than regular crewmembers, passengers, pilot or a Company representa­ tive sleep aboard, the member of the Steward Depart­ ment who takes cxue of the rocxn shall be paid one (1) hour's overtime per day. Ikis does not apply when a ship carries the required complement to accommodate passengers, and the number of extra persons aboard does not exceed the full complonent of passengers allowed. SECTION 15. SERVING MEALS OUTSIDE OF MESSROOMS. When any member of the Steward De­ partment is required to serve anyone outside of their respective messrooms for any reason, he shall be paid at the applicable rate for them required. However, meals be served on the bridge to the Master and/or PUot without the payment of overtime whenever it is necessary for the Master and/or Pilot to be on the Ixidge for the safety of the ship. The Captain's ol9c% or statonent shall not be classified as the Ixidge of the ship. This section shall not be c»nstrued to apply to passengers or ship's personnel served during regu­ lar working hours cm account of illness. SECTION 16. MIDNIGHT MEALS AND NIGHT LUNCHES, (a) Members of tbe Steward Department actually engaged in serving hot lunches at midnight are to be allowed three hours' overtime for preparing and serving same. (b) When not more than the equivalent of one department is served at 9 pjn. or at 3 ajn. night lunch, one cook shall be turned out to perform this work. When from one rix to ten men are served, one cxx>k and one messman shall perform this work. When more than ten men are served, one ccxk and two messmen shall perform this work. (c) Wlien m^ds are not provided as specified in Article n, Secrfion 43, above, the number of the Stew­ ard Department who would normally be broken out to prepare such meals shall be paid the overtime specified in paragraph (a) above, at the overtime rate. SECTION 17. CLEANING MEAT AND CHILL BOXES. (a>- Monbers of the Steward Department shall be assigned by the Steward to cdean meat and ckill boxes and shall be pmd at the iqiplicable rate for time the work is performed. Boxes shall not be cleaned without the exi»ress authorization of the Chief Steward. (b) Keeinng the meat and ckill boxes neat and orderly at all times, such as cleaning out paper wrap­ pings,, crates, etc., within regular working hours is not to be considered overtime. SECTION IR MAKING ICE CREAM. When a member of the Steward Department is required to make ice cream he shaU be paid at the aiq>licable rate for the time required to make the ice cream. �SECTION 19. MAKING ICE. On .ships where ice machines are carried, members of the Steward Depart­ ment will not required to make or pull ice, but they will distribute the ice once it is pulled. On ships where ice machines are not carried, and members of the Steward Department are required to make ice, over­ time shall be paid for such work performed. This does not apply to making ice cubes in small refrigerators or ice cube machines in messrooms, pantries or galleys. SECTION 20. OVERTIME FOR BUTCHERING. When carcass beef, eighths or larger, is carried, the man required to butcher this beef shall be paid a mini­ mum of 6 hours overtime weekly for butchering. This shall not apply when a butcher is carried. SECTION 21. SHORE BREAD, (a) The Com­ pany shall furnish bread from ashore in all continental U.S. ports. When bread is not furnished in continental U.S. ports within 24 hours, excluding Sundays emd Holi­ days, the cooks shall be required to make the bread and will be paid three hours' overtime for each batch of bread baked. (b) When a new Baker is employed he may be re­ quired to bake during regular working hours without the payment of overtime. SECTION 22. SOUGEEING. When members of the Steward Departmen are required to sougee, overtime shall be paid for the actual number of hours worked. Spotting shall not be construed as sougeeing. SECTION 23. CHIPPING, SCALING AND PAINT­ ING. Members of the Steward Department shall not be required to chip, scale or paint. SECTION 24. DUMPING GARBAGE.^ No member of the Steward Department shall be require to go on dock for the purpose of dumping garbage. SECTION 25. OIL STOVES. Members of the Steward Department shall not be required to pump oil for the galley range. FURTHER RULES APPLICABLE TO TANKERS IN THE GRAIN TRADE 1. When a tanker is put into the grain trade the crew shall be under the Freightship working rules from the time they commence loading grain until such time as they arrive at an oil cargo loading berth, they shall then revert to the tanker working rules. It is understood, however, that they shall at all times remain under the tanker wage scale. 2. It has been agreed that the deck department can teike the ship's evacuators from the cargo hold or shel­ ter desk store rooms, wherever they may be stored, and place then in position on deck where they are required for loading or discharging. In cases where it is necessary to take the cyclone (heads) off these machines in order to store them, it has been agreed that the pumpmen will take out the bolts, nuts £md etc., and that the deck department SECTION 26. DAY WORK, (a) When the ship is not feeding and members of the Steward Depart­ ment are on day work, the hours shall be from 8 a.m. to 12 noon and 1 p.m. to 5 p.m. (b) When members of the Steward Department are on day work they may be required to work in store rooms, linen lockers, toilets, passageways, handle stores and linen placed aboard ship, and do general cleaning without the payment of overtime. (c) When members of the Steward Depai'tment are on day work, all hands shall be allowed fifteen minutes for coffee at 10 a.m. and 3 p.m., or at a convenient time near these hours. (d) When the Steward Department is on day work and the ship is not feeding, the men shall receive one full hour from 12 noon until 1 p.m. for lunch. This hour may be varied but such variation shall not exceed one hour either way, provided that one unbroken hour shall be allowed at all times for dinner or supper when men are on day work. If one unbroken hour is not given, the men involved shall receive one hour's overtime in lieu thereof. SECTION 27. GALLEY GEAR. The Company shall furnish all tools for the galley including knives for the cooks. SECnON 28. APRONS AND UNIFORMS. White caps, aprons, and coats worn by the Steward Depart­ ment shall be furnished and laundered by the Company and white trousers worn by the galley force shall be laundered by the Company. SECTION 29. ENTERING ENGINEROOM AND FIREROOM. Members of the Steward Department shall not be required to entire the engine or fire room, except as may be required by Article H, Section 18. SECTION 30. WORK NOT SPECIFIED. Any work performed by the Steward Department that is not specifically defined in this agreement shoU be paid for at the regular overtime rate. would lift off the heads and store the machines, and in the same manner when the machines are being taken out of storage and placed on deck, the deck depart­ ment will lift the head onto the machine and the pump­ men will in turn secure the bolts, nuts, etc. Ibe above described work may be done during regular working hours by the watch on deck without the payment of overtime. (b) When shoreside evacuators are to be used, and the crewmanbers are required to service or handle same they shall be paid by using the various groups as defined by the Shipping Rules, Section 3, Departments & Groups, to determine the applicable rate. On Watch Sloik. throagh Fri. Watch B^ow Mon. thronsh Fri. On Watch Sat., Snn. & Holidays Group 1 $4.48 Group 2 3.44 Group 3 2.73 $5.00 4.01 3.57 $7.16 6.88 5.46 ARTICLE VI OTHER PROVISIONS SECTION 1. Vessels Sales and Transfers. Prior to any vessel contracted to the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, being disposed of in any fashion, including but not limited to sale, scrap, transfer, charter, etc., ninety (90) days notification in writing must be sent to Union Headquarters, 675 Fourth Avenue, Brooklyn, New York 11232. SECTION 2. It is agreed that any zigreements that are presently in effect covering War Risk Insurance and Area Bonuses be continued as is with no change. In addition, any and all addendums, supplementary agreements and/or memorandums of understanding, the contents of which have not been incorporated into this collective bargaining agreement shall be continued in effect and if modified, as so modified shall be incor­ porated into and made a part of this collective bargain­ ing agreement. SECTION 3. It is agreed that for purposes of con­ struction of this Agreement, wherever the masculine gender is used, it shall include the feminine gender. ARTICLE VII EFFECTIVE DATES •nie effective date of this Agreement shall be at 12:01 a.m., June 16, 1972, and the effective dates so to aU other changes sheiU be the dates provided in the memo­ randums of understanding which have been incorpor­ ated into and made a part of this collective bargaining agreement. ARTICLE VIII TERMINATION The termination date of this collective bargaining agreement shall be June 15,1975. 4. Cleaning tanks where grain has been carried. When men are required to sweep up grain and remove it from the tanks or wash the tanks down with a hand hose, his shaU be considered the same as cleaning holds and the hold cleaning rate shall be paid as per the Frpightship Agreement, however, the butterworthing machines are used and the tanks are cleared and mucked, men performing this work shall be paid at the tank clearing rate. 5. During regular working hours it shall be the duty of the deck department to set up and shift the ship's evacuators including attaching the first section of suc­ tion pipe and to do any rigging necessary for operation and repairs. However, hooking up additional sections of suction pipe, shifting suction lines or going into the tanks to hOok up or tmplug suction lines shall be con­ sidered longshore work and shall be paid for at the longshore rate. SlU STEWARD DEPARTMENT WORKING RULES Pi. FOR THE SEAFARERS INTERNA-nONAL UNION OF NORTH AMERICA Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO In order to insure continued harmony and efficiency in the steward depsu-tment, this outline of duties is sub­ mitted as a guide for the Steward and his Department. It is not intended to conflict with or supercede our agreement, nor is it intended in any way to limit the chief steward's authority. Duties of Steward: Eight hours between the hours of 6:30 a.m. and 6:30 p.m. The steward shall have the full authority of making any changes and adjustment of this work, according to the circumstances or conditions that may arise, wd the Union demands that each member cooperate in carry­ ing out his assignment as a condition of our contract. It shall be left up to the steward's good judgment, who wil bear in mind that the results are always the deter­ mining factor, in better service, maintenance and greater economy. He Shall coordinate the work of his department in the different classes so that hone of his men will be taxed unfairly or beyond their capacity. He shall have free access to all parts of the vessel, where the function of his- department is necessary. When settling differences he should make every effort to settle them satisfactorily for all concerned. His employees are entitled to private interviews when brought to task. This will improve the harmonious relationship now ex­ isting aboard ships. The regular duties of the steward shall be to supervise-all work of the steward depart­ ment, including the supervision of preparing and serv­ ing all meals: he is responsible for the receiving and issuance of all stores,inspection of work, preparing requisitions, taiking inventory of stock, authorizing, checking and recording overtime, conforming with the agreement in distribution of extra meals to each man individually, issuance of linen and soaps to the crew and officers on the days designated with the help of the steward utility. He shall see to it that the SIU feeding system and list of instructions, as set forth by headquarters and its representatives, shall be followed and he will be held accountable for its application aboard ship. When ordering replacements for entry ratings, tlie steward should specify a definite entry rating. The dis- July 1972 p)atcher should be instructed to call the job as specified for the patricular entry rating involv^. The chief steward shall set up a schedule for mem­ bers of the department to keep the steweu-d department quEurters clean. Upon two hours notice, members of the steward de­ partment shall be required to assist the steward in tak­ ing voyage stores. The steward will designate the num­ ber of men necessary for storing. He shall prepare all menus and control all keys. He shall see that all quarters under his jurisdiction are celaned properly, that meals are served on time, au­ thorize the cleaning of edl refrigerated storage boxes. He may assist when there is a shortage of help in his department, he may also do any work he may deem necessary for the efficient operation of his department. Duties of the CJiief Cook: Eight hours between the hours of 6:30 a.m. and 6:30' p.m. The chief cook is in charge of the galley. He shall do the butchering, cook roasts, soups, gravies and sauces; direct the preparation and serving of all food, including night lunches, assist the chief steward in preparation of the menus when required. He shall work under the supervision of the chief steward and shall receive stores when necessary and assist in the proper storage of same. As directed by the steward, he shall assist in taking inventory of galley stores and ^ley equipment; also report to the steward any repairs and replacing of all equipment. He shall render all fats, he shall be responsible for the general cleanliness of the galley and its equipment. He shall keep the meat box in an orderly condition. Duties of the Cook and Baker: Eight hours in all ports and at sea, as the steward may direct, between the hours of 6:00 a.m. to 6:00 p.m. He shall work under the direction of the chief cook; he shall do the necessary cooking, baking, breads, pies, cakes, puddings, pastries, hot cakes and all flour work, cook cereeils, stewed fruits, assist with cooking and serv­ ing meals, and when required, he shall at 6:00 a.m. start the preparation of all meats left out by the chief cook except when the cook and baker is on day work. He shall be responsible for cooking and serving break­ fast. He shall slice, prepare and .serve all breakfast meats and assist in the preparation and serving of all meals while on day work. He shall assist in the general cleaning and upkeep of the galley and equipment. On Liberty ships where there is no galleyman, he shall do the third cook's duties between 9:00 a.m. to 10:00 a.m. Duties of the Second Cook: 7:00 a.m. to 1:00 p.m.—4:(X) p.m. to 6:00 p.m. The second cook shall work under the direction of the chief cook and the cook and baker. He shall cook eill vegetables and assist in preparing for the cooking and serving of all meals, prepeure all cooked salads, emd shall zissist the night cook and baker with breakfast to order. He shall prepare all night lunches. He shaU assist in the gener£il cleaning and upkeep of the galley and equip­ ment, sort and cull perishable fruits and vegetables, with the galleyman, as required. Duties of the Third Cook: 7:00 a.m. to 1:00 pjn.—4:00 p.m. to 6:00 p.m. The third cook shall work under the direction of the chief cook and other cooks. He shall prepare and cook all vegetables, keep a sufficient amount of onions, car­ rots, etc., avtulable for use, sort and cull perishable vegetables and fruits, with the galleyman, as required. Keep refrigerated space neat and orderly, and dear out paper wrappings, crates, etc. Draw necessary linen for galley in exchange for soiled linens, assist in the general cleaning of galley and equipment, return un­ used and leftover food to the refrigerator when neces­ sary. When no galley utility is carried, he shall per­ form the work of the galley utility, and his working hours shall be 6:30 a.m. to 9:00 a.m., 10:00 a.m. to 1:00 p.m., 4:00 p.m. to 6:30 p.m. Duties of the Galley Utility: 6:30 a.m. to 10:00 a.m.—11:00 a.m. to 1:00 p.m.—4:00 p.m. to 6:30 p.m. The galley utility shall work under the direction of all cooks; he shall clean the galley emd edl utensils, peel potatoes, and vegetables, cull perishable vegetables and fruits with the third cook or second cook, and keep re­ frigerated spaces neat and orderly, clearing out paper wrappings, crates, so forth; empty and scrub garbage pails. After each meal, scrub galley deck. He shdl assist chief cook in drawing daily meats from meat box, when r^uired. Each morning after breakfast draw stores as directed, including linen. Clean between deck, passage­ ways, outside refrigerator boxes and stairway leading to the main deck. Light fires when prescribed. Page 27 �Duties of the Passenger Utility: 6:30 a.m. to 9:30 a.m.—10:30 a.m. to 1:00 p.m.—4:00 p.m. to 6:30 p.m. When passengers are aboard, the passenger utility shall make and clean the passenger rooms each morn­ ing. He shall be responsible mostly for the caring of and services to passengers, as the chief steward may direct, clean passenger lounges and smoking room. He may be required to assist steward in receiving and dis­ embarking passengers. When six or less passengers are carried he is to serve them breakfast. He is to serve lunch and dinner at all times and when over six pas­ sengers are carried he will work in conduction with the saloon and pantry messmeh, as the steward may direct. Duties of the Saloon Messman: 6:30 a.m. to 9:30 a.m.—10:30 a.m. to 1:00 p.m.—4:00 p.m. to 6:30 p.m. The saloon messman sheill be responsible for the serv­ ing of the three meals daily to the captain and oflScers; he shall eilso assist in serving all meals to passengers. However, the saloon messman and saloon utility are solely responsible for preparing and serving breakfast when more than six passengers are carried. He shall be responsible for the clejuiliness of the saloon, condi­ ments, etc., polish silver and clean port boxes and glasses, mop the saloon each morning after breakfast and sweep after each meal, and clean fans in saloon. Draw £ill linen to be used in the saloon and be responsi­ ble for the setting of all tables for service. Spot sougee when necessary. Duties of the Saloon Utility. 6:30 a.m. to 9:30 a.m.—10:30 a.m. to 1:00 p.m.—4:00 p.m. to 6:30 p.m. The saloon pantryman shall be responsible for the pantry and the refrigerator and fruits and all needed stores for the officers and passenger service. He is re­ sponsible for the preparation of salads (except cooked salads) under the direction of the steward. Keep pantry and utensUs, bootlegs, steamtables, crockery and pans used by him, cleaned after each meal. Dish out food at service. Make coffee at each meal and morning (coffee time) before retiring. Empty and scrub garbage pail after each meal, work jointly with saloon messman and passenger's utility in_ preparation and serving at • all times. He may be required to assist in serving break­ fast with saloon messman when more than six pas­ sengers are carried. Spot sougee when necessary. Duties of the Oew Messman: 6:30 a.m. to 9:30 a.m.—10:30 ajn. to 1:00 p.m.—4:00 p.m. to 6:30 p.m. The crew messman is in charge of the crew messroom; responsible for silverware and glasses, condi­ ments, and serving three meals a day. Provide milk, (2) The chief steward is to issue all daily stores box cereals, butter, bread, cold drinks, and needed when practicable and must control all keys. Storerooms supplies; scrub the deck each morning before retiring. and ice boxes are to be kept locked at all times. Clean messroom refrigerator, tables £ind chairs and spot (3) Maximum sanitary and orderly conditions must sougee when needed. Assist the pantryman with salads. be observed in all steward department facilities such as Place night lunches in proper places. Leave out a few galley, messrooms, storerooms, etc. No smoking in the cups and spoons after each meal. He shall check that galley at any time. No smoking by any steward per­ there are necessary stores left out for night, such as sonnel while serving or preparing food. coffee, sugar, milk, etc. Also clean fams in messroom. (4) White jackets must be worn by messman at all Duties of the Crew Utility: times while serving. T-shirts may be worn while pre­ 6:30 a.m. to 9:30 a.m.—10:30 a.m. to 1:00 p.m.—4:00 paring for meals. Galley gang to wear white caps, cooks p.m. to 6:30 p.m. jackets, white or T-shirts during hot weather. Caps to The crew pantryman shall be responsible for the be paper or cloth. Cooks jackets to be % length sleeves. cleanliness of the crew pamtry crockery, coffee urn, However, white or T-shirts may be worn by messmen percolators, all pots and pans used by hini, and refrig­ during hot weather. erators; scrub deck each day and sweep after' each (5) Only qualified food handlers are to handle food meal. Make coffee for each meal and coffee for the and all personnel outside of the steward department are crew for morning (coffee time) before retiring. He is to be kept out of the galley at all times. responsible for the preparation of salads (except cooked (6) All entrees such as meat, fowl, and fish, includ­ salads) under the direction of the steward. He shall ing ham and bacon for breakfast, must be served from assjst messman in serving when required during rush the galley and when practical, vegetables should also period. Draw needed supplies for the crew messroom be served from the galley. and assist crew messman in making cold drink. Spot (7) All steaks and chops are to be grilled to indi­ sougee when necessary. vidual order. However, chops may be grilled thirty Duties of the Steward Utility: minutes prior to serving, when necessary. Meats and 7:00 a.m. to 1:00 p.m.—4:00 p.m. to 6:00 p.m. roasts must be carved to order. Routine duties of the steward utility shall, other than (8) No plates should be overloaded and only nonmaking and cleaning officers' quarters, include work ih watery vegetables will be served on the same plate storerooms, linen lockers, ships office, officers' passage­ with the meat or other entree. Other vegetables to be ways and stairways, deem steward department show­ served on side dishes. ers, and toilet, count and bag linen, issuance of linen (9) At least two men of the galley gemg must be in and soaps when necessary; do the general cleaning as the galley during meal times. The steward is to super­ the steward may -designate. Clean the recreation room vise the serving of all meals. Either the steward or the alternately with the wiper and ordinary seaman. The chief cook must supervise the meals when in port. Stew­ laundry is cleaned by each department alternately. ard to be aboard and responsible to check voyage stores when they are received. Note:—Members of the steward department who are (10) Salads, bread, butter and milk are to be placed required to obtaiin stores from refrigerated spaces shall on the table not more than five minutes before the assist in keeping refrigerated spaces clean by remov­ serving and only on tables wdiere needed. ing paper, wrappings, crates, etc. (11) All coffee served for meals and coffee time is to On certain types of vessels the messman and utilit>-be made in electric percolators when practicable. men may be required to clean certain ladders and (12) No food, including vegetables, is to be thrown passageways as part of their routine duties. away after meals without the consent of the steward or the chief cook. Use left-overs as soon as possible, not to exceed forty-eight hours. SIU STEWARD DEPARTMENT GUIDE In order to improve the preparation and serving of (13) Such items as sardines, boiled eggs, sliced left­ food and eliminate waste on all SFCT-contracted vessels, over roasts, such as pork, beef, ham, etc., potato salad, baked bezms, besides the ordinary run of cold cuts and the following guide shall be put into effect: cheese are to be served for night lunch. The night (1) Menus are to be prepared deiily, on main entrees at least 24 hours in advance. Standardization must be lunches are to be cut £uid placed by the 2nd cook or avoided. 3rd cook before retiring. . Y- Page 28 Seafarers Log �SHIPPING RULES-JUNE 16, 1972 Preamble Every seaman seeking employment through the hiring hails of the Seafarers International Union of North America-Atlantic, Gulf, Lakes and inland Waters District.(hereinafter called the "Union") shall be shipped pursuant to the following Shipping Rules. Nothing con­ tained in these Shipping Rules is in any way intended to create any indemnity obligation on the part of either the Union or the Seafarers Welfare Plan. 1. Seniority A. Subject to the conditions and restrictions on employment con­ tained in agreements between the Union and contracted Employers and to the Rules set forth herein, seamen shall be shipped out on jobs referred through the Union's hiring halls according to their class of seniority rating. B. The following shall be the classes of seniority rating: 1. Class "A" seniority rating, the highest seniority rating, shall be possessed by: (a) ail unlicensed seamen who possessed such rating on Sept. 8, 1970, pursuant to the Shipping Rules then in effect; (b) all unlicensed seamen who possess Class "B" seniority rating pursuant to these.Rules and who have shipped regularly as defined herein for eight (8) consecutive years, provided such sea­ men have maintained their Class "B" seniority rating without break and provided further that they have completed satisfactorily the advanced course of training then offered by the Harry Lundeberg School of Seamanship for the Department in which such seamen regularly ship; and (c) ail unlicensed seamen who have been upgraded to Class "A" seniority rating by the Seafarers Appeals Board pursuant to the authority set forth herein. 2. Class "B" seniority rating, the second highest seniority rating, shall be possessed by: (a) all unlicensed seamen who possessed such rating on Sept. 8, 1970 pursuant to the Shipping Rules then in effect; (b) ail unlicensed seamen who possess Class "C" seniority rating, pursuant to these Rules and who have shipped regularly as defined herein for two (2) consecutive years; and (c) all unlicensed seamen who possess Class "C" seniority rating pursuant to these Rules and who have graduated from the Harry Lundeberg School of Seamanship entry rating training pro­ gram and have been issued a ship assignment card in accord with these Rules. 3. Class "C" seniority rating, the lowest seniority rating, shall be possessed by all unlicensed seamen who do not possess either class "A" or class "B" seniority ratings. iT 1 C. A seaman shall be deemed to have shipped regularly within the meaning of these Rules if he has been employed as an un­ licensed seaman no less than ninety (90) days during each calen­ dar year aboard one or more American-flag merchant vessels cov­ ered by a collective bargaining agreement between the Union and the owner or operator of such vessels. D. Employment by or at the request of, or election to any office or job in, the Union shall be the equivalent of covered employment described in the preceding paragraph: and seniority credit under these Rules shall accrue during the period that such employment, office or job is retained. E. Seniority credit shall be accrued on the basis of total covered employment, without regard to whether such employment was served in the Deck, Engine or Steward Departments. F. The ninety (90) day period of employment required of a sea­ man during any year to constitute shipping regularly within the meaning of these Rules shall be reduced proportionately in accord with the amount of time spent by such seaman during that year as a bonafide in- or out-patient in the continuing care of a U.S.P.H.S. or other accredited hospital. (For example, four months' in­ patient time during a given calendar year reduces the ninety (90) day employment requirement for that year by one-third to sixty (60) days.) G. In the event a seaman possessing less than Class "A" sen­ iority rating fails to ship regularly within the meaning of these Rules during particular year, he shall lose all accumulated em­ ployment credit for that and ail preceding years in his then cur­ rent seniority rating. H. in the event a seaman's covered employment has been inter­ rupted by circumstances beyond his control, resulting in his fail­ ure to ship regularly within the meaning of these Rules, the Sea­ farers Appeals Board may, upon application of the affected sea­ man, grant such total or partial seniority credit for the time lost as the Board may deem necessary in its sole discretion to avoid ^|due hardship. I. In the event a seaman's covered employment is interrupted by service in the Armed Forces of the United States, resulting in his failure to ship regularly within the meaning of these Rules, such seaman shall suffer no loss of seniority credit accrued prior to his entry of military service if he registers to ship pursuant to the.>e Rules within one hundred twenty (120) days following his separation from military service. 2. Shipping Procedure A. Subject to the specific provisions of these Rules, unemployed seamen shall be shipped only if registered as provided herein and in the order of the priorities established in Rule 2 C (3) hereof. B. The following rules shall goVern the registration of unemploy­ ed seamen for shipping through Union hiring halls: 1. Unemployed seamen shall register only at the port through which they desire to ship. No seaman shall be registered at more than one port at the same time, nor if they are employed aboard any vessel. 2. Seamen shall be registered only in the Department in which they regularly ship, and in only one Group, as provided in Rule 3 hereof. 3. Shipping registration cards shall be non-transferable and shall be issued at Union hiring hails only upon application in person by seamen desiring the same. Shipping registration cards shall be time- and date-stamped when issued and shall show the regis­ trant's class of seniority rating. Department and Group. 4. Shipping registration cards shall be issued during the regular business hours of the Union's hiring hails. Every seaman desiring to register must possess and submit all documents required by the United States Coast Guard and by applicable law for employ­ ment as a merchant seaman aboard U.S.-flag vessels. At the time of registration each seaman is responsible for producing sufficient evidence to establish his class of seniority rating. For this purpose an appropriate seniority identification card issued by the Union shall be deemed sufficient, although other official evidence of em­ ployment, such as legible U.S. Coast Guard discharges, may also be submitted. 5. In ports where the Seafarers Welfare Plan maintains a clinic, no seaman shall be registered for shipping unless he submits a valid Seafarers Welfare Plan clinic card at the time of registration. 6. To remain valid, seniority registration cards must be stamped once each month in the port of issuance. The dates and times for such stamping shall be determined by the Port Agent for each port, and each registrant shall be notified of the dates and times for stamping when he receives his shipping registration card. A seaman who fails to have his shipping registration card so stamped during any month shall forfeit the same and shall be re­ quired to re-register. In the event circumstances beyond his con­ trol prevent, a seaman from having his shipping registration card, so stamped, the Port Agent may stamp such card as if the sea­ man had been present on the required time and date, upon sub­ mission by the seaman of adequate evidence of the circumstances preventing his personal appearance. , July 1972 7. Subject to the provisions of these Rules, shipping registration cards shall be valid only for a period of ninety (M) days from the date of Issuance. If the ninetieth (90th) day falls on a Sunday, a national or state holiday, or on a day on which the Union hiring hall in the port of registration is closed for any reason, shipping registration cards which would otherwise expire on such day shall be deemed valid until the next succeeding business day on which the said hiring hail is open. Shipping registration cards' periods of validity shall also be extended by the number of days during which shipping in the port of registration has been materially reduced by strikes affecting the maritime industry generally or by other sim­ ilar circumstances. C. The following Rules shall govern shipping of registered sea­ men through Union hiring hails: 1. Seamen shall be shipped only through the hiring hall at the port where they have registered for shipping. No seaman shall be shipped on a job outside of the Department or Group in which he is registered except under emergency circumstances to prevent a vessel from sailing short-handed, or as otherwise provided in these Rules. 2. Jobs referred to the Union hiring hall shall be announced and offered to registered seamen at the times and according to the procedures set forth in Rule 4 hereof.' At the time each job is so offered, registered seamen desiring such job shall submit their shipping registration cards, U.S. Coast Guard Merchant Mariner's documents, and valid Seafarers Welfare Plan clinic cards to the hiring hail dispatcher. The job so offered shall be awarded to the seaman in the appropriate Department and Group possessing the highest priority, as determined pursuant to Rule 2 C (3) hereof. 3. Within each Department, seamen of higher seniority rating shall have priority for jobs over seamen of lower seniority rating, even if such higher seniority seamen are registered in a different Group from that in which the offered job is classified. As between seamen of equal seniority ratings within the same Department, priority shall be given to the seamen registered for the Group in which the offered job is classified, in the event seamen of equal priority under this paragraph bid for the same job, the job shall be awarded to the seaman possessing the earliest dated shipping registration card. 4. Notwithstanding any other provisions of these Rules, no job shall be awarded to a seaman who is under the influence of alco­ hol or drugs at the time such job is offered; nor shall any seaman be awarded any job unless he is qualified therefor in accord with law or unless he submits, if necessary, appropriate documents es­ tablishing such qualifications. 5. The seaman awarded a job under Rule 2 0 (2) hereof shall immediately surrender his shipping registration card and shall re­ ceive two job assignment cards containing his name and the de­ tails of the job. When reporting aboard his vessel, the seaman shall present one job assignment card to the head of his Depart­ ment and the other to the Union department delegate. D. A seaman v/ho quits or is fired from a job during the same day on which he reports for such job chali retain his original ship, ping registration card if he has received no compensation for such day's employment and if he reports back to the dispatcher on the next succeeding business day. A seaman who quits or is fired after the day he reports for a job shall secure a new shipping reg­ istration card. E. A seaman who receives job assignments pursuant to Rule 2 C (5) hereof and subsequently rejects or quits the same on two oc­ casions within the period of his shipping registration card's valid­ ity shall forfeit his shipping registration card and shall secure a new shipping registration card. F. Ail seamen registered for shipping, other than those possess­ ing Class A seniority rating, who are unavailable to accept or fail or refuse to accept three jobs for which they are qualified during any one period of registration may forthwith be refused the right to register for employment under these Rules for, a period of twelve (12) months. Upon application as provided in these Rules the Seafarers Appeals Board may shorten or revoke such refusal of registration for good cause shown. G. Seamen with Class C seniority rating shipped pursuant to these Rules may retain such jobs for one round trip or sixty (60) days, whichever is longer. At the termination of such round trip or on the first opportunity following the sixtifeth (60th) day on the job, such seaman shall sign off their vessels; and the vacant job shall be referred to the Union hiring hall. H. Seamen with Class B seniority rating shipped pursuant to these Rules may retain such jobs for a period of one round trip or one hundred eigthy (180) days, whichever is longer. At the com­ pletion of such round trip or at the first opportunity following the one hundred eightieth (180th) day on the job, such seamen shall sign off their vessels; and the vacant job shall be referred to the Union hiring hall. I. The provisions of Sections G and H of this Rule 2 shall not apply if they would cause a vessel to sail short-handed. For the purposes of those sections the phrase, "round-trip," shall have its usual and customary meaning to seamen, whether such "roundtrip" be coastwise, intercoastal or foreign. On coastwise voyages, if a vessel js scheduled to return to the area of original engage­ ment, a seaman of less than Class A" seniority rating shall not be required to leave such vessel until the vessel reaches the said area. On intercoastal and foreign voyages, if a vessel pays off at a port in the continental United States other than in the area of engagement, and if such vessel is scheduled to depart from said port of payoff within ten (10) days after arrival to return to the area of original engagement, a seaman of less than Class A sen­ iority rating shall not be required to leave the vessel until it ar­ rives in the area of original engagement. J. No seaman shipped under these Rules shall accept a promo­ tion or transfer aboard ship unless there is no time or opportunity to dispatch a seaman to fill such vacant job from a Union hiring hail. 3. Departments and Groups A. Jobs aboard vessels covered by these Rules are classified according to the following schedule of Departments and Groups: DECK DEPARTMENT GROUP 1 —DAY WORKERS Bosun Deck Maintenance Bosun's Mate Watchman-Day Work Carpenter Storekeeper GROUP II —RATED WATCH STANDERS Quartermaster Car Deckman Able Seaman Watchman-Standing Watches GROUP ill Ordinaries on Watch O.S. Deck Maintenance ENGINE DEPARTMENT GROUP i Chief Electrician 1st, 2nd, 3rd Ref. Eng'r. 2nd Electrician Uniic. Jr. Eng'r.-Day Work Uniic. Jr. Eng'r.-Watch Plumber-Machinist Eiectrician/Ref. Maint. Crane MT/Electrician Chief Ref. Eng'r. Chief Storekeeper Evap. Maintenance Man Pumpman, 1 and 2 Engine Maintenance Ship's Welder/Maintenance QMED GROUP li Deck Engineer' Engine Utility Oiler-Diesel Oiler-Steam Watertender Fireman-Watertender Fireman Oiler Maintenance/Utility GROUP Mi Wiper STEWARD DEPARTMENT GROUP I (S) RATED MEN Chief Steward-Passenger 2nd Steward-Passenger Steward Steward/Cook Chef Cook and Baker Chief Cook GROUP l-RATED MEN 2nd Cook and Baker Butcher GROUP II 2nd Cook, 3rd Cook, and Assistant Cook Utility Messmen GROUP III Messmen Waiters General Steward's Utility B. A seaman may not change the Department in which he ships without loss of accrued seniority unless he receives permission from the Seafarers Appeals Board. The Seafarers Appeals Board shall grant such permission only upon proof establishing in the sole judgment of the Board that medical reasons warrant the change. 4. Business Hours and Job Calls A. Except as otherwise provided herein, all Union hiring halls shall be open Monday through Friday from 8:00 A.M. until 5:00 P.M. and on Saturday from 8:(K) A.M. until 12:00 Noon. The hiring hails shall be closed on July 4, Christmas Day, New Year's Day, Labor Day and such other holidays as are determined by the Port Agents. Notice of such additional closings shall be posted on the hiring hall's bulletin board on the day preceding the holiday. B. Ail jobs referred to Union hiring halls shall be posted on the shipping board before being announced. Jobs shall be announced hourly as close to the hour as may be practicable during business hours of the Union's hiring hails, except that there shall be no job calls at 8:00 A.M., at 12:00 Noon, and at 5:00 P.M. During noribusiness hours, or in the event of exceptional circumstances, a job may be posted and announced at any time after it is received. Notwithstanding the foregoing, the Port Agent may establish for a Union hiring hail such other regular schedule of daily job calls as may be warranted by the level of shipping or other circumstances affecting ^such hiring hail. Such other schedule as may be estab­ lished, however, shall be in writing and posted on the hiring hail bulletin board. C. Seamen holding Class C seniority rating shall not bid for a job offered pursuant to these Rules until the same has appeared on eight job calls without being taken. If the e.ighth job call does not produce a qualified seaman possessing either Class A or Class B seniority rating, the said job shall be awarded to the seaman possessing Class C seniority rating entitled to the same under these Rules. This Rule shall not apply if it would cause a vessel to sail short-handed or late. D. In ports other than "major" ports as defined under these Rules, if the first call of a vacant job does not produce a qualified seaman possessing Class A seniority rating, the job shall be re­ ferred to the nearest major port. The said job shall then be offered at the said major port at the next four (4) job calls. During such calls only qualified seamen possessing Class A seniority rating may bid for such job. in the event the job still remains open, it shall be referred back to the original port and there offered to sea­ men possessing Class A or Class B seniority ratings, otherwise entitled to the job under these Rules. This Rule shall not apply if it would cause a vessel to sail short-handed or late. Application of this Rule 4 D shall not require any employer to pay transporta­ tion expenses by reason of the job's transfer. The provisions of Rule 4 C shall be subordinate to this Rule 4 D. The following ports shall be considered "major" ports for the purposes of these Rules: New York, Baltimore, Mobile, New Orleans, Houston and San Fran­ cisco. E. "Notwithstanding any other provision of this Rule 4, if the first call of a vacant Group III or 3rd cook job does not produce a qualified seaman possessing Class A or B seniority, the job shall be referred to the hiring hall at Piney Point, Maryland, where the job shall then be offered at a job call. If after the first call of such job, the job remains open, it shall be referred to the port from which it was originaiiy offered, to be offered or referred, as the case may be, in accordance with Paragraph D above." 5. Preferences and Priorities A. Notwithstanding any other provisions to the contrary con­ tained in these Rules, the following preferences shall apply: 1. Within each class of seniority rating in the Deck Department, seamen over fifty (50) years of age shall have priority over sea­ men less than fifty (50) years old in obtaining fire watchman jobs. 2. A seaman shipped pursuant to these Rules whose vessel lays up less than fifteen (15) days after his original employment date shall receive back the shipping registration card on which he was shipped, provided the said card has not expired in the interim period. 3. If a laid-up ship requires a crew to report for duty aboard the vessel within seven (7) days following lay-up, the crew members at the time of lay-up shall have priority for all such jobs provided that they are registered at the Union hiring hall to which such job calls are referred. The period of such priority shall be extended by the number of days of lay-up resulting from strikes affecting the maritime industry generally or other similar circumstances. 4. Seamen possessing Class C seniority rating and a certificate of satisfactory completion of the Harry Lundeberg School of Sea­ manship entry rating training program shall have priority for jobs over other Class C personnel. 5. Within each class of seniority rating in the Deck Department, priority for the job of bosun shall be given to those seamen pos­ sessing a certificate of recertification as bosun from the Deck Department Recertification Program, in the event such program is being offered, in the event there are no such recertified bosuns available, priority shall be given to those seamen who have either actual seatime as able seamen of at least thirty-six (36) months, or actual seatime in any capacity in the Deck Department of at least seventy-two (72) months, or actual seatime as bosun of at least twelve (12) months, in ail cases aboard vessels covered by these Rules. 6. Within each class of seniority rating in the Engine Department priority for the job of Chief Electrician shall be given to those seamen who have actual seatime aboard vessels covered by these Rules of at least thirty-six (36) months in the Engine Department including at least twelve (12) months as second electrician. 7. Within each class of seniority rating in the Steward Depart­ ment, priority for jobs of steward and third cook shall be given to those seamen who possess a certificate of recertification in their ratingg from the Steward Department Recertification Program, in the event such program is being offered. If there are no such re­ certified stewards available, priority for jobs of steward shall be given to those seamen who have actual seatime of at least thirtysix (36) months in the Steward Department in a rating above that of third cook, or who have actual seatime of at least twelve (12) months as steward, in ail cases aboard vessels covered by these Rules. 8. Within each class of seniority rating in every Department, priority for entry rating jobs shall be given to ail seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sen­ tence when, in the sole judgmerit of ths Board, undue hardship will result or extenuating circumstances warrant such waiver. . Page 29 �' 9. In the event an applicant for the Steward Department Recertlfication Program or the Deck Department Recertlficatlon Program for bo^'jns is empioyed in any unlicensed job aboard a vessei covered by these Ruies at the time he is caiied to attend such program, such appiicant, after successful completion of the pro­ gram, shall have the right to rejoin his vessei in the same job upon its first arrival in a port of payoff within the continental lim­ its of the United States. 10. A seaman who registers to ship pursuant to these Rules within two (2) business days following his discharge as an in­ patient from a U.S.P.H.S. or other accredited hospital and who produces official written evidence of such confinement, shall be issued a shipping registration card dated either thirty (30) days earlier than the actual date of registration if such confinement lasted at least thirty (30) days, or, if it lasted less than thirty (30) days, with the date such confinement commenced. 6. Standby and Relief Jobs A. Priority for standby and relief jobs shall be determined according to the provisions of Rule 2 C (3), except that a seaman who has had any standby or relief jobs during the period of his shipping registration card's validity shall not have priority for such jobs over seamen of the same class of seniority rating who have had a lasses number of standby or relief jobs during the period of their shipping registration cards' validity. B. After the termination of standby or relief employment, the seaman involved shall receive back his original shipping registra­ tion card, unless the same has expired in tfia interim period. C. A seaman on a standby or relief job pursuant to these Rules shall not take a regular job aboard any vessel until his standby or relief job terminates, he returns to the hiring hall, and he secures such regular job pursuant to the provisions of Rule 2 C hereof. D-. A seaman employed pursuant to these Rules on a regular job who requires time off and secures permission therefor shall notify the nearest Union hiring hail, and a relief man shall be dis­ patched. No relief man shall be furnished for less than four (4) hours' nor more than three (3) days' work. The seaman shall pay his relief man for the number of hours worked at the overtime rate applicable to the job Monday through Friday. On Saturday, Sunday and Holidays, he shall pay the premium rate. Relief men shall be requested only when required by the head of the Depart­ ment involved aboard the subject vessel. E. A seaman employed pursuant to these Rules who has been called to attend the Steward or Deck Department Recertlficatlon Programs may be temporarily replaced by a relief man for the duration of such program. In the event such seaman is not re­ placed by a relief man but terminates his job instead, the pro­ visions of Rule S A (9) shsll apply. 7. Seafarers Appeals Beard A. The Seafarers Appeals Board shall have sole and exclusive authority to administer these Rules and to hear and determine any matter, controversy or appeal arising thereunder, or relating to the application thereof. B. The Seafarers Appeals Board shall have four (4) members, two appointed by the Union and two appointed by that committee representing the majority of contracted Employers for purposes of negotiations with the Union, commonly known as the Management Negotiating Committee. Each party shall also appoint two alter­ nates for the members so appointed, to serve in the absence of such members. C. The quorum for any action by the Seafarers Appeals Board shall be at least one member appointed by each party. At any meeting of the Seafarers Appeals Board the members appointed by each party shall collectively cast an equal number of votes re­ gardless of the actual number of members present and voting. Ex­ cept as otherwise provided herein decisions of the Seafarers Appeals Board shall be unanimous. In the event of a tie vote the Board shall elect an impartial person to resolve the deadlocked issue. In the event the Board is unable to agree on such an im­ partial person, the matter shall be submitted to final and binding arbitration in New York City pursuant to the Voluntary Labor Ar­ bitration Rules then in effect of the American Arbitration Associa­ tion. D. Any person or party subject to or aggrieved by the applica­ tion of these Rules shall have the right to submit any matter aris­ ing under these Rules to the Seafarers Appeals Board for determi­ nation. Such submission shall be in writing, shall set forth the facts in sufficient detail to identify the matter at issue, and shall be sent by certified mail, return receipt requested, to thee Sea­ farers Appeals Board, 675 Fourth Avenue, Brooklyn, New York 11232. An applicant desiring to be heard in person before the Board shall request the same in his written application. In such event the applicant shall be notified at least two weeks prior to the Board's next regular meeting of the date and location off such meeting, and the appiicant may attend such meeting at his own expense and be heard. E. Ail applications to the Seafarers Appeals Board shall be ruled on initially by the Chairman, subject to confirmation or overruling by the Board at its next meeting. Prior to the Board's action, how­ ever, the Chairman may initiate such administrative steps as he deems necessary to implement his preliminary determination. F. The Board shall meet no less than quarterly and shall estab­ lish such reasonable procedures, consistent with these Ruies, as it deems necessary. Meetings of the Board may be either in person or in writing. Meetings in writing shall be signed by all members of the Board. 8. Discipline A. Although under no indemnity obligation of any sort, the Union will not be required to ship persons who, by their behavior In the course of employment aboard contracted vessels, during programs of the Harry Lundeberg School of Seamanship and at hiring halls subject to these Shipping Rules, demonstrate that their presence aboard contracted vessels may prevent safe and efficient operation of such vessels or create a danger or threat of liability, injury or harm to such vessel and their crews. Persons not required to be shipped shall include-without limitation those guilty of any of the following: 1. Drunkenness or alcholism. 2. Use, possession or sale of narcotics. 3. Use or possession of dangerous weapons or substances. 4. Physical assault. 5. Malicious destruction of property. 6. Gross misconduct. . 7. Neglect of duties and responsibilities. 8. Deliberate interference with efficient operation of vessels, of the Harry Lundeberg School of Seamanshifi or of hiring subject to these Rules. 9. Deliberate failure or refusal to join vessels. 10. Any act or practice which creates a" menace or nuisance to the health or safety of others. B. No seaman shall suffer any temporary or permanent loss of shipping rights under Rule 8 A hereof, except pursuant to the fol­ lowing procedures: 1. The Union, a contracted Employer, .or the Harry Lundeberg School of Seamanship shall initiate a proceeding under this Rule 8 by filing a written complaint with the Chairman of the Seafarers Appeals Board and mailing a copy thereof to the subject seaman. The Chairman shall thereupon name a committee of two persons, one representing the Union and one representing management, to hear and determine the complaint. 2. The hearing committee shall prepare a written specification of charges and notice of hearing, which shall be sent to the sub­ ject seaman by certified mail, addressed to his last known resi­ dence. Such notice shall provide at least two weeks' time for the seaman to prepare his defense and shall give the seafnan up to one week before the hearing date to request a change of date or location of such hearing. The hearing committee shall initially lo­ cate the hearing at the Union hiring hall closest to the subject seaman's last known residence. Pending the hearing, the se4man may register and ship in accord with these Rules and his current seniority status. 3. The hearing shall proceed as scheduled, whether or not the accused seaman is present. The hearing committee shall give the charging and charged parties fuil opportunity to present their evidence, either in person or in writing. No formal rules of evidence shail apply, but the committee shall accept all relevant evidence and give the same such weight as the committee alone may deem appropriate. 4. The hearing committee shall render and announce its deci­ sion on the day of hearing, as soon as possible after the comple­ tion thereof. A decision upholding the compiaint shall be unani­ mous. The committee shali reduce its decision to writing, sign the same, and send copies thereof to the Seafarers Appeals Board, to the complaining party, and to the accused seaman by certified mail, return receipt requested. 5. The seaman may appeal all or any aspect of the hearing committee's decision to the Seafarers Appeais Board. Such appeal shall be in writing and shail set forth the basis for the appeal in sufficient detail to be understood. The seaman shall send his ap­ peal by certified mail, return receipt requested, to the Seafarers Appeais Board, 675 Fourth Avenue, Brooklyn, New York 11232, within ten (10) days foiiowing the decision, except that the Board may extend the time for filing an appeal for good cause shown. 6. The Seafarers Appeals Board shall hear all appeals arising under this Rule 8 at its'n%xt regular meeting after receipt thereof, provided the appeal has been received in sufficient time for the Board to give at least five (5) days' written notice to the seaman of the time and place of the meeting at which his appeal will be considered. 7. The Seafarers Appeals Board's decision on the appeal shail be in writing, and copies shall be sent to the complaining party and the seaman by certified mail, retum receipt requested. Pending hearing and determination of the appeal the decision of the hear­ ing committee shail be in full force and effect. 8. A final appeal shaii be allowed by the involved seaman from decision of the Board to the Impartial Umpire designated pursuant to Rule 8 C hereof. Such appeal shall be In writing and shail set forth the basis of the appeal in sufficient detail to be understood. Such appeal shail be sent by certified mail, return receipt request­ ed, to the Seafarers Appeals Board, 675 Fourth Avenue, Brooklyn, New York 11232, within ten (10) days following receipt of the Sea­ farers Appeal Board's decision. The Board shall forward all such appeals to the Impartial Umpire, who shall set the time and place of hearing of the appeal in New York City within thirty (30) days following receipt of the appeal and shall notify all parties In writ­ ing. The Impartial Umpire may reasonably extend any time limit provided in this paragraph upon good cause shown. The Impartial ' Umpire shall render his decision in writing and shall cause copies to be mailed to ail parties by certified mail, return receipt request­ ed. The decision of the Impartial Umpire shall be final and binding and may be reduced to judgment by any party. C. The Impartial Umpire provided "Tor In the preceding para­ graph shall be a permanent arbitrator appointed by and to serve at the pleasure of the Seafarers Appeals Board. In the event the Board is unable to agree upon an Impartial Umpire, for each ap­ peal arising under Rule 8 B (8) hereof the Seafarers Appeals Board shall request the chief executive officer of any Federal, State or City govemment agency maintaining lists of Impartial arbitra­ tors to desinate an arbitrator to hear and determine such appeal. D. Nothing in this Rule 8 shall be construed to prevent the Un­ ion from appearing by its properly designated representatives at any stage of the preceding. 9. Amendments A. The Seafarers Appeals Board may amend these Shipping Rules at any time and in any gianner consistent with the require­ ments of applicable law and of outstanding collective bargaining agreements between the parties. 10. Special or Emergency Provisions A. During the period of the Viet Nam conflict emergency, un­ licensed seamen possessing Class B or C seniority who are In Group III of the Deck or Engine Departments and who have ade­ quate seatime to make application for endorsement In Group II ratingg or ratings In the Deck or Enggine Department shall not be registered for shipping unless they make application for and expedltiousiy comply with the requisite rules to secure such Group 11. endorsement or endorsements. All such unlicensed seamen In lieu of such registration shall have noted the time and date of ap­ pearances for registration and provided they comply with the fore­ going shall upon completion of such requirement be deemed then registered as of the date of their appearance in the group In which they thereafter have been found quiilified. All such unlicensed personnel presently registered shall also be subject to the fore­ going rule, with their date of registration as presently In effect, In the group in which they thereafter have been found qualified. Any such unlicensed seaman may apply In writing to the Sea­ farers Appeal Board in connection with any dispute as to his period of seatime for exemption from this rule set forth above, on the ground of hardship or physical disability and may if he re­ quests In writing appear before the Seafarers Appeal Board. The decision of the Seafarers Appeals Board shall be In writing and sent to the person involved and to the Union hiring hall. The Seafarers Appeals Board shall determine the period of the Viet Nam conflict emergency or when this amendment Is no longer necessary. In either event, upon such determination, the Seafarers Appeals Board shall then take appropriate action In writing to terminate and remove the amendment. B. Rule 2 J Jiereof is hereby suspended with respect to entry ratings only for the period of the Viet Nam conflict emergency, or until the suspension of that Rule Is no longer necessary, as de­ termined by the Board. C. 1. The Seafarers Appeals Board may, for good cause shown, in its discretion, and In accord with its authority under Article 1 ("Employment") Section 8 of the collective bargaining agreements between the parties and in accord with the several factors set forth below, upgrade to Class A seniority rating such unlicensed personnel possessing Class B seniority rating whom the Board deems qualified for the same. The factors to be utiiized In determining whether an applicant shall be so upgraded are as follows: (a) Endorsement from the United States (k>ast Guard as a Lifeboatman in the United States Merchant Marine. (b) Possession of a certificate of satisfactory completion of the Harry Lundeberg School of Seamanship entry rating training pro­ gram. (c) Possession of special skills and aptitudes. (d) Employment record. (e) A minimum of twelve (12) months of seatime with any of the companies listed in Appendix "A" of the collective bargaining agreements. (f) Satisfactory completion of the course of training offered by the School of Marine Engineering sponsored by the Harry Lunde­ berg School of Seamanship, District No. 2, Marine Engineers Ben­ eficial Association and/or others In connection therewith. Factor (b) may be waived by the Seafarers Appeals Board In those cases where undue hardship will result. 2. The Seafarers Appeals Board shall upgrade applicants pursu­ ant to this Rule 10 C for a period of time not to exceed six (6) months, at which time it shall terminate such upgrading and shall publicize such termination in the Union's hiring halls and In such other places as will give notice thereof thirty (30) days prior there­ to. Thereafter, when it deems necessary, the Seafarers Appeals Board may reinstitute such upgrading program for additional periods of time not to exceed six (6) months' duration and shall publicize the termination of same as required by the collective bargaining agreement. • -tr-- • -'Ijr. SEAFARERS INTERNATIONAL UNION of NORTH AMERICA Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO \ r VW^- .• -> Page 30 ,;••• Vn;; •', ^„;^Seafarers Log �- K / J"'"' • * n i. < ' • i' ^ !T .; \ •V -A .\ �•f CONSTITUTION ,wi THE SEAFARERS INTERNATIONAL UNION OF NORTH AMERICA^ ATLANTIC, GULF. LAKES AND INLAND WATERS DISTRICT Affiliated with Seafarers International Union of North America, American Federation of Labor-Congress of Industrial Organizations (As Amended July 10, 1972) PREAMBLE As martime and allied workers and realizing the value and necessity of a thorou^ organization, we are dedicated to the forming of one Union for our ^ople, the Seafarers International Union of North America—Atlantic, Gulf; Lakes and Inland Waters District, based upon the follow­ ing principles: All members shall be entitled to all the rights, privileges and guarantees as set forth in this Constitution, and such rights, privileges and guarantees shall be preserved in ac­ cordance with its terms. We declare that American seamen are entitled to receive their employment without interference of crimps, ship­ owners, fink halls or any shipping bureaus maintained by. the Government. We affirm that every worker has the right to receive fair and just remuneration for his labor, and to gain suffi­ cient leisure for mental cultivation and physical recreation. We proclaim the right of all seamen to receive healthful and sufficient food, and proper forecastles in which to rest. We defend the right of all seamen to be treated in a decent and respectful manner by those in command, and We hold that the above rights belong to all workers alike, irresf^ctive of nationality or creed. Recognizing the foregoing as our inalienable rights, we are conscious of corresponding duties to those in command, our employers, our craft and our country. We w^l, therefore, try by all just means to promote har­ monious relations with Uiose in command by exercising due care and diligence in the performance of the duties of our profession, and by giving all possible assistance to our em­ ployers in caring for their gear and property. Based upon these principles, it is among our objects: To use our influence individually and collectively for the purpose of maintaining and developing skill in seamanship and effecting a change in the maritime law of the United States, so as to render it more equitable and' to make it an aid instead of a hindrance to the development of a merchant marine and a body of American seamen. To support a journal which shall voice the sentiments of maritime workers and through its columns seek to maintain their knowledge of, and interest in, maritime affairs. To assist the seamen of other countries in the work of organization and federation, to the end of establishing the Brotherhood of the Sea. To form and to assist by legal means other bona fide labor organizations whenever possible in the attaimnent of their just demands. To regulate our conduct as a Union and as individuals so as to make seamanship what it rightly is—an honorable and useful calling. And bearing in mind that we are migra­ tory, that our work takes us away in different directions from any place where the majority might otherwise meet to act, that meetings can be attended by only a fraction of the membership, that the absent members, who cannot be present, must have their interests guarded from what might be the results of excitement and passions aroused by per­ sons or conditions, and that those who are present may act for and in the interest of all, we have adopted this Con­ stitution. er shall be bound to uphold and protect the rights of every member in accordance with the principles set forth in the Constitution of the Union. IV Every member shall have the right to be confronted by his accuser whenever he is charged with violating the law of this Union. In all such cases, the accused shall be ^aranteed a fair and speedy trial by an impartial committee of his brother Union members. No member shall be denied the right to express himself freely on the floor of any Union meeting or in committee. Yl A militant membership being necessary to the security of a free union, the members shall at all times stand ready to defend this Union and the principles set forth in the Con­ stitution of the Union. VII The powers not delegated to the officers, job holders, and Executive Board by the Constitution of the Union shall be reserved to the members. CONSTITUTION Article I Name and General Pgwen This Union shall be known as the Seafarers International Union of North America—^Atlantic, Gulf, Lakes and In­ land Waters District. Its powers shall be legislative, judicial, and executive, and shall include the formation of, and/or issuance of charters to, subordinate bodies and divisions, corporate or otherwise, the formation of funds and parti­ cipation in fimds, the establishment of enterprises for the benefit of the Union and similar ventures. This Union shall exercise all of its powers in aid of subordinate bodies and divisions created or chartered by it. For convenience of administration and in furtherance of its policies of aid and assistance, the Union may make its property, facilities and personnel available for the use and on behalf of such sub­ ordinate bodies and divisions. A majority vote of the membership shall be authorization for an>[ Union action, unless otherwise specified in the Constitution or by law. Tliis Union shall at all times protect and maintain its , jurisdiction. Article II Affiliation I Section 1. This Union shall be affiliated with the Sea­ farers International Union of North America and the American Federation of Labor—Congress of Industrial Organizations. All other affiliations by the Union or its subordinate bodies or divisions shall be made or withdrawn as determined by a majority vote of the Executive Board. Section 2. In addition to such other provisions as are contained herein, all subordinate bodies and divisions seek­ ing a charter from and/or affiliation with this Union, shall be required to adopt, within a time period set by the Executive Board, a constitution containing provisions as set in Exhibit A, annexed to this Constitution and made a part hereof. All other provisions adc^ted by such subordinate bodies and divisions as part of their constitutions shall not be inconsistent therewith. No such constitution or amend­ ments thereto shall be deemed to be effective without the approval of the Executive Board or this Union, which shall be executed in writing, on its behalf, by the President or, in his absence, by any other officer designated by it. Such approval shall be deemed to be recognition of compliance herewith by such subordinate body or division. Where a subordinate body or division violates any of the foregoing, and, in particular, seeks to effectuate any consti­ tutional provision not so authorized and approved, or com­ mits acts in violation of its approved constitution, or fails to act^ in accordance therewith, this Union, through its Executive Board, may withdraw its charter and/or sever its affiliation forthwith, or on such terms as it may impose not inconsistent with law, in addition to exercising any and all rights it may have pursuant to any applicable agree­ ments or understandings. Section 3. This Union shall also have the power, acting through its Executive Board, and after a fair hearing, to impose a trusteeship upon any subordinate body or divi­ sions chartered by and affiliated with it, for the reasons and to the extent provided by law. No member shall be deprived of any of the rights or privileges guaranteed him under the Constitution of the Union. Article III Membership II Section 1. There shall be two classes of membership, to wit full book members and probationary members. Candi­ dates for membership shall be admitted to membership in ' accordance with such rules as may be adopted from time to time, by a majority vote of the membership and which rules shall not be inconsistent with the provisions of this Constitution. All candidates with 3^0 days or more seatime in a consecutive 24 calendar month period commencing from January 1, 1968, in an unlicensed capacity, aboard an American-flag merchant vessel or vessels, covered by con­ tract with this Union, shall be eligible for full membership. All persons with less than the foregoing seatime but at least thirty (30) days of such seatime, shall be eligible for pro- Statement of Principles and Declcnxdlon of Rights In order to form a more perfect Union, we workers in the maritime and allied industries, realizing the value and necessity of uniting in pursuit of our improved economic and social welfare, have determined to bind ourselves to­ gether in the Seafarers International Union of North Amer­ ica—Atlantic, Gulf, Lakes and Inland Waters District, and hereby dedicate ourselves to the following principles: In promoting our economic and social welfare, we shall ever be mindful, not only of our rights,~but also of our ^ duties and obligations as members of the community, our duties as citizens, and our duty to combat the menace of communism and any other enemies of freedom and the democratic principles to which we seafaring men dedicate ourselves in this Union. We shall affiliate and work with other free labor orga­ nizations; we shall support a journal to give additional voice to our views; we shall assist our brothers of the sea and other workers of all countries in these obligations to the fullest extent consistent with our duties, obligations, and law. We shall seek to exert our individual and collective influence in the fight for the enactment of labor and other legislation and policies which look to the attainment of a free and happy society, without distinction based on race, creed or color. To govern our conduct as a Union and bearing in mind that most of our members are migratory, that their duties carry them all over the world, that their ri^ts must and shall be protected, we hereby declare these rights as mem­ bers of the Union to be inalienable. Every qualified member shall have the right to nominate himself for, and, if elected, or appointed, to hold office in this Union. III No member shall be'deprived of his membership without due process of the law of this Union. No member shall be compelled to be a witness against himself in the trial of any proceeding in which he may be charged with failure to observe the law of this Union. Every official and job hold- page ^2 bational membership. Only full book members "shall be entitled to vote and to hold any office or elective job, ex­ cept as otherwise spwified herein. All probationary mem­ bers shall have a voice in Union proceedings and shall be entitled to vote on Union contracts. Section 2. No candidate shall be gnmted membership who is a member of any dual organization hostile to the aims, principles, and policies of this Union. The members, by majority vote, shall at all times have the right to determine the membership status of pensioners. Section 3. Menlbers more than (me quarter in arrears in dues shall be automatically suspended and shall forfeit all benefits and all other rights and privileges in the Union. They shall be automatically dismissed if they are more than two quarters in arrears in dues. An arrearage in dues shall be computed from the first day of the applicable quarter, but this time shall not run: (a) While a member is actually participating in a strike or lockout. (b) While a member is an in-patient in a USPHS or other accredited hospital. (c) While a member is under an incapacity due to ac­ tivity in behalf of the Union. (d) While a member is in the armed services of the United States, provided the member was in good standing at the time of entry into the armed forces, and ftnther provided he applies for reinstatement within ninety (90) days after discharge from the armed forces. (e) While a member has no opportimity to pay dues, because of employment aboard an American-flag merchant vessel. The provision of this subsection (e) shall be in­ applicable when such merchant vessel is operating upon the Great Lakes. Section 4. A majority vote of the membership shall be sufficient to designate additional circiunstances during which the time specified in Section 3 shall not nm. It shall be the right of any member to present, in writing- to any Port at any regular meeting, any question with regard to the appli­ cation of Section 3, in accordance with prcKctiures estab­ lished by a majority vote of the membership. A majority vote of the membership shall be necessary to decide such questions. Section 5. The membership shall be empowered to establish, froth time to time, by majority vote, rules under which dues and assessments may be excused where a mem­ ber has been unable to pay dues and assessments for the reasons provided in Secti(»s 3 and 4. Section 6. To preserve imity, and to promote the com­ mon welfare of the meit^bership, all members of the Union shall uphold and defend this Constitution and shall be governed by the provisions of this Ccmstitution and all poli­ cies, rulings, orders and decisions duly made. Section 7. Any member who gives aid to the principles and policies of any hostile or dual organizaticm shall be denied further membership in this Union to the full extent premitted by law. A majority vote of the membership shall decided which organizations are dual or hostile. Section 8. Evidence of membership or other affiliation with the Unicm shall be in such form or forms as deter­ mined by the Executive Board, and shall at all times remain the property of the Union. Members may be required to show their evidence of membership in order to be admitted to Union meetings, or into, or on Union property. Article IV Reinstatement Members dismissed from the Union may be reinstated in accordance with such rules and imder such conditions as are adopted, from time to time, by a majority vote of the mem­ bership. Article V Dues and Inlffiotion Fee Section 1. All members shall pay dues qu^eily on a calendar year basis, no later than the first business day of each quarter, except as herein otherwise provided. The dues shall be those payable as of the date of adoption of this Constitution as amended and may be changed only by Constitutional amendment. Section 2. No candidate for full b(x>k membership shall be admitted into such membership without having paid an initiation fee of Five Hundred ($500.00.) Dollars, except as otherwise provided in this Constituticm. In addition, the can­ didate shall pay a Ten ($10.00) Dollar "service fee" for the issuance of his full book. Each candidate for probationary membership and each probationary member shall, with the payment of each of his first quarterly dues, as required by Secticm 1, pay at each such time the sum of (jne Himdred and Twenty-five ($125.00) Dollars as partial initiation fee. The total of such initiation monies so paid shall be credited to his above re­ quired initiation fee for a full book member upon complex tion of the required seatime as provided for in Article HI, Section 1. Mcmies paid to the Union by any non-full b(x)k member prior to the effective date of this amended Consti­ tution, on accoimt of initiation fee and assessments, not exceeding Two Hundred and Fifty ($250.00) Dollars, shall be credited to such member's payment of his initiation fee as required by this ^tion. Section 3. Payment of dues and initiation fees may be waived for organizational purposes in accordance with such rules as are ideated by a majority vote of the Executive Board. Section 4. All members shall be and remain g<x>d standing. �Article VI Retirement from MembersMp • Section 1. Members may retire from membership by surrendering their Union books or other evidence of affilia­ tion and paying all unpaid dues for the quarter in which they retire, assessments, fines and other monies due and owmg the Union. When the member surrenders his book or other evidence of affiliation in connection with his appli­ cation for retirement he shall be given a receipt therefor. An official retirement card shall be issued by Headquarters, upon request, dated as of the day that such member ac­ complishes these payments and shdl be given to the mem­ ber upon presenting the aforesaid receipt. Section 2. All the rights, privileges, duties and obliga­ tions of membership shall be suspended during the period of retirement, except that a retired member shall not be disloyal to the Union nor join or remain in any dual or hostile organization, upon penalty or forfeiture of his right to reinstatement. Section 3. Any person in retirement for a period of two quarters or more shall be restored to membership, except as herein indicated, by paying dues for the current quarter, as well as all assessments accruing and newly levied during the period of retirement. If the period of retirement is less than two quarters, the required payments shall consist of all dues accruing during the said period of retirement, includ­ ing those levied during that period. Upon such payment,' the person in retirement shall be restored to membership, and his membership book, appropriately stamped, shall be . returned to him. Section 4. A member in retirement may be restored to membership after a two-year period of retirement consisting of eight full quarters only by majority vote of the member­ ship. Section 5. The period of retirement shall be com­ puted from the first day of the quarter following the one in which the retirement card was issued. Section 6. No member may retire his membership dur­ ing the period of a strike or lockout. Article VII Systems of Organization Section 1. This Union, and all officers, headquarter's representatives, port agents, patrolmen, and members shall be governed in this order by: (a) The Constitution. OJ) The Executive Board. (c) Majority vote of the membership. Section 2. The headquarters of the Union shall be lo­ cated in New York and the headquarters officers shall con­ sist of a President, and Executive Vice-President, one VicePresident in Charge of Contracts and Contract E^orcement. a Secretary-Treasurer, one Vice-President in Charge of the Atlantic Coast, one Vice-President in Charge of the Gulf Coast, and one Vice-President in Charge of the Lakes and Inland Waters. Section 3. The staff of each port shall consist of such persoimel as is provided for herein, and the port shall bear the name of the city in which the Union's port offices are located. Section 4. Every member of the Union shall be regis­ tered in one of three departments: namely, deck, engine and stewards department. The definition of these departments shall be in accordance with custom and usage, itds defini­ tion may be modified by a majority vote of the membership. No member may transfer from one department to another except by approval as evidenced by a majority vote of the mentbership. Article VIII Officers, Headquarters Representatives, Port Agents and Patrolmen Section 1. The officers of the .Union shall be elected as otherwise provided in this Constitution. These officers shall be the President, an Executive Vice-President, one VicePresident in Charge of Contracts and Contract Enforcement, a Secretary-Treasurer, one Vice-President in Charge of the Atlantic Coast, one Vice-President in Charge of the . Gulf Coast, and one Vice-President in Charge of the Lakes and Inland Waters. Section 2. Port Agents' Headquarters Representatives, and Patrolmen shall be elected, except as otherwise provided in this Constitution. Article IX Other Elective Jobs Section 1. In addition to the elective jobs provided for in Article VIII, the following jobs in the Union shall be voted upon in the manner prescribed by this Constitution: Committee members of: (1) Trial Conunittees (2) Quarterly Financial Committees (3) Appeals Committees (4) Strike Committees (5) Credentials Committ^s (6) Union Tallying Committees (7) CcHistitutional Committees Section 2. Additicmal committees may be formed as provided by a majority vote of the membership. Committees may also be appointed as permitted by this Constitution. Article X Duties of Officers, Headquarters Representatives, Port Agents, Other Elected Job Holders and Miscellaneous Personnel (a) The President shall be the executive officer of the Union and shall represent, and act for and in behalf of the Union in all matters except as otherwise specifically provided for in the Constitution. (b) He shall be a member ex-officio of all committees, except as otherwise herein expressly provided. (c) The President shall be in charge of, and responsible for, all Union property, and shall be in charge of headquar­ ters and port offices. Wherever there are time restrictions or other considerations affecting Union action, the President shall take appropriate action to insure observance thereof. (d) In order that he may properly execute his respon­ sibilities, he is hereby instructed and authorized to employ any help he deems necessary, be it legal, accounting or otherwise. e) Subject to approval by a majority vote of the mem­ bership, the President shall designate the number and loca­ tion of ports the jurisdiction, status' and activities thereof, and may close or open such ports, and may re-assign VicePresidents and the Secretary-Treasurer, without reduction in wages. He may also re-assign Headquarters Representatives. Port Agents, and Patrolmen, to other duties, without reduc­ tion in wages. The Ports of New York, Philadelphia, Balti­ more, Mobile, New Orleans, Houston, Detroit and San Francisco may not be closed except by Constitutional amendment. Where ports are opened between elections, the Presidmt shall designate the Union personnel thereof. The President shall designate, in the event of the in­ capacity of any Headquarters Representative, Port Ag«it or Patrolmen, or any officer other than the President, a re­ placement to act as such during the period of incapacity, provided such replacement is qualified under Article XH of the Constitution to fill such job. At the regular meeting in May of every election year, the President shall submit to the membership a pre-baJloting report. In his report he shall recommend the number and location of ports, the number of Headquarters Representa­ tives, Port Agents and Patrolmen which are to be elected. He shall also recommend a bank, a bonded warehouse, a regular officer thereof, or any siniilar depository, to which the ballots are to be mailed, except that the President may, in his discretion, postprme the recommendation as to the depository until no later than the first regular meeting in October. This recommendation may also specify, whether any Patrolman and/or Headquarters Representative, shall be designated as departmental or otherwise. The report shall be subject to approval or modification by a majority vote of the membership. (f) The President shall be chairman of the Executive Board and may cast mie vote in that body. (g) He shall be respcmsible, within the limits of his powers, for the enforcement of this Constitution, the poli­ cies of the Union, and all rules and rulings adopted by the Executive Board, and those duly adopted by a majority vote of the membership. Within these limits, he shall strive ' to enhance the strength, position, and prestige of the Union. (h) The foregoing duties shall be in addition to those other duties lawfully imi^ed upon him. (i) The responsibility of the President may not be delegat^, but the President may delegate to a person or persons the execution of such of his duties as he may in his discre­ tion decide, subjea to the limitaticms set forth in this Constitution. G) Any vacancy in any office or the job of Headquar­ ters Representative, Port Agent, or Patrolman shall be filled by the President by temporary appointment of a member qualified for the office or job under Article XII of this Constitution, except in those cases where the filing of such vacancy is otherwise provided for by this Constitution. (k) The President is directed to take any and all meas­ ures and employ such means which he deems necessary or advisable, to protect the interests, and further the welfare of the Union and its members, in all matters involving natimial, state or local legislation issues, and public affairs. (1) The President shall have authority to require any officer or Union representative to attend any regular or special meeting if, in his (qiinion, it is deemed necessary. Section 2. Executive Vice-President The Executive Vice-President shall perform any and all duties assigned him or delegated to him by the President The Executive Vice-President shall be a member of the Executive Board and may cast one vote in that body. Section 3. Vice-President in Charge of Contracts and Contract Enforcement The Vice-President in Charge of Contracts and Crmtract Enforcement shall perform any and all duties assigned him or delegated to him by the President. In addition, he shall be responsible for all contract negotiations, the formulation of bargaining demands, and the submission of proposed collective bargaining agreements to the membership for ratification. He shall also be responsible, except as other­ wise provided in Article X, Section 13(d) (1), for strike authorization, signing of new contracts, and contract en­ forcement. He shall also act for headquarters in executing the administrative functions assigned to headquarters by this Constitution with respect to trials and appeals except if he is a witness or party thereto, in which event the Sec­ retary-Treasurer shall act in his place. In order that he may properly execute these responsibilities he is hereby in­ structed and authorized to employ such help as he deems necessary, be it legal, or otherwise, subject to approval of the Executive Board. The Vice-President in Charge of Contracts and Contract Enforcement shall be a member of the Executive Board and may cast one vote in that body. Section 4. Secretary-Treasuret. The Secretary-Treasurer shall perform any 4nd all duties assigned him or delegated him by the President. He shall be responsible for the organization and maintenance of the correspondence, files, and records of the Union; setting up, and maintenance of, sound accounting and bookkeeping sys­ tems; the setting up, and maintenance of, proper office and other administrative Union procedures; the proper collec­ tion, safeguarding, and expenditure of all Union funds, port or otherwise. He shall submit to the membership, for each quarterly period, a detailed report of the entire Union's financial operations and shall submit simultaneously there­ with, the Quarterly Financial Committee report for the same period. The Secretary-Treasurer's report shall be pre­ pared by an independent Certified Public Accountant. He shall also work with all duly elected finance committees. The Secretary-Treasurer shall be responsible for the timely filing of any and all reports on the operations of the Union, financial or otherwise, that may be required by any Federal or state laws. In order that he may properly execute his responsibilities, he is hereby instructed and authorized to employ any help he deems necessary, be it legal, account­ ing, or otherwise, subject to approval of the Executive Board. The Secretary-Treasurer shall be a member of the Execu­ tive Board and may cast one vote in that body. The Secretary-Treasurer shall be a member ex-officio of the Credentials and Ballot I'allying Committees. In addition he shall make himself and the records of his office avail­ able to the Quarterly Financial Committee. Section 5. Vice-President in Charge of the Atiantic Coast The Vice-President in Charge of the Atlantic Coast shall be a member of the Executive Board and shall be entitled to cast one vote in that body. He shall supervise and be responsible for the activities of all the ports, and the personnel thereof on the Atlantic Coast, including their organizing activities. The Atlantic Coast area is deemed to mean that area from and including Georgia through M^e and shall also include the Islands ill the Caribbean. In order that he may properly execute his responsibilities he is empowered and authorized to retain any technical or professional assistance he deems necessary, subject to approval of the Executive Board. Section 6. Vlce-Presfdrat In Charge 61 tiie Gulf Coast. The Vice-President in Charge of the Gulf Coast shall be a member of the Executive Board and shall be entitled to cast one vote in that body. He shall supervise and be responsible for the activities of all the Ports, and the personnel thereof on the Gulf Coast including their organizing activities. The Gulf Coast area i?. deemed to mean 3ie State of Florida, siu through the Gulf, including Texas. In order that may properly execute his responsibili­ ties he is empowered and authorized to retain any technical or professional assistance he deems necessary, subject to ajqiroval of the Executive Board. Section 7. Vice-Presldeot In Charge of the Lakes and Inland Waters. The Vice-President in Charge of the Lakes and Inland Waters shall be a member of the Executive Board and shall be entitled to cast one vote in that body. He shall supervise and be responsible for the activities of all the ports, and the personnel thereof on the Lakes and Inland -Waters, including their organizing activities. In order that he may properly execute his responsibilities he is empowered and authorized to retain any technical or professional assistance he deems necessary, subject to appro­ val of the Executive Board. Section 8. Headquarters Representatives. The Headquarters Represaitatives shall perform any and all duties assigned them or delegated to them by the Presi­ dent or the Executive Board. Section 9. Port Agents. (a) The Port Agent shall be in direct charge of the ad­ ministration of Union affairs in the port of his jurisdiction • subject to the direction of the area Vice-President. (b) He shall, within the jurisdiction of his port, be re­ sponsible for the enforcement and execution of the Constituticm, the policies of the Union, and the rules adopted by the Executive Board, and by a majority vote of the mem­ bership. Wherever there are time restrictimis or other con­ siderations affecting port action, the Port Agent sh^ take appropriate acticm to insure observance thereof. (c) He shall be prepared to account, financially or other­ wise, for the activities of his port, whenever demanded by the President, the Vice-President of the area in which his port is located, or by the Secretary-Treasurer. (d) In any event, he shall prepare and forward to the Secretary-Treasurer, a weekly financial report showing, in detail, weekly income and expenses, and complying with all other accoimting directions issued by the Swretary-Treasurer. (e) The Port Agent may assign each port Patrolman to such duties as fall within the jurisdiction of the port, re­ gardless of the departmental designation, if any, under whidi the Patrolman was elected. (f) The Port Agent shall designate which members at that port may serve as representatives to other organiza­ tions, affiliation with which has been properly authorized. Section 10. Patrolmen. Patrolmen shall perform any duties assigned them by the Agent of the Port to which they are assigned. Section 11. Executive Board. The Executive Board shall consist of the President, the Executive Vice-President, the Vice-President in Charge of Contracts and Contract Enforcement, the Secretaty-Treasurer, the Vice-President in Charge of the Atlantic Area, the Vice-President in Charge of the Gulf Area, the VicePresident in Charge of the Lakes and Inland Waters, and the National Director (or chief executive officer) of each subordinate body or division created or chartered by the Union whenever such subordinate body or division has attained a membership of 3,200 members and has main­ tained that membership for not less than three (3) months. Such National Director (or chief executive officer) shall be a member of the respective subordinate body or division and must be qualified to hold office under the terms of the Constitution of such division or subordinate body. The Executive Board shall meet no less than twice each year and at such times as the President and/or a ma­ jority of the Executive Board may direct The President shall be chairman of all Executive Board meetings tmless absent, in which case the Executive Board shall designate the chairman. Each member of the Executive Board shall be entitled to cast one vote in that body. Its decision shall be determined by majority vote of those voting, providing a quorum of three is present. It shall be the duty of the Executive Board to develop policies, strategies and rules which will advance and protect the interests and welfare of the Union and the Members. It shall be the duty of the Secretary-Treasurer, or in his absence,, an appointee of the Executive Board, to keep accurate minutes of all Executive Board meetings. The Executive Board shall determine per capita tax to be levied and other terms and conditions of affiliation for any group of workers desiring affiliation. The Executive Board may direct the administration of all Union affairs, properties, policies and personnel in any and all areas not otherwise specifically provided for in this Con­ stitution. Notwithstanding the foregoing, the Executive Board may act without holding a formal meeting provided all members of the Board are sent notice of the proposed action or actions and the decision thereon is reduc^ to writing and signed by a majority of the Executive Board. In the event that death, resignation or removal from office for any reason should occur to the President, the Executive Board by majority vote shall name a successor from its own membership who shall fill that vacancy imtil the next general election. In the event the President is incapacitated for a period of more than thirty (30) days, and the Executive Board by majority vote thereafter determines that such incapacity prevents the President from carrying out his duties, the Executive Board by majority vote- may appoint from among its own membership the officer to fill the office of Presi­ dent. This appointment shall terminate upon the President's recovery from such incapacity or upon the expiration of the President's term of office, whichever occurs first. The Executive Board by majority vote may grant re­ quests for leaves of absence with or without pay to officers. In the event that a leave is granted to the President, the Executive Board by a majority vote, shall designate from among its own membership who shall exercise the duties of the President during such period of leave. Notwithstanding the provision of Section 10) of this Article X, the Executive Board, by majority vote, may determine not to fill any vacancy in any office or job for any part of an unexpired term. Section 12. Delegates. (a) The terms "delegates" shall mean those members of �the Union and its subordinate bodies or dhisions who are. elected in accordance with the provisions of this Constitu­ tion, to attend the convention of the Seafarers Litemational Union of North America. The following officers and job holders, upon their election to office or job shall, during the term of their office or job, be delegates to all Conven­ tions of the Seafarers International Union of North Amer­ ica in the following order of priority: President; Executive Vice-President; Vice-President in Charge of Contracts and Contract Enforcement; Secretary-Treasurer, Vice-President in Charge of the Atlantic Coast; Vice-President in Charge of the Gulf Coast; Vice-President in Charge of the Lakes and Inland Waters; Headquarters Representatives, with priority to those most senior in full book Union member­ ship; Port Agents, with priority to those most senior in full book Union membership; and Patrolmen, with priority to those most senior in full book Union membership. (b) Each delegate shall, by his vote and otherwise, support- those policies agreed upon by the majority of the dele­ gates to the Convention. (c) The President shall assign to each subordinate body or division that number of delegates to which this Union would have been entitled, if its membership had been in­ creased by the number of members of the subordinate body or division, in accordance with the formula set forth in the Constitution of the Seafarers International Union of North America, except that this provision shall not be applied so as to reduce the nupiber of delegates to which this Union would otherwise have been entitl^. Sectioa 13. Cominittees. (a) Trial Committee. The Trial Committee shall conduct the trials of a person charged, and shall submit findings and recommendations as prescribed in this Constitution. It shall be the special obliga­ tion of the Trial Conunittee to observe all the requirements of this Constitution with regard to charges and trials, and their findings and recommendations must specifically state whether or not, in the opinion of the Trial Committee, the rights of any accused, under this Constitution, were prop­ erly safeguarded. (b) Appeals Committee. 1. The Appeals Committee shall hear all appeals from trial judgments, in accordance with such procedures as are set forth in this Constitution and such rules as may be adopted by a majority vote of the membership not incon­ sistent therewith. 2. The Appeals Committee shall, within not later than one week after tl the close of the said hearing, make and submit findings and recommendations in accordance with the provisions of this Constitution and such rules as may be adopted by a majority vote of the membership not in­ consistent therewith. (c) Quarteriy Ftaandal Committee. 1. The Quarterly Financial Committee shall make an examination for each quarterly period of the finances of the Union and shall report fully on their findings and recommendations. Members of this committee may make dissenting reports, separate recommendations and separate findings. 2. The findings and recommendations of this committee shall be completed within a reasonable time and after the election of the members thereof, and shall be submitted to the Secretary-Treasurer who shall cause the same to be read in all ports, as set forth herein. 3. All officers. Union personnel and members are res^nsible for complying with all demands made for records, bills, vouchers, receipts, etc., by the said Quarterly Financial Committee. The committee shall also have available to it, the services of the independent certified public accountants retained by the Union. 4. Any action on the said report shall be as determined by a majority vote of the membership. 5. The, Quarterly Financial Committee shall consist of seven (7) full book members in good standing to be elected at Headquarters—Port of New York. No officer. Headquarters Representative, Port Agent, or Patrolman, shall be eligible for election to this Committee. Committee members shall be elected at the regular Headquarters— Port of New York meeting designated by the SecretaryTreasurer. In the event such regular meetings cannot be held for lack of a quorum, the New York Port Agent shall call a special meeting as early as possible for the electing of Committee members to serve on the Quarterly Financial Conunittee. On the day following their election, and con­ tinuing until the Committee has completed its report, each Committee member shall be paid for hours worked at the standby rate of pay, but in no event shall they be paid less than eight (8) hours per day. They shall be furnished room and board during the period they are performing their duties. In the event a committee member ceases to act, no replacement need be elected, unless there are less than three (3) committee members, in which event they shall suspend their work until a special election for committee members shall be held as provided above, for such number of com­ mittee members as shall be necessary to constitute a com­ mittee of not less than three (3) members in good standing, (d) Strike Committee 1. In no event sh^l a general strike take place unless ap­ proved by a majority vote of the membership or segment of the Union, whichever applies. 2. In the event a general strike has been approved by the membership the Port Agents in all affected ports shall call a timely special meeting for the purpose of electing a strike committee. This committee shall be composed of three full book members and their duties shall consist of assisting the Port Agent to effectuate all strike policies and strategies. Article Xi Wages and Terms of Office of Officers and Other Elective Job Holders, Union &nployees, and Others Sectioa 1. The following elected officers and jobs shall be held for a term of four years: President Vice-President Secretary!reasuirer Headquarters Representatives Port Agents Patrolmen Page 34 The term of four years set forth her^ is expressly subject to the provisions for assumption of office as ccmtained in Ai-ticle XIII, Section 6 (b) of this Constitution. The first nomination and election of officers and jobs under this amended Constitution as provided for in this Article XI and Articles XII and XIII, shall be held in the year 1975. Section 2. The term of any elective jobs other than those indicated in Section 1 of this Article shall continue for so long as is necessary to complete the functions thereof, unless sooner terminated by a majority vote of the mem­ bership or segment of the Union, whichever applies, whose vote was originally necessary to elect the one or ones serving. Sectimi 3. The compensation to be paid the holder of any office or other elective job shall be determined from time to time by the Executive Board subject to approval of the membership. Section 4. The foregoing provisions of this Article do not apply to any corporation, business, or other venture in which this Union participates; or which it organizes or creates. In such situations, instructions conveyed by the Executive Board shall be followed. Article XII QualificcTlons fw Officers, Headquarters Representatives, Port Agents, Patrolmen Potroin and Other Elective Jobs Section 1. Any member of the Unicm is eligible to be a candidate for, and hold, any office or the job of Head­ quarters Representative, Port Agent or Patrolman provided: (a) He has at least three (3) years of seatime in an unlicensed capacity aboard an American-flag merchant vessel or vessels. In computing time, time spent in the em­ ploy of the Union, its subsidiaries and its affiliates, or in any employment at the Union's direction, shall count the same as seatime. Union records. Welfare Plan records and/or company records can be used to determine eligibil­ ity; and (b) He has been a full book member in continuous good standing in the Union for at least three (3) years immedi­ ately prior to his nomination; and (c) He has at least one hundred (100) days of seatime, in an unlicensed capacity, aboard an American-flag mer­ chant vessel or vessels covered by contract with this Union, or one hundred (100) days of employment with, or in any office or job of, the Union, its subsidiaries and its affiliates, or in any employment at the Union's direction, or a com­ bination of these, between January 1st and ffie time of nomination in the election year, except if such seatime is wholly aboard such merchant vessels operating solely upon the Great Lakes, in which event he shall have at least sixty-five (65) days of such seatime instead of the fore­ going one hundred (100) days; and (d) He is a citizen of the United States of America; and (e) He is not disqualified by law. He is not receiving a pension from this Union's Pension Fund, if any, or from a Union-Management Fund to which Fund this Union is a party or from a company under contract with this Union. Sectioa 2. All candidates for, and holders of, other elec­ tive jobs not specified in the preceding sections be full book members of the Union. Section "3. All candidates for, and holders of elective offices and jobs, whether elected or appointed in accordance with this Constitution, shall maintain full boojc membership in good standing. Article Xlil Elections for Officers, HecKlquarters Representatives, Port Agents aid Patroimen Section 1. Nomlnatimis. Except as provided in Section 2 (b) of this Article, any full book member may submit his name for nomination for any office, or the job of Headquarters Representative, Port Agent or Patrolman, by delivering or causing to be deliv­ ered in person, to the office of the Secretary-Treasurer at headquarters, or sending, a letter addressed to the Creden­ tials Committee, in care of the Secretary-Treasurer, at the address of headquarters. This letter shall be dated and shall contain the following: (a) The name of the candidate. (b) His home address and mailing address. (c) His book number. (d) The title of the office or other job for which he is a candidate, including the name of the Port in the event the position sought is that of Agent or Patrol­ man. (e) Proof of citizenship. (f) Proof of seatime and/or employment as required for candidates. (g) In the event the member is on a ship he shall notify the Credentials Committee what ship he is on. This shall be done also if he ships subsequent to forward­ ing his credentials. (h) Annexing a certificate in the following form, signed and dated by the proposed nominee: "I hereby certify that I am not now, nor, for the five (5) _years last past, have I been either a member of the Com­ munist Party or convicted of, or served any part of a prison term resulting from conviction of robbery, bribery, extor­ tion, embezzlement, grand larceny, burglary, arson, viola­ tion of narcotics laws, murder, rape, assault with intent to kill, assault which infiicts grievous-bodily injury, or violalation of Title II or III of the Landrum-Griffin Act, or conspiracy to commit any such crimes." Dated Signature of member Book No Printed forms of the certificate shall be made availabie to nominees. Where a nominee Cannot truthfully execute such a certificate, but is, in fact, legally eligible for an officer or job by reason of the restoration of civil rights originally revoked by such conviction or a favorable deter­ mination by the Board of Parole of the United States De­ partment of Justice, he shall, in lieu of the foregoing certificate, furnish a complete signed statement of the facts of his case together with true copies of the documents supporting his statement. Any full book member may nominate any other full, book member in which event such full book member so nominated shall comply with the provisions of this Article as they are set forth herein, relating to the submission of credentials. By reason of the above self nomination provi­ sion the responsibility if any, for notifying a nominee of his nomination to office, shall be that of the nominator. All documents required herein must reach headquarters no eariier than July *15 and ho later than August 15 of the election year. The'Secretary-Treasurer is charged with safekeeping of these letters and shall turn them over to the Credentials Committee upon the latter's request. Section 2. Credentials Committee. (at A Credentials Committee shall be elected at the regular meeting in August of the election year, at the port where Headquarters is located. It shall consist of six (6) full book members in attendance at the meeting, with two (2) members to be elected from each of the Deck, Engine and Stewards Departments. No officer. Headquarters Repre­ sentative. Port Agent or Patrolman, or candidate for office or the job of Headquarters Representative, Port Agent or Patrolman, shall be eligible for election to this Committee, except as provided for in Article X, Section 4. In the event any committee member is unable to serve, the Committee shall suspend until the President or Executive Vice-Presi­ dent, or the Secretary-Treasurer, in that order; calls a special meeting at the port where Headquarters is located in order to elect a replacement. The Committee's results shall be by majority vote, with any tie vote being resolved by a majority vote of the membership at a special meeting called for that purpose at that Port. (b) After its election, the Committee shall immediately go into session. It shall determine whether the person has submitted his application correctly and possesses the neces­ sary qualifications. The Committee shall prepare a report listing each applicant and his book number under the office or job he is seeking. Each applicant shall be marked "qualified" or "disqualified" according to the findings of the Committee. Where an applicant has been marked "dis­ qualified," the reason therefor must be stated in the report, ^ere a tie vote has been resolved by a special meeting of the membership, that fact shall also be noted, with sufficient detail. The report shall be signed by all of the Committee members, and be completed and submitted to the Ports in time for the next regular meeting after thenelection. At this meeting, it shall, be read and incorporated in the minutes, and then posted on the bulletin board in each port. On the last day of nominations, one member of the Committee shall stand by in Headquarters to accept delivery of credentials. All credentials fitials must be in head­ quarters by midnight of closing day. (c) When an applicant has been disqualified by the committee, he shall be notified immediately by telegram at the addresses listed by him pursuant to ^tion 1 of this Article. He shall also be sent a letter containing their rea­ sons for such disqualification by air mail, specif delivery, registered or certified, to the mailing address designated pursuant to Section 1(b) of this Article. A disqualified applicant shall have the right to take an appeal to the membership from the decision of the Committee. He shall forward copies of such appeal to each port, where the appeal shall be presented and voted upon at a regular meeting no later than the second meeting after the Com­ mittee's election. It is the responsibility of the applicant to insure timely delivery of his appeal. In any eveiit, without prejudice to his written appeal, the applicant may appear in person before the Committee within two days after the day on which the tele^am is sent, to correct his application or argue for his qualification. The committee's report shall be prepared early enough to allow the applicant to appear before it within ffie time set forth in this Constitution and still reach the ports in time for the first regular meeting after its election. (d) A majority vote of the membership shall, in the case of such appeals, be sufficient to over-rule any disquali­ fication by the Credentials Committee, in which event the one so previously classified shall then be deemed qualified, (e) The Credentials Committee, in passing upon the qualifications of candidates, shall have the right to con­ clusively presume that anyone nominated and qualified in previous elections for candidacy for any office, or the job of Headquarters Representative, Port Agent or Patrolman, has met all the requirements of Section 1(a) of Article XII. Section 3. Balloting Procedures. (a) Balloting in the manner hereafter provided, shall commence on November 1st of the election year and shall continue through December 31st, exclusive of Sundays and (for each individual Port) holidays legally recognized in the City of which the port affected is located. If November 1st or December 31st falls on a holiday legally recognized in a Port in the City in which that port is located, the balloting period in such port shall commence or terminate, as the case may be, on the next succeeding business day. Subject to the foregoing, for the purpose of full book members securing their ballots, the ports shall be open from 9:00 A.M. to 12 Noon, Monday through Saturdays, ex­ cluding holidays. (b) Balloting shall be by mail. The Secretary-Treasurer shall insure the proper and timely preparation of ballots, without partiality as to candidates or ports. The ballots may contain general information and instructive comments not inconsistent with the provisions of this Constitution. All qualified candidates shall be listed thereon alphabetically within each category with book number and job seniority classification status. The listing of the ports shall first set forth Headquarters and then shall follow a geographical pattern, commencing with the most northerly port of the Atlantic Coast, follow­ ing the Atlantic Coast down to the most southerly port on that coast, then westerly along the Gulf of Mexico and so on, until the list of ports is exhausted. Any port outside the Continental United States shall then be added. There shall be no write-in voting and no provisions for the same shall appear on the ballot. Each ballot shall be so prepared as to have the number thereon placed at the top thereof and shall be so perforated as to enable that portion con­ taining the said number to be easily removed to insure secrecy of the ballot. On this removable portion shall also be placed a short statement indicating the nature of the ballot and the voting date thereof. (c) The ballots so prepared at the direction of the Secretary-Treasurer shall be the only official ballots. No others may be used. Each ballot shall be numbered as indi­ cated in the preceding paragraphs and shall be numbered consecutively, commencing with number 1. A sufficient amount shall be printed and distributed to each Port. A record of the ballots, both by serial numbers and amount, sent thereto, shall be maintained by the Secretary-Treasurer, who shall also send each Port Agent a verification list indi­ cating the amount and serial numbers of the balIot.s sent. The Secreiaty-Treasurer shall also send to each Port Agent a sufficient amount of blank opaque envelopes containing the word, "Ballot" on the face of the envelope, as well as a sufficient amount of opaque mailing envelopes, first class postage prepaid and printed on the face thereoit as the t/.; Vt �addressee shall be the name and address of the depository for the receipt of such ballots as designated by the Presi­ dent in the maimer provided by Article X, Section 1, of this Constitution. In the upper left-hand comer of such mailing envelope, there shall be printed thereon, as a top line, provision for the voter's si^ature and on another line immediately thereunder, provision for the printing of the voter's name and book number. In addition, the SecretaryTreasurer shall also send a sufficimt amount of mailing envelopes identical with the mailing envelopes mentioned above, except that they shall be of different color, and shall contain on the face of such envelope in bold letters, the word, "Challenge." The Secretary-Treasurer shall further furnish a sufficient amount of "Roster Sheets" which shall have printed thereon, at the top thereof, the year of the election, and immediately thereunder, five (5) vertical col­ umns designated, date, ballot number, signature full book member's name, book number, and commente, and such roster sheets shall contain horizontal lines immediately under the captions of each of the above five columns. The Secre­ tary-Treasurer shall also send a sufficient amount of envel­ opes with the printed name and address of the depository on the face thereof, and in the upper left-hand comer, the name of the port and address, and on the face of such envelope, should be printed the words, "Roster Sheets and Ballot Stubs". Each Port Agent shall maintain separate records of the ballots sent him and shall inspect and count the ballots when received, to insure that the amount sent, as well as the numbers thereon, conform to the amount and numbers listed by the Secretary-Treasurer as having been sent to that Port. The Port Agent shall immediately execute and return to the Secretary-Treasurer a receipt, acknowledging the correctness of the amount and the numbers of the ballots sent, or shall notify the Secretary-Treasurer of any discrepancy. Discrepancies shall be corrected as soon as possible prior to the voting period. In any event, receipts shall be forwarded for all the aforementioned election material actually received. The Secretary-Treasurer shall prepare a file in which shall be kept memoranda and correspondence dealing with the election. This file shall at all times be available to any member asking for inspection of the same at the office of the Secretary-Treasurer and shall be tumed over to the Union Tallying Committee. I'd) Balloting shall be secret. Only full book members in good standing may vote. Each full book member may secure his ballot at Port offices, from the Port Agent or his duly designated representative at such port Each Port Agent shall designate an area at the Port office over which should be posted the legend "Voting Ballots Secured Here." When a full book member appears to vote he shall present his book to the Port Agent or his aforementioned duly designated representative. The Port Agent or his duly designated representative shall insert on the roster sheet under the appropriate column the date, the number of the ballot given to such member and his full book number, and the member shall then sign his name on such roster sheet under the appropriate column. Such member shall have his book stamped with the word, "Voted" and the date, and shall be given a ballot, and simultaneously the perforation on the top of the ballot shall be removed. At the same time the member shall be given the envel(^pe marked "Ballot" together with the pre-paid postage mailmg envelope addressed to the depository. The member shall take such ballot and envelopes and in secret thereafter, mark his ballot, fold the same, insert it in the blank envelope marked "Ballot", seal the same, then insert such "Ballot" envelope into the mailing envelope, seal such Emailing envelope, sign his name on the upper left-hand comer on the first line of such mailing envelope and on «.the second line in the upper left-hand comer print his ». name and book number, after which he shall mail or cause the same to be mailed. In the event a full book member » appears to vote and is not in good standing, or does not have his membership book with him or it appears for other » valid reasons he is not eligible to vote, the same procedure as provided above shall apply to him, except that on the • roster sheet under the column "Comments", notation should be made that the member voted a challenged ballot and the reason for his challenge. Such member's membership book shall be stamped "voted challenge", and the date, ^ and such member instead of the above-mentioned mailing envelope, shall be given the mailing ravelope of a different •• color marked on the face thereof with the word, "Chal, lenge". At the end of each day, the Port Agent or his » duly designated representative shall enclose in the envelope addressed to the depository and marked "Roster Sheets and » Ballot Stubs", the roster sheet or sheets executed by the members that day, together with the numbered perforated slips removed from the ballots which had been given to the members, and then mail the same to such depository. To insure that an adequate supply of all balloting material is • maintained in all ports at all times, the Port Agent or his duly designated representative, simultaneously with mailing m of the roster sheets and ballot stubs to the depository at the end of each day, shall also make a copy of the roster 9 sheet for that day and mail the same to the SecretaryTreasurer at Headquarters. The Port Agent shall be ^ responsible for the proper safeguarding of all election material and shall not release any of it until duly called ^ for and shall insure that no one tampers with the material placed in his custody. (e) Full book members may request and vote an absen• tee ballot under the following circumstances; while such member is employed on a Union contracted vessel and ^ which vessel's schedule does not provide for it to be at a port in which a ballot can be secured during the time and period provided for in Section 4(a) of this Article or is in •a USPHS Hospital anytime during the first ten (10) days of the month of November of the Election Year. The mem% ber shall make a request for an absentee ballot by registered or certified mail or the equivalent mailing device at the location from which such request is made, if such be the • case. Such request shall contain a designation as to the address to which such member wishes his absentee ballot returned. The request shall be postmarked no later than • 12:00 P.M. on the 15th day of November of the election year, shall be directed to the Secretary-Treasurer at Head_ quarters and must be delivered no later than the 25th of such November. The Secretary-Treasurer shall determine whether such member is eligible to vote such absentee • ballot. The Secretary-Treasurer, if he determines that such member is so eligible, he shall by the 30th of such Novembef, send by registered mail, return receipt requested, to the address so designated by such member, a "Ballot", after removing the perforated numbered stub, together with the • hereinbefore mentioned "Ballot" envelope, and mailing envelope addressed to the. depository, except that printed on the face of such mailing envelope, shall be the words "Absentee Ballot" and appropriate voting instructions shall accompany such mailing to the member. If the SecretaryTreasurer determines that such member is ineligible to receive suck abstentee ballot, he shall nevertheless send such member the aforenieniioned ballot with accohipanying material except that the mailing envelope addressed to the depository shall have printed on the face thereof the words "Challenged Absmtee Ballot" The SecretaryTreasurer shall keep records of all of the foregoing, includ­ ing the reasons for determining such member's ineligibility, which records shall be open for inspectio members and upon the convening of the Union Tallying Committee, presented to them. The Secretary-Treasurer shall »nd to ail Ports, the names and book numbers of the members to whom absentee ballots were sent. (f) All ballots to be counted, must be received by the depository no later than the January 5th immediately sub­ sequent to the election year and must be postmarked no later than 12 midnight December 31st of the election year. Section 4. (a) At the close of the last day of the period for securing ballots, the Port Agent in each port, in addi­ tion to his duties set forth above, shall deliver or mail to Headquarters by registered or certified mail, attention Union Tallying Committee, all unused ballots and shall specifically set forth, by serial number and amount, the unused ballots so forwarded. (b) The Union Tallying Committee' shall consist of 16 full book members. Two shall be elected from each of the eight ports of New York, Philadelphia, Baltimore, Mobile, New Orleans, Houston, Detroit and San Francisco. The election shall be held at the regular meeting in December of • the election year, or if the Executive Board otherwise deter­ mines prior thereto, at a special meeting held in the, afore­ said ports, on the first business day of the last week of said month. No officer. Headquarters Representative, Port Agent, Patrolman, or candidate for office, or the job of Headquar­ ters Representative, Port Agent or Patrolman, shall be eligible for election to this Committee, except as provided for in Article X, Section 4. In addition to its duties herein set forth, the Union Tallying Committee shall be charged with the tallying of all the ballots and the preparation of a closing report setting forth, in complete detail, the results of the election, including a complete accounting of all ballots and stubs, and reconciliation of the same with the rosters, and receipts of the Port Agents, all with detailed reference to serial numbers and amounts and with each total broken down into port totals. The Tallying Committee shall have access to all election records and lUes for their inspection, examination and verification. The report shall clearly detail all discrepancies discovered and shall contain recommendations for the treatment of these discrepancies All members of the Committee shall sign the report, with­ out prejudice, however, to the right of any member thereof to submit a dissenting report as to the accuracy of the count and the validity of the ballots, with pertinent details. In connection with the tally of ballots there shall be no counting of ballots until all mailing envelopes containing valid ballots have first been opened, the ballot envelopes removed intact and then all of such ballot envelopes mixed together, after which such ballot envelopes shall be opened and counted in such multiples as the Committee may deem expedient and manageable. The Committee shall resolve all issues on challenged ballots and then tally those found valid, utilizing the same procedure as provided in the preceding sentence either jointly or separately. (c) The members of the Union Tallying Committee shall, after their election, proceed to the port in which Headquarters is located, to arrive at that port no later than January 5th of the year immediately after the election year. Each mem^r of the Committee not elected from the port in which Headquarters is located shall be reimbursed for transportation, meals, and lodging expenses occasioned by their traveling to and returning from that Port. Committee members elected from the jwrt in which Headquarters is located, shall be similarly reimbursed, except for transpor­ tation. All members of the Committee shall also be paid at the prevailing standby rate of pay from the day subse­ quent to their election to the day they return, in normal course, to the port from which they were elected. The Union Tallying Committee shall elect a chairman from among themselves and, subject to the express terms of this Constitution, adopt its own procedures. All decisions of such Committee and the contents of their report shall be valid if made by a majority vote, provided there be a quorum in attendance, which quorum is hereby fixed at nine (9). The Committee, but not less than a quorum thereof, shall have the sole right and duty to obtain all mailed ballots and the other mailed election material fromthe depository and to insure their safe custody during the course of the Committee's proceedings. The proceedings of the Committee except for ffieir organizational meeting and their actual preparation of the closing report and dissents therefrom, if any, shall be open to any member, provided he observes decorum. Any candidate may act as an observer and/or designate another member to act as his observer at the counting of the ballots. In no event shall issuance of the above referred to closing report of the Committee be delayed beyond January 31st immediately subsequent to the close of the election year. In the discharge of its duties, the Committee may call upon and utilize the services of clerical employees of the Union. The Committee shall be ^ discharged upon the completion of the issuance and dis­ patch of its report as required in this Article. In the event a recheck and recount is ordered pursuant to this Article, the Committee shall be reconstituted, except that if any member thereof is not available, a substitute therefore shall be elected from the appropriate port at a special meeting held for that purpose as soon as possible. (d) The report of the Committee shall be made up in sufficient copies to comply with the following requirements: ' two copies shall be mailed by the Committee to each Port Agent and the Secretary-Treasurer no later than January 31st immediately subsequent to the close of the election year. As soon as these copies are received, each Port Agent shall post one copy of the report on the bulletin board, in a conspicuous manner, and notify the Secretary-Treasurer, in writing, as to the date of such posting. This copy shall be kept posted until after the Election Report Meeting, which shall be the March regular membership meeting im­ mediately following the close of the election year. At the Election Report Meeting, the other copy of the report shall be read verbatim. (e) Any full book member claiming a violation of the election and balloting procedure or the conduct of the same, shall within 72 hours of- the occurrence of the claimed violation, notify the Secretary-Treasurer at Head­ quarters, in writing, by certified mail, of the same, setting forth his name, book number and the details so that ap­ propriate corrective action if warranted may be taken. The Secretary-Treasurer shall expeditiously investigate the facts concerning the claimed violation, take such action as may be necessary, a copy of which shall be sent to the member and the original shall be filed for the Union Tallying Com­ mittee for their appropriate action, report and recom­ mendation, if any. The foregoing shall not be applicable to matters involving the Credentials Committee's action or report, the provisions of Article XIII, Sections I and 2 being the pertinent provisions applicable to such matters. All protests as to any and all aspects of the election and balloting procedures or the conduct of the same, not passed upon by the Union Tallying Committee in its report, excluding therefrom mutters involving the Credentials Committee's acti<m or report as provided in the last sentence of the immediately preceding paragraph, but including the procedure and report of the Union Tallying Committee, shall be filed in writing by certified mail with the SecretaryTreasurer at Headquarters, to be received no later than the February 25th immediately subsequent to the close of the election year. It shall be the responsibility of the member to insure that his written protest is received by the Secretary-Treasurer no later than such February 25th. The Secretary-Treasurer shall forward copies of such written protest to all ports in sufficient time to be read at the Election Report Meeting. The written protest shall contain the full book member's name, book number, and all details constituting the protest. (f) At the Election Report Meeting the report and recommendation of the Union Tallying Committee, includ­ ing but not limited to discrepancies, protests passed upon by them, as well as protests filed with the SecretaryTreasurer as provided for in Section (e) immediately above, shall be acted upon by the meeting. A majority vote of the membership shall decide what action, if any, in accordance with the Constitution shall be taken thereon, which action, however, shall not include the ordering of a special vote, unless reported discrepancies or protested procedure or conduct found to have occurred and to be violative of the Constitution, affected the results of the vote for any office or job, in which event, the special vote ^all be restricted to such office, offices and/or job or jobs, as the case may be. A majority of the membership at the Election Report Meetings may order a recheck and recount when a dissent to the closing report has been issued by three (3) or more members of the Union Tallying Com­ mittee. Except for the contingencies provided for in this Section 4(f), the closing report shall be accepted as final. There shall be no further protest or appeal from the action of the majority of the membership at the Election Report Meetings. (g) Any special vote ordered pursuant to Section 4(f) shall be commenced within ninety (90) days after the first day of the month immediately subsequent to the Election Report Meetings mentioned above. The depository shall be the same as designated for the election from which the special vote is ordered. And the procedures shall be the same as provided for in this Section 4, except where specific dates are provided for, the days shall be the dates applicable, which provide for the identical time and days originally provided for in this Section 4. The Election Re­ port Meeting for the aforesaid special vote shall be that meeting immediately subsequent to the report of the Union Tallying Committee separated by one calendar month. Section 5. Elected Officers and Job Holders: (a) A candidate unopposed for any office or job shall be deemed elected to such office or job notwithstanding that his name may appear on the ballot. The Union Tallying Committee shall not be required to tally completely the results ot the voting for such unopposed candidate but shall certify in their report, that such unopposed candidate has been elected to such office or job. The Election Report Meeting shall accept the above certification of the Union Tallying Committee without change. S^on 6. Installation into Office and the Job of Head­ quarters Representative, Port Agent or Patrolman: (a) The person elected shall be that person having the largest number of votes cast for the particular office or job involved. Where more than one person is to be elected for a particular office or job, the proper number of candidates receiving the successively highest number of votes shall be declared elected. These determinations shall be made only from the results deemed final and accepted as provided in this Article. It shall be the duty of the President to notify each individual elected. (b) The duly elected officers and other job holders shall take over their respective offices and jobs, and assume the duties thereof, at midnight of the night of the Election Report Meeting, or the next regular meeting, depending upon which meeting the results as to each of the foregoing are deemed final and accepted, as provided in this Article. The term of their predecessors shall continue up to, and expire at, that time, notwithstanding anything to the con­ trary contained in Article XI, Section 1. This shall not apply where the successful candidate cannot assume his office because he is at sea. In such event, a majority vote of the membership may grant additional time for the assumption of the office or job. In the event of the failure of the newly-elected Presi­ dent to assume office the provisions of Article X, Section 11 shall apply until the expiration of the term. All other cases of failure to assume office shall be dealt with as decided by a majority vote of the membership. Section 7. The Secretary-Treasurer is specifically charged with the preservation and retention of all election records, including the ballots, as required by law, and is directed and authorized to issue such other and further directives as to the election procedures as are required by law, which directives shall be part of the election procedures of this Union. Article XiV Other Elections Section 1. Trial Committee. A Trial Committee shall be elected at a special meeting held at 10:00 A.M., the next business day following the regular meeting of the Port where the Trial is to take place. It shall consist of five full book members, of which three shall constitute a quorum. No officer. Headquarters Repre­ sentative, Port Agent, Port Patrolman, • or other Union personnel may be elected to serve on a Trial Committee. No member who intends to be a witness in the pending trial may serve, nor may any member who cannot for any reason, render an honest decision. It shall be the duty of every member to decline nomination if he knows, or has reason to believe, any, of the foregoing disqualifications apply to him. The members of this committee shall be elected undei' such generally applicable rules as are adopted by a majority vote of the membership. Section 2. Appeals Conunltitee. The Appeals Committee shall consist of seven full book members, five of whom shall constitute a quorum, elected �at the port where headquarters Is located. The same dis­ qualifications and duties of members shall apply with regard to this corumittee as apply to the Trial Committee. In addi­ tion, no member may serve on an Appeals Committee in the hearing of an appeal from a Trial Committee decision, if the said member was a member of the Trial Committee. Article XV Trials and Appeals Section 1. Any member may bring charges against any other member for the commission of an offense as set forth in this Constitution. These charges shall be in writing and signed by the accuser, who shall also include his book number. The accuser shall deliver these charges to the Port Agent of the port nearest the place of the offense, or the port of pay-off, if the offense took place aboard ^ip. He shall also request the Port Agent to present these charges at the next regular meeting. The accuser may withdraw his charges before the meeting takes place. Section 2. After presentation of the charges and the re­ quest to the Port Agent, the Port Agent shall cause those charges to be read at the said meeting. It the charges are rejected by a majority vote of the port, no further action may be taken thereon, unless ruled other­ wise by a majority vote of the membership of the Union within 90 days thereafter. If the charges are accepted, and the accused is present, he shall be automatically on notice that he will be tried the following morning. At his request, the trial shall be postponed until the morning following the next regular meeting, at which time the Trial Committee will then be elected. He shall also be handed a written copy of the charges made against him. If the accused is not present, the Port Agent shall im­ mediately cause to be sent to him, by registered mail addressed to his last known mailing address on file with the Union a copy of the charges, the names and book numbers of the accusers, and a notification, that he must appear with his witnesses, ready for trial the morning after the next regular meeting, at which meeting the Trial Com­ mittee will be elected. In the event a majority of the membership of the Union shall vote to accept charges after their rejection by a port, the trial shall take place in the Port where Headquarters is located. Due notice thereof shall be given to the accused, who shall be informed of the name of his accusers, and who shall receive a written statement of the charges. At the request of the accused, transportation and subsistence shall be provided the accused and his witnesses. Section 3. The Trial Committee shall hear all pertinent evidence and shall not be bound by the rules of evidence required by courts of law but may receive all relevant testimony. The Trial Committee may grant adjournments, at the request of the accused, to enable him to make a proper defense. In the event the Trial Committee falls beneath the quorum, it shall adjourn until a quorum does ' exist. Section 4. No trial shall be conducted unless all the ac­ cusers are present. The Trial Committee shall conduct the trial except that the accused shall have the right to crossexamine the accuser, or accusers and the witnesses, as well as to conduct his own defense. The accused may select any member to assist him in his defense at the trial, provided, (a) the said member is available at the time of the trial and (b) the said member agrees to render such assistance. If the accused challenges the qualifications of the members of the Trial Committee, or states that the charges do not adequately inform him of what wrong he allegedly com. mitted, or the time and place of such commission, such matters shall be ruled upon and disposed of, prior to proceeding on the merits of the defense. The guilt of an accused shall be found only if proven by the weight of the evidence, and the burden of such proof shall be upon the accuser. Every finding shall be based on the quality of the evidence and not solely on the number of witnesses produced. Section 5. The Trial Committee shall make findings as to guilt or innocence, and recommendations as to punishment and/or other Union action deemed desirable in the light of the proceedings. These findings and recommendations shall be those of a majority of the committee, and shall be in writing, as shall be any dissent. ITie committee shall forward its findings and recommendations, along with any dissent to the Port Agent of the port where the trial took place, while a copy thereof shall be forwarded to the accused and the accuser, either in person or by mail addressed to their last known addresses. The findings shall include a state­ ment that the rights of the accused under this Constitution, were properly safeguarded. The findings also must contain the charges made, the date of the trial, the name and address of the accused, the accuser, and each witness; shall describe each document used at the trial; shall contain a fair summary of the proceedings, and shall state the findmgs as to guilt or innocence. If possible, all documents used at the trial shall be kept. All findings and recommendations shall be made a part of the regular files. Section 6. The Port Agrat of the Port of Trial shall, upon receipt of the findings and recommendations of the Trial CommitteCj cause the findings and recommendations to be presented, and entered into the minutes, at the next regular meeting. Section 7. The Port Agent shall send the record of the entire proceedings to headquarters, which shall cause sufficient copies thereof to be made and sent to each Port in time for ffie next regularly scheduled meeting. Section 8. At the latter meeting, the proceedings shall be discussed. The meeting shall then vote. A majority vote of the membership of the Union shall: (a) Accept the findings and recommendations, or (b) Reject the findings and recommendations, or (c) Accept the findings, but modify the recommenda­ tions, or (d) Order a new trial after finding that substantial justice has not been done with regard to the charges. In this event, a new trial shall take place at the port where headquarters is located and upon application, the accused, the accusers, and their witnesses shall be furnished trans­ portation and subsistence. Section 9. After the vote set forth in Section 8, any punishment so decided upon shall become effective. Head­ quarters shall cause notice of the results thereof to be sent to each accused and accuser. Section 10. An accused who has been found guilty, or who is under effective punishment may appeal in the following manner: He may send or deliver a notice of appeal to Head­ quarters within 30 days after receipt of the notice of the decision of the membership. Page 36 Section 11. At the next regular meeting of the port where Headquarters is located, after receipt of the notice of appeal, the notice shall be presented ami shall then become part of the minutes. An Appeals Committee shall then be elected. The Vice-President in charge of contracts is charged with the duty of presenting the before-mentioned proceedings and all available documents used as evidence at the trial to the Appeals Committee, as well as any writ­ ten statement or argument submitted by the accused. The accused may argue his appeal in person, if he so desires. The appeal shall be heard at Union Headquarters on the night the committee is elected. It shall be the responsibility of the accused to insure that his written statement or argument arrives at headquarters in time for such presenta­ tion. Section 12. The Appeals Conunittee shall decide the appeal as soon as possible, consistent with fair considera­ tion of the evidence and arguments before it. It may grant adjournments and may request the accused or accusers to present arguments, whenever necessary for such fair consid­ eration. Section 13. The decision of the Appeals Committee shall be by majority vote, and shall be in the form of findings and recommendations. Dissents will be allowed. Decisions and dissents shall be in writing and signed by those participating in such decision or dissent. In making its find­ ings and recommendations, the committee shall be gov­ erned by the following: (a) No finding of guilt shall be reversed if there is sub­ stantial evidence to supiwrt such a finding and, in such case, the Appeals Committee shall not make its own find­ ings as to the weight of evidence. (b) In no event shall increased punishment be recom­ mended. (c) A new trial shall be recommended if the Appeals Committee finds—(a) that any member of the Trial Committee should have been disqualified, or (b) that the accused was not adequately informed of the details of the charged offense, which resulted in his not having been given a fair trial, or (c) that for any other reason, the accused was not given a fair trial. (d) If there is not substantial evidence to support a finding of guilt, the Appeals Committee shall recommend that the charge on which the finding was based be dis­ missed. (e) The Appeals Committee may recommend lesser puni^ment. Section 14. The Appeals Committee shall deliver its deci­ sion and dissent, if any, to headquarters, which shall cause sufficient copies to be published and shall have them sent to each port in time to reach there before the next regular scheduled meeting. Headquarters shall also send a copy to each accused and accuser at their last known address, or notify them in person. Section 15. At the meeting indicated in Section 14 of this Article, the membership, by a majority vote, shall accept the decision of the Appeals Committee, or the dissent therein. If there is no dissent, the decision of the Appeals Committee shall stand. If a new trial is ordered, that trial shall be held in the port where headquarters is located, in the manner provided for in Section 2 of this Article. Any decision so providing for a new trial shall contain such directions as will insure a fair hearing to the accused. Section 16. Headquarters shall notify the accused and each accuser, either in person or in writing addressed to their last known address, of the results of the appeal. A further appeal shall be allowed as set forth in Section 17 of this Article. Section 17. Each member is charged with knowledge of the provisions of the Constitution of the Seafarers Inter­ national Union of North America, and the rights of, and procedure as to, further appeal as provided for therein. Decisions reached thereunder shall be binding on all mem­ bers of the Union. Section 18. It shall be the duty of all members of the Unicm to take all steps within their constitutional power to carry out the terms of any effective decisions. Section 19. Every accused shall receive a written copy of the charges preferred against him and shall be given a reasonable time to prepare his defense, but he may there­ after plead guilty and waive any or all of the other rights and privileges granted to him by this Article. If an accused has been properly notified of his trial and fails to attend without properly requesting a postponement, the Trial Committee may hold its trial without his presence. Article XVI Offenses and Penalties Section 1. Upon proof of the commissicm of the following offenses, the member shall be expelled from membership: (a) Proof of membership in any organization advocat­ ing the overthrow of the Government of the United States by force; (b) Acting as an informer against the interest of the Union or the membership in any organizational campaign; (c) Acting as an informer for, or agent of, the company against the interest of the membership or the Union; (d) The commission of any act as part of a conspiracy to destroy the Union. Section 2. Upon proof of the commission of any of the following offenses, the member shall be penalized up to and including a penalty of expulsion from the Union. In the event the penalty of expulsion is not invoked or recommended, the penalty shall not exceed suspension from the rights and privileges of membership for more than two (2) years, or a fine of $50.00 or both: (a) Willfully misappropriating or misusing Union prop­ erty of the value in excess of $50.00. (b) Unauthorized use of Union property, . records, stamps, seals, etc., for the purpose of personal gain; (c) Willful misuse of any office or job, elective or not, within the Union for the purpose of personal gain, finan­ cial or otherwise, or the willful refusal or failure to execute the duties or functions of the said office or job, or gross neglect or abuse in executing such duties or functions or other serious misconduct or breach of trust. The President may, during the pendency of disciplinary proceedings under this subsection, suspend the officer or jobholder from exercising the functions of the office or job, with or without pay, and designate his temporary replacement. (d) Unauthorized voting, or unauthorized handling of ballots, stubs, rosters, verification list;, ballot boxes, or election files, or election material of any sort; (e) Preferring charges with knowledge that such charges are false; (f) Making or transmitting, with intent to deceive, false reports or communications which fall within the scope of Union business; . (g) Deliberate failure or refusal to join one's ship or mis­ conduct or neglect of duty aboard ship, to the detriment the Union or its agreements; (h) Deliberate and unauthorized interference, or deliberate and malicious vilUfication, with regard to the execution of «/ the duties of any office or job; (i) Paying for, or receiving mim^ for, employment aboard a vessel, exclusive of proper earnings and Union payments; (j) Willful refusal to submit evidence of affifiation for the -tf, purpose of avoiding or delaying money payments to the Union, or unauthorizedly transferring or receiving evidence of Union affiliation, with intent to deceive; (k) Willful failure or refusal to carry out the order <rf *• those duly authorized to make such orders during time of strike. - (1) Failure or refusal to pay a fine or asess^ent within the time limit set therefore either by the Constitution or by acticm taken in accordance with the Cruistitution. Section 3. Upcm proof of the commission of any of ffie ^ «««& 4M «««- «> (a) Willfully misappropriating or misusing Union prop­ erty of the value under $50.00; (b) Assuming any office or job, whether elective or not with knowledge of the lack of possession of ffie qualifica­ tions required therefor, (c) Misconduct during any meeting or other official Union proceeding, or bringing the Union into disrepute by conduct not provid^ for elsewhere in this Article. (d) Refusal or negligent failure to carry out orders of those duly authorized to make such orders at any time. Section 4. Upon proof- of ffie commission of any of ffie following offenses, members shall be penalized up to and including a fine of $50.00: (a) Refusal or willful failure to be present at sign-ons or pay-offs; (b) Willful failure to submit Union book to Union repre­ sentatives at pay-off; (c) Disorderly conduct at pay-<^ or sign-on; (d) Refusal to cooperate with Union representatives in dischar^g their duties; (e) Disorderly conduct in ffie Unitm hall; (f) Gambling in the Union hall; (g) Negligent failure to join ship. -9 Section 5. Any member who has cxMnmitted an offense penalized by no more than a fine of $50.00 may elect to • waive his rights under this Constitution subject to ffie provi­ sions of Article XV, Section 19 and to pay the maximum fine of $50.00 to the duly authorized representative of ffie Union. Section 6. This Union, and its members, shall not be deemed to waive any claim, of personal or property rights to which it or its members are entitled, by bringing ffie member to trial or enforcing a penalty as provided in tiiis CcHistitution. Section 7. Any member under suspension for an offense under this Article shall continue to pay all dues and assess­ ments and must observe his duties to ffie Union, members, officials, and job holders. Article XVII Publications This Union may publish such pamphlets, journals, news­ papers, magazines, periodicals and general literature, in sudi maimer as may be determined, from time to time, by ffie Executive Board. • -I 4 «I •I Article XVIII Bonds <1 Officers and job holders, whether elected or appointed as well as all other employees handling monies of ffie Union shall be bonded as required by law. Article XIX Expenditures Section 1. In ffie event no contrary policies or instructions are in existence, the President may authorize, make, or incur such expenditures and expenses as are nonnaUy en­ compass^ within the authority conferred upon k'm by Article X of this Constitution. ....', Se^on 2. The provisions of Section 1 shall similarly apply to the routine accounting and administrative pro^ dures of the Union except those primarily concerned with trials, appeals, negotiations, strikes, and elections. Section 3. The provisions of this Article sh^ supersede to the extend applicable, the provisions of Article X of this Constitution. <1- Arflclu XX Income Section 1. The income oS. this Union shall Include dues, initiatitm fees, fines, assessments, crmtributions, loans, inter­ est, dividends, as well as income derived from any other legitimate business operation or other legitimate source. Section 2. An official Union receipt, properly filled out, Union shaU be given to anyone paying money to the - - or to any person authorized by the Union to receive money. It shall be the duty of every person afSliated with the Union who makes such payments to demand such receipt. Section 3. No assessments shall be levied except after a ballot conducted under such general rules as may be decided upon by a majority vote of ffie membership, provided that;(a) llie ballot must be secret (b) The assessment must be approved by a majority of the valid ballots cast. Section 4. Except as otherwise provided by law, all pay-' ments by members, or other affiliates of this Union shall be applied successively to ffie monetary obligaticms owed the Union commencing with the oldest in point of time,__as measured- from the date of accrual of such obligation. The period of arrears shall be calculated accordingly. Section 5. To the extent deemed appropriate by the majority of the Executive Board, funds and assets of the Union may be kept in aii account or accounts without separation as to purpose and expended for all Unicm pur­ poses and objects. •;> �term, "majority vote of the membership," shall mean the majority of all the valid votes cast by full book members at an official meeting of those ports holding a meeting. This definition shall prevail notwithstanding that one or more ports cannot hold meetings because of no quorurr;. For the purpose of this Section, the term "meeting" shall refer to those meetings to be held during the time period within which a vote must be taken in accordance with the Con­ stitution and the custom and usage of the Union in the indicated priority. Section 4. When applicable solely to port action and not concenied with, or related to, the Union as a whole, and not forming part of a Union-wide vote, the term "majority vote of the membership," shall refer to the majority of the valid votes cast by the full book members at any meeting of the Port, regular or special. Section 5. The term, "membership action," or reference thereto, shall mean the same as the term "majority vote of the membership." Section 6. \^ere the title of any officer or job, or the holder thereof, is set forth in this Constitution, all references thereto and the provisions ccmcemed therewith shall be deemed to be equally applicable to whomever is duly acting in such office or job. Section 7. The term "Election Year" shall be deemed to mean that calendar year prior to the calendar year in which elected officials and other elected job-holders are required to assume office. Section 8. The terms, "this Constitution", and "this amended Constituticm," shall be deemed to have the same meaning and shall refer to the Constitution as amended which takes the place of the one adopted by the Union in 1939, as amended up through July, 1972. Section 9. The term, "member in good standing", shall mean a member whose monetary obligations to the Union are not in arrears for thirty days or more, or who is not under susi^sion or expulsion effective in accordance with this ConstituticHi. Unless otherwise expressly indicate^ the term, "member," shall mean a member in good standing. Section 10. Unless plainly otherwise required by the con­ text of their use, the terms "Union bool^" "membership book," and "book," shall mean official evidence of Union membership. Section 11. The term "full book" or "full Union book" shall mean only an official certificate issued as evidence of Union membership which carries with it complete rights and privileges of membership except as may be specifically constitutionally otherwise provided. Section 12. The term, "full book member*', shall mean a member to whom a full book has been duly issued and who is entitled to retain it in accordance with the provisions (ff this Constitution. Article XXi Other Types of Union Affiliation To the extend permitted by law, this Union, by majority vote of the membership, may provide for affiliation with it by individuals in a lesser capacity than membership, or in a capacity other than membership. By majority vote of the membership, the Union may provide for the rights and ob­ ligations incident to such capacities or affiliations. These rights and obligations may include, but are not limited to (a) the applicability or non-applicability of all or any part of the Constitution; (b) the terms of such affiliation; (c) the rig^ht of the Union to peremptory termination of such affiliation and, (d) the fees required for such affiliation. In no event may anyone not a member receive evidence of affiliation equivalent to that of members, receive priority or rights over members, or be termed a member. Article XXII Quorums Section 1. Unless elsewhere herein otherwise specifically provided, the quorum for a special meeting of a port shall be six (6) full book members. Section 2. The quorum for a regular meeting of a Port shall be fifty (SO) members. Section 3. Unless otherwise specifically set forth herein, the decisions, reports, recommendations, or other functions of any segment of the Union requiring a quorum to act officially, shall be a majority of those voting, and shall not be official or effective unless the quorum requirements are met. Section 4. Unless otherwise indicated herein, where the requirements for a quorum are not sp^ifically set forth, a quorum shall be deemed to be a majority of those com­ posing the applicable segment of the Union. Article XXiil Meetings i.r Section 1. Regular membership meetings shall be held monthly only in the following major ports at the following times:' During the week following the first Sunday of every month a meeting shall be held on Monday—at New York; on Tuesday—at Philadelphia; on Wednesday—at Baltimore; and on Friday—at Detroit. During the next week, meetings shall be held on Monday—at Houston; on Tuesday—at New Orleans; on Wednesday—at Mobile; and on Thursday San Francisco. AH regular membership meetings shaU commence at 2:30 p.m; local time. Where a meeting day falls on a Holiday officially designated as such by the au­ thorities of the state or municipality in which a poh is located, the port meeting shall take place oh the following business day. Saturday and Sunday shall not be deemed bu^ess days. The Area Vice Presidents shall be the chairmen of all regular meetings in ports in their respective areas. In the event the Area Vice Presidents are unable to attend a regular meeting of a po^ they shall instruct the Port Agents, or other elected job holders, to act as chairmen of the meetings. In the event a quorum is not present at 2:30 P.M. the chairman of the meeting at the pertinent port shall postpone the opening of the meeting but in no event later than 3:00. P.M. Section 2. A special meeting at a port may be called only at the direction of the Port Agent or Area Vice President. • No special meeting may be held, except between the hour of • 9:00 A.M. and 5:00 P.M. Notice of such meeting, shall be posted at least two hours in advance, on the port bulletin board. The Area Vice Presidents shall be the chairmen of all special meetings in ports in their respective areas. In the ' event the Area Vice Presidents are unable to attend a spe­ cial meeting of a port, they shall instruct the Port Agents, or other elected job holders, to act as chairmen of the meetings. Section 3. Notwithstanding anything to the contrary, all regular meetings shall be governed by the following: 1. The Union Constitution. 2. Majority vote of the members assembled. Article XXV Amendments This Constitution shall be amended in the following manner . . Section 1. Any full book member mqy submit at any regular meeting of any Port proposed amendments to this Constitution in resolution form. If a majority vote of the membership of the Port approves it, the proposed amend­ ment shall ,be forwarded to all Ports for further action. Section 2. When a proposed amendment is accepted by a majority vote of the membership, it shall be referred to a Constitutional Committee in the Port where Headquarters is located. Thk Committee shall be composed of six full book members, two from each department and shall be elected in accordance with such rules as are established by a majority vote of that Port. The Committee will act on all proposed amendments referred to it. The .Committee may receive whatever advice and assistance, legal or otherwise, it deems necessaiy. It shall prepare a report on the ^radment together with any proposed changes or substitutions or recommendations and the reasons for such recommenda­ tions. The latter shall then be submitted to the member­ ship. If a majority vote of the membership approves the amendment as recommended, it shall then be voted upon, in a yes or no vote, by the membership of the Union by secret ballot in accordance with the procedure directed by a majority vote of the membership at the time it gives the approval necessary to put the referendum to a vote. The Union Tallying Committee shall consist of six (6) full book members, two from each of the three (3) departments of the Union, elected from Headquarters Port. The.amendment shall either be printed on the ballot or if too lengthy, shall be referred to on the ballot. Copies of the amendmrat shall be posted on the bulletin boards of all ports and , made available at the voting site in all ports. Section 3. If approved by a majority of the valid ballots cast, the amendment shall bei^e effective immediately upon notification by the aforesaid Union Tallying Commit­ tee to the Secretary-Treasurer that the amendment has been so approved, unless otherwise specified in the amendment. The Secretary-Treasurer shall immediately notify all ports of the results of the vote on the amendment. Article XXIY Definitions and Miscellaneous Provisions Relating Thereto Section 1. Incapacity. Unless otherwise set forth or dealt with her^, the term "incapacity," shall mean any illness or situation preventing the affected person from canyiog out his duties for more than 30 days, provided that ti..vs . does not r»ult in a vacancy. However, nothing omtained in this Article shall be deemed to prohibit the execution of the functions of more than one job and/or office in which event no incapacity shall be deemed to exist with regard to the regular job or office of the one taking over the duties, and functions of the one incapacitated. The ^riod of incapacity shall be the .time during which the circumstances exist Section 2. Unless otherwise set forth or dealt vrith hereinthe term "vacancy!* shall include failure to perform the functions of any office or job by reason of death, or resig­ nation, or suspension from membership or expulsion from the Union with no further right to appeal in accordance with the provisions of Article XV of this Constitution. S^on 3. When applicable to the Union as a whole the , . . J'-.;. : ri'-' -V-• EXHIBIT A Minimal requirements to be contained in Con­ stitution of suterdinote bodies and divisions char­ tered by Of affiiiated with the Seafarers Intemationol Union of North America—^Atlantic, Gulf, Lakes and Inland Waters District. I All merhbers shall have equal jights and privileges, sub­ ject to reasonable rules and regulations, contained in this Constitution, including secret election, freedom of speech. the right to hold office and the right of secret votes on assessment and dues increases, all in accordance with the law. II No member may be automatically suspended from mem­ bership e.xcept for non-payment of dues, and all members shall be afforded a fair hearing upon written charges, with a reasonable time to prepare defense, when accused of an offense under the Constitution. III This Union is chartered by (and/or affiliated with), the Seafarers International Union of North America—^Atlantic, Gulf, Lakes and Inland Waters District, and this Constitu­ tion and any amendments thereto, shall not take effect un­ less and until approved as set forth in the Constitution of that Union. IV An object of this Union is, within its reasonable edacity, to promote the wdfare of, and assist, the Seafarers Intonational Union of North America—^Atlantic, Gulf, Lakes and Inland Waters District The charter (and/or afiSliation) relationship betweoi this Union and the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District shall not be dissolved so long as at least ten members of this Union, and the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District acting through its Executive Board wish to continue such relationship. VI No amendment to this Constitution shall be effective un­ less and imtil approved by at least a two-thirds vote of the membership in a secret referendum ccmducted fw that pur­ pose. In any event, the adoption of this Constitution and any amendments thereto, will not be effective unless and until compliance with Article II of the Constitution of the Sea­ farers International Union df North America—^Atlantic, Gulf, Lakes and Inland Waters District is first made. VII The Seafarers Intematicmal Unimi of North America— Atlantic, Gulf, Lakes and Inland Waters District shall have the right to check, inspect and make copies of all the books and records of tffis Union upon demand. VIII This Union shall not take any acticm which will have the effect of reducing its net assets, calculated through recog­ nized accounting procedures, below the amount of its in­ debtedness to the Seafarers International Union of North America—^Atlantic, Gulf, Lakes and Inland Waters District, unless approved by that Union through its Executive Board. IX So long as there exists any indebtedness by this Unicm to the Seafarers International Union (ff North America—^At­ lantic, Gulf, Lakes and Inland Waters District, that Union shall have the right to ai^int a repres^tative or repre­ sentatives to this Union who shall tmve the power to attend all meetings of this Union, or its sub-divisions, or governing boards, if any; and who shall have access to all l^ks and records of this Union on demand. This represCTtative, or these representatives, shall be charged with the duty of as­ sisting this Union and its membership, and acting as a liaison between the Seafarers Intematicmal Union of North America—^Atlantic, Gulf, Lakes and Inland Waters District and this Union. So long as any unpaid per capita tax, or any other in­ debtedness of any sort is owed by this Union to the Sea­ farers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, such indebtedness shall constitute a first lien <m the assets of this Union, which lien shall not be impmred without the writtai approval of the Seafarers International Union of North America—At­ lantic, Gulf Lakes and Inland Waters District acting through its Executive Board. XI The per capita tax payable by this Unicm to the Seafarers International Union of North America—^Atlantic, Gulf, Lakes and Inland Waters District shaO be that whicffi is fixed in accordance with the terms of the Constitution of that Union. XII This Constitution and actions by this Union pursuant thereto are subject to those provisions of the Ccmstitution of the Seafarers international Unicm of North America—^At­ lantic, Gulf, Lakes and Inland Waters District pertaining to affiliation, clisaffiliation, trusteeships, and the granting and removal of charters. XIII This Union shall be affiliated with the Seafarers Interna­ tional Union of North America through the Seafarers Intemational Unicm of North America—^Atlantic, Gulf, Lakes and Inland Waters District. It shall share in, and participate as part of, the delegation of that District to the Convention of the Seafarers Intematicmal Union of North America in accordance with the provisions of the Ccmstitution of the Seafarers International Union of North America—^Atlantic, Gulf, Lakes and Inland Waters District • - '- v. • Pages? July 1972 • i... �,: _i-.'«;' .- -ijpyr^ 'x --- A^'-; •••..:<. •, ' rv ;• V £F£i?y SEAFARER IS GUARANTEED: • Protection of the rights and privileges guaran­ teed him under the Constitution of the Union. • The right to vote. it ->r -1^' ..<wi .-'• &M hi'i-i--". IIV'A I* • The right to nominate himself for, and to hold,•-'Mmit. any office in the Union. • That every official of the Union shall he hound to uphold and protect the rights of every mem­ ber and that in no case shall any member he de­ prived of his rights and privileges as a member without due process of the law of the Union., % The right to he confronted by his accuser and to he given a fair trial by an impartial commit­ tee of his brother Union menibers if he should be charged with conduct detrimental to the welfare of Seafarers banded together in this Union. li rnsssmtsSs mm •i :.i ' .IT The right to express himself freely on the floor of any Unicm meeting or in committee. The assurd^pmth^^ i^ill stand with him in defense of the democratic principles set forth in the Constitution of the Union. \ • •' W?'.' ''""'t' , • :\. V. ... . Page 38 Seafarers Log ��SPECIAL ISSUE SEAFARERS^OG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL • ATLANTIC, GULF, LAKES'AND INLAND WATERS DISTRICT • AFL-CIO � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource July 1972: Special Edition Description An account of the resource Headlines: NEW STANDARD FREIGHTSHIP AGREEMENT NEW STANDARD TANKER AGREEMENT TEXT OF SIU CONSTITUTION SEAFARERS AT WORK Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 7/1/1972 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXIV, SE 1972 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/41c5d8be7a4667384daa4b3c0ca20ff7.PDF 938e9f45ad9acdb41debe48232694984 PDF Text Text ijaast ffteMaiiwaia'iwww Official orgaii of the SEAFARERS INTERNATIONAL UNION • Atlantic, Gnlf, Lakes and Inland Rhters District'AFL-CIO i.^ SEAFARERS LOG I' JaMl972 Vd. XXXIV No. 6 1 r I' I' Trans-Alaska Pipeline - '• (See Page 5) - -Vii iii' wgmm M •\ .. t (See Page 5) (See Page 6) •. 11^ Page 3) Pi ;«• if';.;'K;:-'iK';'•• i-' ... ..m:mf'-m''•'-- ^ Center in Operation 1^1' I' (SM Page 3) it iage 12) iim in ,4>»' •' (See Page 22) ii»Pir * . .: •' sils'- rnUm -* -cv* «>• A (See Page 21) �• •-V'J •i' •tJ J :4 -f| J. The SlU and the Learning Process The congratiilations of all Seafarers go to the wioners of the SIU scholarships in this, the nineteenth year of the scholarship program. SR DP EO IMR This year's winners join a long procession of young men and women whose intelligence and diligence have earned them the union's assistance in higher education. Past winners have been a credit to the program, and surely the "Qass of 1972" will bring the program even more honor and more respect. We offer the five winners our best wishes for success in their college careers. The scholarships are, and they always have been, a fine and fitting part of the total education program of the SIU, a union historically immersed in the learning process. It is not merely self-serving back patting to say that the SIU has achieved the best, and the most expansive, edu­ cation program in the union movement. And it didn't come about by accident. The program evolved from upgrading training pro­ grams carried on in the ports. Small programs that helped members of the SIU advance themselves in their careers, improve their working skills and not miss a day's sailing or lose valuable seniority. From there we advanced to formal, large-scale training programs for both entry rating and upgrading and we consolidated all the various education programs into one at the Harry Lundeberg School in Piney Point. There was resistance to that within the union. Some thought Piney Point would be a "white elephant." But each day of its existence proves the true value of the Piney Point school, for each day young men leam a new trade and the professional Seafarer takes the necessary steps on the road to career improvement. We can be proud, extremely proud, of the school's record in granting equivalency high school diplomas to young men who would otherwise have faced a bleak life of little opportunity. The SIU committment to education runs still deeper, and without exaggerating it can be said that it extends to the four comers of the world through the education direc­ tor who is a member of the SIU ship's committee aboard each and every vessel we man. None of that means that the SIU education program is perfect or that we are doing enough. Perfection is impossi­ ble in this world, and being too satisfied is a great danger. For any education program to succeed it must be constantly under analysis and always willing to adapt to well placed criticism. And it must never lose sight of its goal—the improvement of man. Education is for the total man. As he leams, he grows bigger, if not in stature, at least in spirit. And learning is one of the most remarkable exercises in all human en­ deavor—^the more learning you take, the more there is to get. Because one fact may lead to several paths of inquiry and those paths branch off to several more. We in the SIU intend to keep exploring the paths of education for our members and their families. lliB future commands it. AV 4 f" 'L- ."f-i- r.i;\ . • And the Lundeberg School is more than just a voca­ tional center, it is a center of academic learning as well. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn New York 11232. Published monthly. Second Class postage paid at Washington, D.C. Page 2 • j �SlU Membership Voting on New Contract il New freightship and tanker agree­ ments, both of which secure significant increases in wages and overtime for Seafarers, along with a new pension provision and beneficial work rules changes have been negotiated between the SIU's AGLIW District and its contracted companies. The three-year contracts are being presented for membership approval at all SIU-AGLIW port membership meetings this month, and on board ships as they arrive in port. K this proposed contract is approved by the membership, it will be submitted to the federal Pay Board according to Phase II regulations. To bring the new contract into compliance with the Pay Board and to protect the monetaiy gains, the work rules of the contract have been renegotiated. The pension provision stipulates that in Edition to retirement on full pension at age 55 after 20 years of seatime, a Seafarer may secme an extra $15.00 per month above the present early normal pension for each additional year he remains in the in­ dustry up to a maximum of $355 per month. If a 55-year-old Seafarer with 20 years seatime decides to continue sail­ ing for an additional year, his pension for life will be increased to $265.00. If he remains active for two years, he will receive $280.00, and so on until the $355.00 maximum is reached. Premium Overtime In addition to the standard over­ time rate for work performed Monday tlirough Friday, a unique new pre­ mium rate of overtime for work done on Saturdays, Sundays, and holidays has been established in the new agree­ ments. This new premium rate is a "first" for unlicens^ personnel in the in­ dustry. Some highlights of the new basewage increases include: • In the deck departments, the freightship bosun's rate is increased $147.87 to $804.96 per month over three years. The SIU tanker bosun (aboard vessels of 25,500 D.W.T. oi* over) will receive a $157.76 base-wage increase over three years to $848.42 per month. The able seaman receives a pay in­ crease of $113.64 over three years aboard tankers, to a new monthly fate of $620.05. The ordinary sea­ man's wages are raised over three years to $479.04 per month aboard freightships, and $491.67 aboard tankers, for a base pay increase of $87.83 and $89.89 respectively. Aboard freighters, the monthly in­ crease over three years is $112.30 for a new rate of $612.85 per month. • In the engine departments, the chief electrician aboard freighters re­ ceives a wage increase of $174.14 over three years to $946.97 per month. Tanker chief pumpmen go from the current rate of $707.06 to $866.27 over three years for an in­ crease of $159.21. Wipers will re­ ceive a pay boost of $104.25 over three years aboard tankers to $569.30 per month. Wipers aboard freightships will go to $569.28 over three years. Oilers aboard freightships receive an increase of $112.30 over three years to a, new monthly rate of $612.85. Diesel oilers will go to $659.51 per month over three years, an increase of $120.95. Oilers sailing aboard tankers will go to $620.05 per month over three years. June 1972 SIU Vice President Earl Shepard discussed the proposed new contract at the June membership meeting in the Firemen-watertenders will go to $612.85 per month over three years aboard freighters, an increase of $112.30. The fireman-watertender on tankers will receive $620.05 after three years, an increase of $113.64. • In the steward departments, the tanker chief steward (vessels of 25,500 D.W.T. or over) .will receive a boost of $158.40 over three years to $804.96 per month over three years for an increase of $147.87. Messmen aboard tankers will re­ ceive a raise of $86.86 over three years Port of New York. The meeting was attended by SIU scholarship winners and their families. (See Pages 6-7) to $475.30 per month. Messmen aboard freighters will go from the current rate of $388.45 per month to $475.31. Comparable base-wage increases have been secured for other ratings. A number of penalty work rates, covering such jo^ as handling ex­ plosives, have been increased, while at the same time duties never before included under penalty rates, such as sand blasting and refueling at sea, are now covered by the higher penalty rate. The contracts also maintain the SIU's precedent of providing the high­ est penalty port time rate in the in­ dustry for hours worked before eight and ^er five. Tank cleaning, hold cleaning, standby and longshore work rates have been substantially increased by the agreements. In some cases, the new rates are more than double those con­ tained in previous contracts. For ex­ ample, hold cleaning, which previ­ ously called for 52 cents per hour has been raised to the overtime rates of (Continued on Page 5) Hill Committee Reports Bill Setting 50% Oil Imports Carriage for U.S.-flag Ships The House Merchant Marine and and Fisheries Committee has passed by a vote of 26-4 a bill which would require that half of the nation's crude oil imports be carried aboard U.S.-flag ships. The bill now goes to the House Rules Committee \^here it is expected that the powerful oil interests, which ports of small refineries which bring less than 30,000 barrels of oil per day into this coimtry. The measure has been supported by independent tanker operators in order to get many of their laid-up ships plying the seas again and thus offer­ ing job opportunities for those Sea­ farers manning them. The SIU also has been a staunch supporter of the measure. Committee members who partici­ pated in the final action on Ae bill reported that (t "was passed with strong support." The Senate Commerce Committee earlier had passed a similar measure and attached it as a rider to the Mari­ time' Administration's fiscal authori­ zation bill. The bill is expected to come up for a vote before lie Senate in the near future. SiU-Contracted Wa+erman Co. Signs Operating Subsidy Pact with MARAD Rep. Edward A. Garmatz argued strongly against the measure in heamgs conducted by the Merchant Marine and Fisheries Committee, will try to bottle it up. As reported out by the committee chaired by Rep. Edward A. Garmatz (D-Md.) the bill exempted residual fuel and heating oil imports from the 50 percent U.S.-flag ship carriage stipulation. It also exempted the crude oil imr The SlU-contracted Waterman Steamship Company in May signed a three-year operating dif­ ferential subsidy contract with the Maritime Administration for eight break bulk vessels operat­ ing on the Gulf to Far East trade route. The new contract covers a min­ imum of 18 and a maximum of 30 vessel journeys per year under ODS. The ships involved are C-2s De Soto, Hastings, Topa Topa; C-3s Hurricane, La Salle, Morn­ ing Light; and C-4s Hong Kong Bear and Washington Bear which Watdrman will charter from Pacific Far East Lines. Waterman has a total of 19 ships which have been brought under ODS in the past two years. The company operates eight break bulk and three LASH ves­ sels on the Atlantic and Gulf to India, the Persian Gulf and the Red Sea trade route under an ODS contract signed in June, 1971. Laid-up Tankers Are Reactivated A recent upsurge in the tanker in­ dustry has brought several ships out of layup and created job opportunities for &afarers. In March, 13 SlU-contracted tank­ ers totaling 538,812 deadweight tons were reported in layup. By the end of May, nine of them had obtained govenunent charters and were once again sailing to ports around thte world. Among the tankers reactivated were the Manhattan, Transsuperior, Over­ seas Alice, Overseas Joyce, Overseas Rebecca, Overseas Valdez, Perm Champion, MonticeUo Victory and Montpelier Victory. I �SlU Elections Upheld; Complaints Dismissed The U.S. Secretary of Labor has advised that the Labor Department is dismissing attempts to set aside the 1971 election of SIU officers. The Labor Department said that after investigation of protests of the 1971 election, there is no basis imder the law—including the SIU Constitu­ tion—^for any action to set aside the vote. This determination by the La­ bor secretary closes out all issties con­ cerning the election. Here is a report on LalMM* Depart­ ment actimis snlmiitted by the SIU's Gmeral CounseL The protests investigated by the Secretary of Labor were filed by one active member and one pensioner. The protests concerned themselves not with the conduct of the election, but with the rules and regulations for candidates spelled out in our Constitu­ tion which was adopted overwhelming­ ly by the membership. Latest In Series As in all investigations by govern­ ment representatives. Union General Coimsel, his staff, officers and employ­ ees of the luiion were required to spend considerable time and effort meeting and conferring with the investigators, breaking out and making available voluminous records and material and preparing appropriate memoranda and positions. It is apparent that such efforts are at considerable expense and equally prevented union representa­ tives and staff frcmi attending to their regular duties and servicing Uhe mem» bership. This mo^ recently concluded ipvestigation iS only one episode in what has been uniformly happening after all our officers' elections, since im­ mediately after the passage of the Landrum-GriflBn Act in 1959. In oin 1960 officers' elections and again in 1964, btie of the men . rer ferred to protested the election. In both instances the Secretary of Labor thoroughly investigated the protests and foimd no basis to move against the results of the 1960 and 1964 elections. , In the 1968 officers' election, the men referred to again protested ^e election. After investigation, the Sec­ retary of Labor, in 1969, brought an action in the Federal Court to set aside the election and for a rerun under his supervision. The union, through its General Coimsel, main­ tained that the election, its rules and regulations, were in accordance with the Taw and the SIU Constitution, and strenuously defended against the Sec­ retary's action. Voluminous preparation and court work was performed by union General Counsel in conjunction with the union officers and staff so as to establish the correctness of our position—that there was no basis to set aside the election and run a new one. Finally in early February, 1972, upon stipulation and agreement of all parties, the Federal Court made an ^ order discontinuing the Government's action, permanently ending the case without interference with the election or its results. Thus after four years, the results of the 1968 election were upheld. tion of these complaints by the Labor Department and the Federal Court certainly indicates that the Union—as an institution—^has been subjected to imnecessary drain upon its financial and manpower resources. Even though, as the results have in­ dicated, this costly fight by the union was unnecessary, it was nevertheless essential that the union fight them in order to protect the union, which is the very keystone of the interests of dl the membership. Any and all un­ justified attacks on the union must be fought in the best interests of the membership it represents. And so the complaints against the union's election had to be fought in the same manner, and with the same determinatiiMi, to protect the member­ ship's interest as was the fight against the now-dismissed indictments against the union for political activity. Whether such complaints or at­ tacks have any substance or not, they require the same kind of effort and resources to fight against them. In the cases of the dismissals cited here, ob­ viously there was no substance to the complaints and so the fights were un­ necessary but had to be fought never­ theless. NLRB Rules Contracts Can't Hinder Domestic Ship Sales The National Labor Relations Board, in a decision expected to have a widespread effect oh the merchant marine, has ruled that unions cannot use the collective bargaining agree­ ment to stop the sale of ships. In a case involving the sale of the tanker Barbara by Commerce Tankers to Vantage Steamship Co., the NLRB found that the National Maritime Union was guilty of an unfair labor practidb in having the sale enjoined on grounds that the company failed to notify, them of the sale as provided by the union contract. The NLRB ruling prohibits the Twelve Years NMU from .enforcing tho^ sectioi^D^ Thus ends. 12. years of costly union the contract, and thus ruled against involvement as .the result of ffie ccmathe concept that "the contract follows plaints filed by the twp men "referred . the^hip.'T to above against die condupt oi SIU ' i^jt%>lipept^in 'the past has forced elections. The dismissals and disposi­ several companies to sell their ships to foreign nations in order to avoid potential labcn trouble. Maritime industry spokesmen said the decision would change' the indus­ try by permitting management "to negotiate ship sales among ourselves without always having to be worried about getting shut down if we sell to the wrong guy." The NLRB charge of unfair labor practice was brought against the NMU by the Vantage company. TTie SIU supported the Vantage position. SIU President Paul said of the decision, "our point of view has pre­ vailed because it is, I think, good for the . industry over all. But we are nc4 victors and they are dot vanquished because the decision will cut both ways. They will probably lose some ships to us, but Pm sure we'll also wind up losing some ships to them." r •T National Maritime Council ;f .iK'.;." ' • I' /<1 Statement of Purpose The National Maritime Council is a uni-^ified organization of all segments of this industry, the ocean carriers, the land-based maritime and sea-going unions, the ship­ builders, and the Department of Commerce of the federal government. Its purpose is to develop a strong, competitive, modem American-built, privately-owned and oper­ ated U.S.-flag Merchant Marine which will afford U.S. impprters and exporters the finest and most consistently operated mari­ time fleet in the world. The Council's job is the implementation of programs designed to gain ffie confidence and support of im­ porters and exporters in order to secure their maximum use of U.S.-flag vessels in the foreign commerce of the United States. • . : ; -/aJ lo , v;.':••f.uiiiiii'jfn' Of. •• The Seafarers International Union is a participating member of the Njafiffnal Maritime Council. MJ pagr4 �I• X . • Trans-Alaska Pipeiine Givers OK by Interior The long-delayed, vitally needed, Trans-Alaska oil pipeline moved closer to becoming a reality in May when Interior Secretary Rogers C. B. Morton announced that he intended to issue permits for its construction. The pipeline would be built to trans­ port oil from the Alaskan North Slope oil fields around Prudhoe Bay to the Port of Valdez in southern Alaska. From there, U.S.-flag tankers would transport the oil to a refinery north of Seattle, Wash. Secretary Morton, in announcing his decision, said, "I am convinced that it is in our best national interest to avoid all further delays and un­ certainties in planning development of Alaska North Slope oil reserves by having a secure pipeline located under the total jurisdiction and ex­ clusive use of the United States." However, it was clear that the pipe­ line would face more delays because of legal action brought by conserva­ tion groups and the Canadian govern­ ment. Ecology Threatened Conservation groups claim that the pipeline would cause permanent eco­ logical damage to the Alaskan wilder­ ness, and the Canadians claim that their fishing and recreation areas on the Gulf of Alaska would be threatened by the possibility of oil spillage. On the other hand, said Secretary Morton, regulations have been drawn. both for the construction of the pipe­ line and for the ships that will carry the oil, thed minimize the dangers to the epvironment. "No other pipeline or petroleum transportation system is subject to the degree of protection that our stipula­ tions will provide," the secretary said. Secretary Morton said he had given serious consideration to a pipeline route across the north part of Alaska and through Canada to the Midwestern United States. 'Not Feasible* He said he had dismissed maritime routes through the Northwest Passage, the Beaufort Sea and the Bering Sea as being "not technologically feasible at this time." He dismissed the Trans-Canada route, he said, for several reasons in­ cluding uncertainty of financing, greater ecological danger and delay caused by the preparation of engineer­ ing reports over the proposed Cana­ dian route. Secretary Morton added, "my final decision was reached after months of deliberation with consideration of the views that have been expressed from all ddes. On balance, I am convinced that my decision now in favor of a Trans-Alaska pipeline is in the best interests of the Nation and the Amer­ ican people." The SIU has supported the TransAlaska route. FPC Official Approves LNG ImpoM-, Construction Plan A $1.33 billion program to import liquid natural gas (LNG) from Algeria and the construction of facilities and cryogenic tankers has been approved by an examiner of the Federal Power Commission (FPC). Upon final ap­ proval by the entire Commission, the letting of bids for the six domestic ship contracts will be issued. Presently the Commerce Depart- S/U's Shepard Attends IMCO Conference I? SIU Vice President Earl Shep­ ard in May participated in meet­ ings of the Maritime Safety Committee of the Intemationd Maritime Consultative Organiza­ tion (IMCO) held in London, England. The safety committee session was the first of several planned to discuss all aspects of ship safety including minimum man­ ning of watches, minimum qualifications;for watch standers both licensed andunlicensed, training requirements for various kinds of vessels and international stand­ ards for officers and crews. Shepard was an advisor to the U.S. delegation and participated in the drafting of documents on basic principles of a safe naviga­ tional watch on the operations of the officer of the watch. Two meetings of the IMCO committee are scheduled for 1973. June 1972 ment has $73.2 million in its fiscal 1973 budget for subsidies for four Ameri­ can-built LNG tankers. The Maritime Administration has also already ap­ proved a subsidy rate of 17 percent for the tankers. Imports of 365 billion cubic feet of LNG would be provided over the next 25 years by the El Paso Marine Co., a subsidary of the Texas firm which now supplies natural gas over­ land to customers in the Southwest. To help finance portions of the proj­ ect, the Export-Import Bank has signed a preliminary letter of under­ standing. The first full year of the LNG deliveries is expected to be 1977. It would come from the rich Hassi Rimel field in the Algerian Sahara and will be produced by Sonatrach, a state-owned oil and gas company. This company will spend approximately $600 mil­ lion for the pipelines, a liquefaction plant and storage facilities. El Paso will provide about $500 million for nine insulated tankers. Three have already been approved by the FPC for construction in a French shipyard. Three carriers of the spherical design and three using the membrane design wilFbe built in the U.S. Fi^e Per Year According to El Paso Natural Gas officials, three of the $70 million LNG could be built at the General Dynam, ics Shipyard in Quincy, Mass. General Dynamics is the only U.S. licensee to use the spherical Moss-Rosenberg de­ sign. The Quincy shipyard could, accord­ ing to an editorial in an employeperiodical, deliver its first ship by 1973 and attain construction of five ships per year by 1975. OiIBCEHISSIliiSmTlB IBIBOXDMr By B. Rockor Cargo Preference Senate bill S. 3404, to require that 50 percent of all oil imports be carried in U.S.-fiag ships, has been modified in the Senate Commerce Com­ mittee, and the concept of that bill has been added as an amendment to the Maritime Authorization Bill. As amended, residual fuel oil and No. 2 would be excluded from the requirement. Approximately two million barrels of oil a day, exclusive of these two types, are now imported, and all imported oil is carried wi foreign-flag ships;. The Commerce Committee has ordered the bill out of committee, but no date is scheduled yet on the Senate floor for discussion and vote. The House Merchant Marine and Fisheries Committee presently is con­ sidering three cargo preference bills. H.R. 12324, identical to S. 3404 as it was introduced, is still in the Committee. Hearings were concluded in March. H.R. 10923, introduced by Rep. Edward A. Garmatz (D-Md.) and others, would require that U.S. government agencies make every effort to ship 100 percent of their cargo in privately owned U.S.-flag ships "when there is no substantial difference between U.S. and foreign ocean freight rates at time of shipment." H.C. Res. 403 deals with military cargo, and would make it mandatory that military cargo be shipped on U.S.-flag ships subject to national de­ fense ccmsiderations. Although the Military Cargo Act of 1904 required that all military cargo be shipped on U.S.-fiag ships, there has been some conflict in in­ terpretation. This is due to the fact that the Cargo Preference Act of 1954 provides that 50 percent of government-generated cargoes be shipped on U.S.-flag ships. H. Con. Res. 403 would make it clear that the Cargo Preference Act of 1954 does not override the 1904 Act, and that all military cargo should be transported on U.S.-flag ships. Authorizatkm fw Maritune Programs S. 3335, to authorize appropriations for fiscal year 1973, was intro­ duced by Sen. Warren G. Magnuson and referred to the Commerce Com­ mittee. The content of the bill, identical to H.R. 13324 wffich has already passed the House, includes auffiorization for construction differential subsidies, operating differential subsidies, research and development fimds and fimds for operation of maritime schools. There is also a provision to buy from operators 10 ships for a national defense reserve fleet. New Contract Negotiated (Continued from Page 3) $2.73, $3.44 and $4.48 over the three year life of the agreement, In addition, the rate for handling lines ashore has been doubled. New Ratiiigs The new contract also creates sev­ eral new ratings for engine depart­ ment personnel, such as QMED and Electrician/Reefer. These new ratings give engine de­ partment Seafarers an opportimity to considerably raise their earnings by securing the new ratings. The base wages for these ratings are in excess of $800.00 per month. Their premium rate of overtime is in excess of $7.00 per hour. In the steward department, the chief ccKdc's hours aboard SIU contracted vessels have now been changed so that they can earn the same amount of port-time hours as the rest of the steward department. The new freightship agreement pro­ vides for a rest period for day workers at sea, a provision previously con­ tained only in tanker agreements. The new tanker agreement provides a "first" through its payment of over­ time during refueling operations at sea. A new time-off penalty provides a full day's pay for each full day off not received by a Seafarer at the time it is due. For circumstances where four hours or less time off is not re­ ceived when due, a man will receive one-half day's pay. This reflects achievement of another "first" con­ tained in the SIU's contracts not found in any other contract in the in­ dustry covering unlicensed personnel. The allowance for launch service has been raised from the previous $2.00 to $5.00 and a new penalty provision has been added for lack of air conditioning aboard ship due to breakdowns. The idle status provision in the new contracts cuts idle time from ten to seven days and ^11, in the opinion of SIU negotiators, benefit the member­ ship greatly by returning ships to ac­ tive status much faster than previously has been the case. Several language clarifications are also included in the contracts. 5 �7972 Scholarship ... Five SIU scholarships valued at $10,000 each have been presented to the children of Seafarers in the Un­ ion's 19th Annual Scholarship Award program. Three young men and two young women were selected from among 32 applicants. They can use the money to forward their education in any ac­ credited college or xmiversity in the United States or its territories. No Seafarers applied this year. The five winners are: Marilyn B. Callster, daughter of Seafarer and Mrs. Raymond Calister. David J. Crowley, son of deceased Seafarer and Mrs. John L. Crowley. Joyce Parker daughter of Seafarer and Mrs. James W. Parker. Thomas H. Rood, son of Seafarer and Mrs. Donald L. Rood. Steven K. Wong, son of Seafarer and Mrs. Kong Wong. This year's five winners brings the total number of scholarships awarded since 19S3 to 98. Of that number, 26 were Seafarers and 72 were the chil­ dren or dependents of SIU members. During the past 19 years the SIU has awarded $354,550 in scholarship benefits. Marilyn Callster Marilyn B. Calister, 18, is presently attending Canarsie High School in Brooklyn, N.Y. and hopes to attend either Buffalo or Boston University this fall. In a moving description of how she chose her future work, Ms. Calister explained "it was Joseph who showed me which path to take." Sl\e writes that "Joseph is a six-ye^-olrf feiliif damaged child who was put in my care for two months" this past sum­ mer. Working with Joseph took patience and love but finally Ms. Calister "taught him to read and crawl on his hands and knees." She intends, to pursue a career of physical therapy by majoring in biological science and minoring in physical science while in college. Ms. Calister is very active in extra­ curricular activities in high school and is co-captain of the gymnastic team. Her scholastic abilities have earned her a place in the school's Arista Honor Society. The letters of recommendation srat in for Ms. Calister complimented her highly on her sincerity, intelligence and leadership ability. A parish priest wrote that "Marilyn possesses a firm sense of honesty and dedication in her many involvements. She is an extreme­ ly competent and resourceful young woman who is imafraid to apply her­ self to tasks at home, in school, and within the community." A teacher in the Canarsie English Department writes "as a woman of character, Marilyn exceeds most people of her age. ... To those of us who know her, there can never be any doubt that we are fortunate enough to know an outstanding hu­ man being." Her father, Raymond Calister, has been a member of the union since 1960 when he joined in the Port of -New York. He sails as a deck hand for the Railway Marine Region cff the union. In 1967, Marilyn's older brother, Anthony, also won an SIU scholar­ ship when he too was a senior at Canarsie High School. Valerie Ann Calister, Marilyn's older sister, was chosen as an alternate winner in the 1968 competition. David Crowl^ David J. Crowley, 17, of New Salem, Pa., will graduate in June from Uniontown Area Senior High School. He hopes to attend the Uni­ versity of Maryland or the University of Pennsylvania to study politick science. Mr. Crowley wrote, "Since an understanding of political structure is necessary to improve social stand­ ards, I intend to become a political scientist." Active in high school activities, Crowley is sports editor of the school paper and a member of the Science Qub. His English teacher wrote, "in my association with David Crowley dur­ ing the past three years, I have found him to possess a positive and stimulat­ ing ethical character in which his peers fiiid a challenge to their growth as well as an example for their own liv­ ing." David's father, John L. Crowley, passed away in 1956. He had joined the union in 1945 in the Port of New York and sailed in the deck depart­ ment. Joyce Parker Joyce Parker, 18, is a senior at Muskogee High School in Muskogee, Okla. and plans to attend either Bacone College or Saint John's School of Nursing. Ms. Parker's career goal is to be­ come a registered nurse so she can use her skills "to help people." "Work­ ing in a doctor's office," says Ms. Pai;ker, "isn't for me. I'd like to work in a hospital or maybe go in the serv- . ice." Her interest in nursing is shown by her extra-curricular school activities. She is a member of the Medical Spe­ cialties Club and is working as a nurse's aid in her community. Ms. Parker is also very able scholastically and is on her school's honor roll. Her principal writes that she has "a very good scholastic average and a positive attitude toward her work." Her father, James W. Parker, joined the union in 1951 in the Port of New York and sails in the deck department. Thomas Rood Thomas H. Rood, 18, lives in Elysburg, Pa. and attends Southern Colum­ bia Area High School in Catawissa, Pa. He hopes to go to Pennsylvania State University or Carnegie Mellon University to study architectural engi­ neering. Mr. Rood has been active in such school organizations as the Drama Club, Chess Team, Spanish Club and Art Club. His grades have earned him a place in the Honor Society and he also received a Letter of Commenda­ tion from the National Merit Scholar­ ship Program this year. Outside of school, young Rood is a member of the Boy Scouts of America and the Luther League, a church organizaticm. His principal writes that Rood "is honest, dependable, punctual and very cooperative. His leadership qualities are also above average." Thomas' father, Donald L. Rood, sails in the deck department. He joined the union in 1945 in the Port of New York. Steven Wong Steven K. Wong, 17, lives in Brook- r.l f �... Winners Announced 4 I ' lyn, N.Y. where he attends Brooklyn Technical High School. In the fall he would like to study aeronautical engi­ neering at either Brooklyn Polytech­ nic Institute or Massachusetts Institute of Technology. His outside interests are coin col­ lecting, fishing and baseball. In high school, Mr. Wong has distinguished himself academically by being elected to the Arista Honor Society. In a letter of recommendation to the union, a friend of the Wong fam­ ily wrote, "In my opinion, Steven possesses an excellent character and personality, that he is of high unques­ tionable integrity, trustworthy and ex­ ceedingly capable." Steven's father, Kong Wong, has been a very active union member since he joined in 1953 in the Port of New York. He has helped on or­ ganizing jobs and has often served as department delegates while sailing. Besides the five scholarship winners, two alternates were picked in case any of the awardees are unable to accept. They are: Ruth Caipento, daughter of Sea­ farer and Mrs. Alvin C. Carpenter. Rdbert B. Stennett, son of Seafarer and Mrs. Charles D. Stennett. The winners and alternates were picked by an impartial board of six educators: Dr. B. Ireland, College Entrance Examination Board; Dr. E. Kastner, New York University; Mr. R. Keefe, Lewis and Clark College; Dr. C. Lyons, Jr. Fayetteville State University; Mr. D. O'Connell, Uni­ versity of Chicago, and Edna Newby, Douglass College. According to the scholarship com­ mittee, the records of this year's ap­ plicants were the best they had ever seen and they found their job of pick­ ing winners very difficult. The SIU was the first maritime un­ ion to offer scholarships and the pro­ gram is considered one of the best "no strings attached" plan in the country. Realizing that the cost of education has risen over the years, the scholar­ ship award was rais^ from $6,000 to $10,000 last year. Steven Wong and Marilyn Calister, two of the 1972 scholarship winners, are congratulated by SIU President Paul Hall at the June membership meeting in the Port of New York. From the left are: Seafarer Raymond Calister, Mrs. ? . Two of this year's scholarship winners and their families attended the June membership meeting in the Port of New York to receive congratulations from union officials and the rank-and-file members. Seated at the meeting in the front row, from the left are Steven Wong, Mrs. Wong, Seafarer Wong, Seafarer Calister, Mrs. Calister and Marilyn Calister. Calister, Marilyn Calister, Hall, Steven Wong, Mrs. Wong and Seafarer Kong Wong. Ii . 'i t Meeting on May 8 at SIU Headquarters in Brooklyn, N.Y., the scholarship committee gets ready to pick this year's five winners. Seated from left are: Elwood C. Kastner, Dean Emeritus at New York University; Charles D. O'Con­ nell, Dean of Students at the University of Chicago; Bernard P. Ireland, As­ sistant to the Executive Vice-President on the College Entrance Examination June 1972 Board; Charles A. Lyons, Jr., President of Fayetteville State University; Edna M. Newby, Associate Dean at Douglass College, and R. M. Keefe, Director of Admissions at Lewis and Clark College. Talking with the committee before they begin work is Price C. Spivey, administrator of the Seafarers' Plans. Page 7 J fil I �AFL'CIO Outlines Maritime Program^ Economic Goals to Democrats, Republicans In a statement to the platfonn committees of both the Republican and Democratic parties, the AFL-CIO said the only "tolerable" alternative for maritime was "to restore America's historic place as a major seapower with a far-ranging merchant fleet and a strong naval force." In the realm of shipbuilding, the federation said that Ae 30-ships-a-year construction rate in­ corporated in the Merchant Marine Act of 1970 "must be accelerated to 50 ships per year in the immediate future" if the nation is to have a viable shipbuilding industry in the future. In outlining its maritime program, the federa­ tion stressed the need to ship American goods in American-flag ships, the need for a large-scale shipbuilding program and continued operation of the Public Health Service hospitals. To that end, the AFL-CIO said, "we ask full support for legislation which would authcH-ize ade­ quate funds for operating and construction sub­ sidies to keep the American merchant marine afloat." Effects of Provirions The AFL-CIO gave its "full support" to legisla­ tion requiring that 100 percent of all governmentfinanced cargo must be carried in American bot­ toms. The federation added, "ship construction de­ pends upon the guarantee of cargoes for American ships after they are built." Both cargo preference law revision and the continuing efforts of govern­ ment, labor and ship management are needed to bring in the cargo, according to the federation. "We ask that 50 percent of all U.S. oil and natural gas imports be carried in American flag ships," the statement urged. If enacted, the federation said, those provisions would: • "Lessen the nation's dependence on other countries, since reliance on a third party for trans­ portation doubles the risk of the United States be­ ing cut off from needed supplies." • "Lessen the risk of oil spills and pollution since stricter controls and licensing standards will assure that these potentially dangerous and pol­ luting cargoes will be carried in the safest and ecologically conscious manner possible." • "Improve the U.S. balance of payments since the transportation costs would not result in a drain of U.S. doUars." • "Provide thousands of jobs for Americans who build and man these vessels." PHS Hospitals The AFL-CIO said it was "deeply concerned" about the government's efforts to close the eight remaining USPHS hospitals. The federation cited congressional resolutions urging study of alternative uses for the hospitals and said the Department of Health, Education and Welfare instead of heeding the resolutions, "con­ tinues its efforts to transfer the hospitals to com­ munity control." The federation urged that the hospitals be kept open and recommended that action be taken to assure their continued operation as "a vital seg­ ment of America's health care ssytem." In other maritime problem areas, the federation recommended: Closing the Jones Act loophole that exempts the Virgin Islands from the domestic shipping requirement; action to prohibit the export of Alaskan oU; and "tightly and rigidly" closing the tax advantages given owners of "runaway" ships. Program Offered In matters of interest to organized labor in general, the AFL-CIO offered a seven point pro­ gram "to create jobs and turn the economy around," a step made necessary by what the federation described as the "chaotic state" of the economy at present Included in the AFL-CIO program are sugges­ tions that public service employment be strength­ ened and expanded; that tax structure be reformed to eliminate loopholes that serve the rich; that Confess conduct a study of the nation's monetary policies with a view to reform; that the buying power of worker's wages be increased; that in­ equities in the current economic program be eliminated and that the Burke-Haitke bill on foreign trade and investment be adopted. 'I 41 il The Burke-Hartke bill, the federation said, is necessary to protect workers against a flood of im­ ports that have closed whole industries and put thousands out of work. The federation agajn repeated its call for passage of a National Health Security Act that would pro­ vide medical insurance for all Americans while guaamteeing free choice of doctor and health facilities. Other platform suggestions cover a broad spec­ trum of social concerns from the need for a bal­ anced approach to the resolution of problems of ecology and economic growth to the federation's strong opposition to compulsory arbitration as a means to end transportation strikes. • ^1Hn . <] �l\ *' -r^rvyVvf-. ' \.. -'u »J^-.-'' 'V«,' iV .. T^ols Sor Self Oestructiony f> ' F.( MAC '^tool/tul/'la: an instmment used or worked by hand: IM­ PLEMENT. 2a: an instnunent or apparatus used in perform­ ing an operation or necessai^ in the practice of a vocation or profession. 2h: a means to an end. 3: one who is used or manipulated hy another. The tool makers of the 8 tools shown here did not intend to • 'J^ • ••"' •• ••'•. construct tools of destruction. In the reality of the drug world the tool user is not practicing a vocation or a profession hut he is being manipulated hy .m': e:-r -v.:. • these tools in the art of his own destruction. Two tools could he added to the list: the pusher and the user. Your ea­ sier as a seaman will selfdestruct with a stick of mari­ juana or a grain of heroin. The c"- r" lives of your shipmates will also he manipulated hy your use of drugs. The possibility of an emergency on board is al- ways present and only alert minds can react to an emer­ gency. Don't let your world he manipulated into self-destruc­ tion hy drugs. .A) 4? .? J w i 1 '.: • -^- H •:• 'iT'^ "••'-iv r'--, ••'•• 9 June 1972 • 1. ,. .,...<0 ' '' - ^ ^, Wiw'-w.. �. li • rI-"#':?' Letters to the Editor Thanks and Tribute I want to ejqpress my sincere thanks to members of the Houston Texas branch for the splendid and most sym-; pathetic way they handled the funeral of my brother, Charles B. Rx)ss. Due to incapacity I was unatde to attend? but my son flew in from New Jersey and was treated with the utmost consideration. Charlie's thou^its were alw^s I with his mates and I am sure he would liave appreciated, as I do, all the kindness shown. I James L. Ross | E^ewood, RJL | -..no; • . '^lAhJl>-:^lU The membership of the SIU throughout the country mourn the loss of our brother Scottie Ross of Houston, He was well loved on Canal Street the members of the union and also by his friends at the American Can Com­ pany where he was a guard at the time of his death. It was a great loss and we will miss him very much. Brotherhood of the Sea Since we first began as a union, our union emblem has borne the words, "Brotherhood of the Sea." And the history of oiu: organization, the actions and support of the membership, has consistently demonstrated that the term "Brotherhood of the Sea" is more than a slogan. In reality, it is, and always has been, a way of life, a philosophy, for Seafarers. This organization was bom out of adversity, and adversity and struggle have been the name of the game—a part of the continuing prob­ lem for all men who go to sea as a way of Itfe. From virtually every quarter, the seamen's movement, and our own organization in particular, has ^en subject to constant attack by those who would seek to destroy our efforts as a trade union organization of workers determined to protect their own security and welfare. The indictment of our union by the U.S. Justice Department—^which sought to end the exercise of our right to participate in the political ac­ tions of our nation—is a case in point. The decision of the Federal Court in dismissing this indictment is gratifying—^to an extent. It supports our view and that of the entire American labor movement that the action was intended as a harassment and an attempt to intimidate Seafarers and other working men and women from exercising their rights to participate in the political arena—a par­ ticipation vital to the workers' welfare and security. But, by no means, was the comt dismissal a victory. You do not win anything when the objective of an effort is merely to preserve a basic rigjit. It was not a victory because the union had to defend itself—^unneces­ sarily—at great cost in terms of the involvement of union officers and in harassment of the membership in many areas. This was time and effort which could have been used in putting our maximiiTn energies and re­ sources into the never-ending fi^t to keep the maritime industry alive and expanding so that Seafarers will have jobs and their families can en­ joy the security to which they are entitled. So this fight against the indictment has been no different than the whole range of struggles we've been involved in since we first organized in order to preserve the only effective means there is to protect ourselves and that is, through the union, through collective action. The indictment of the iinion was no different than our early battles against the conununists who sought to destroy us. Or against a twisted enemy during World War II who was bent on replacing democracy with terror throughout the world. So the court dismissal of the indictment is not a victory. But it is a lesson in the value of union solidarity. It means that in this, as in all of our struggles, a strong and united membership standing solidly together, can fight off any and all manner of opposition which seeks to destroy the heart of our collective strength. So, once again. SIU members have stood together against a common enemy in keeping with the heritage and tradition of their union. Each Seafarer who closed ranks in defense of his union should know that he has made an important contribution to his own welfare and to that of his fellow Seafarers. Pa^/0 Scottie Here was a man so good and true. He belonged to the SIU. ; Well alwt^ remember our Scottie so well For he was the of the street Canal. ? He was always working so hard and true. For he was a member VV the SIU. Ouuks Pat Hnrlbnrt Honttm^ TeiBs i Welfare Plan Helps No Words can ever express our thanks to the Seafarers Welfare Plan for the check for my wife's confinement in hosfutal. May my sh^ates enjoy good health and happiness. ,AI ®p?Thank you. ; • WiDiam Minlder Pmuhmw Ed^wat», NJ. •iX Crewmembers Thanked ? ; On b^alf of my family I wish to express our heartfelt thanks to the officers and crew members of the 5S Ogden Willamette toi thetir kind expression of sympathy on the passing of my mcrther on January 12, 1972. . llMmias Magias;' (M-88^ Jun* 1972 VolMin* XXXIV, No. « •BATAMBRS^LOO Official Publication of the Seafarers International Union of North America, Atiantic, Gulf, Lakes and Inland Waters District, AFL-CIO Executive Board Paul Hall, President ' t. Gal Tanner, Executive Vice-Preslaeni Earl Shepard, Vice-President Joe DIGiorgid, Secretary-Treasurer Lindsay Williams, Vice-President Al Tanner, Vice-President Robert Matthews, Vice-President Published monthly at 810 Rhode Island Avenue N.E., Wash­ ington, D.C. 20018 by Seafarers International Union, Atiantic, Gulf, Lakes and inland Waters District, AFL-CIO 675 Fourth Avenue, Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Washington, D.C. t �Consumer Boycotts Help In Winning Union Recognition Probably one of the most effective methods used to bring an anti-union employer to the bargaining table is a consumer boycott of goods and serv­ ices produced or supplied under non­ union conditions by firms which are unfair to labor. Such a method hits the employer on a national ^ale where it hurts the most—in the mar­ ketplace and in his pocket. The consumer boycott has been demonstrated many times in recent years with the California grape boycott led by Cesar Chavez and the United Farm Workers among the most re­ cently acclaimed. Direct consumer forts. So long as an employer persists in treating his employees unfairly and/or refusing to meet them at a bargaining table to discuss the situatiton, his products or services are de­ nied the patronage of American trade union families. Published R^ularly The AFL-CIO "Don't Buy List" is published regularly in union, newspa­ pers and other labor publications, in­ cluding the Seafarers Log, and kept up-to-date by the AFL-CIO Union Label & Service Trades Department. The "Don't Buy List" is a compila- Unfair to Labor DO DDI BUV!! BARBER EQUIPMENT— Wahl Clipper Corp., pro­ ducers of home barber sets. (Int'l. Assoc. of Machinists and Aerospace Workers) CIGARiETTES—R. J. Reyn­ olds Tobacco Co.—Camels, Winston, Salem, Tempo, Brandon, Doral, and Cava­ lier. (Tobacco Workers Un­ ion) li*. boycott action in the marketplace is credited with helping to end many bitter disputes by making it clear to unfair employers that the entire weight' of the American labor move­ ment is solidly behind the union ef- About Unions And Inflation It has been the practice of certain politicians and econ­ omists to blame America's current economic woes on the trade unions, saying the unions are demanding too much in new wages, benefits and so on. However, noted conserva­ tive University of Chicago economist Miltcm Friedman has made an interesting point which bears some con­ sideration: "Trade unions were as strong in the U.S. in 196164 when there was no infla­ tion, as in 1965-69 when there was inflation. Prices in the U.S. were more than doubled in the Civil War when unions were almost non-existent, in World War I when unions were weak, and in World War II when unions were strong. "Inflation is always and everywhere a monetary phenomenon." June 1972 tion of those employers who refuse to provide decent wages or working con­ ditions for their employees, refuse to bargain in good faith with a duly elected union representing their em­ ployees, have replaced their union workers with scab labor and are guilty of strikebreaking or union-busting at­ tempts. Through the "Don't Buy List," trade unionists, their families and friends can easily and immediately identify those goods or services and avoid them, thus preventing unionearned wages from being spent to sup­ port employers who remain unfair to brother union laborers. Positive Apiuroacfa The taboo list and consiuner boy­ cott are joined by still another facet of the program by the AFL-CIO Un­ ion Label & Service Trades Depart­ ment. The Department sponsors and publicizes the Union Label, Shop Card, Store Card and Service But­ ton—all of which are symbols de­ signed to inform the consumer that the product or service he buys is unionmade by union craftsmen enjoying union wages and working conditions. To demonstrate to the public the importance of the union label, a con­ tinuous campaign to publicize the un­ ion-made products is conducted. Pam­ phlets, posters, advertising mats and other informational material which ex­ plain the significance of the union la­ bel and urges patronage of the goods and services are prepared and distrib­ uted. CLOTHING—Reidbord Bros., Co., Siegal (H. I. S. brand) suits and sports jackets, Kaynee boyswear, Richman Brothers men's clothing, Sewell suits. Wing shirts, Met­ ro Pants Co., and Diplomat Pajamas by Fortex Mfg. Co.; Judy Bond Blouses (Amal­ gamated Clothing). (Inter­ national Ladies Garment Workers Union) CONTACT LENSES AND OPTICAL FRAMES—DalTex Optical Co. Dal-Tex owns a firm known as Terminal-Hudson. They op­ erate stores or dispense to consumers through Missouri State Optical Co.; Goldblatt Optical Services; King Op­ tical; Douglas Optical, and Mesa Optical; Lee Optical Co.; and Capitol Opticd Co. COSMETICS—Shulton, Inc. (Old Spice, Nina Ricci, Desert Flower, Friendship Garden, Escapade, Vive le Bain, Man-Power, Burley, Com Silk and Jacqueline Cochran). (Glass Bottle Blowers Association) DINNERWARE- M e t a 1 o X Manufacturing Co. (Int'l. Brotherhood of Pottery and Allied Workers) FILTERS, HUMIDIFIERS— Research Products Corp. (Int'l. Assoc. of Machinists and Aerospace Workers) FURNITURE—^James Sterling Corp., White Furniture Co., Brown Furniture Co., (Unit­ ed Furniture Workers) f ^ ' LIQUORS—Stitzel-WeUer Dis­ tilleries products—Old Fitz­ gerald, Cabin Still, Old Elk, W. L. WeUer. (Distillery Workers) MEAT PRODUCTS—Poultry Papkers, Inc. (Blue Star laM products). (Amalga­ mated Meat Cutters and Butcher Workmen) Holly Farms Poultry Indus­ tries, Inc.; Blue Star Label products (Amalgamated Meat Cutters and Butcher Workmen) PRINTING—^Kingsport Press "World Book," "ChUdcraft." (Printing Pressmen, Typog­ raphers, Bookbinders, Ma­ chinists, Stereotypers, and Electrotypers) NEWSPAPERS—Los Angeles Herald-Examiner. (10 unions involved covering 2,000 workers) Britannica Junior Encyclo­ pedia (Int'l. Allied Printing Trades Assn.) RANGES—Magic Chef, Pan Pacific Division. (Stove, Fur­ nace and Allied Appliance Workers) SHOES—Genesco Shoe Mfg. Co—work shoes; Sentry, Cedar Chest and Statler, men's shoes; Jarman, John­ son & Murphy, Crestworth (Boot and Shoe Workers) SPECIAL—All West Virginia camping and vacation spots, (Laborers) TOYS—^Fisher-Price toys (Doll & Toy Workers Union) Meat Cutters Blame Price Rises On 'Impotent' Controls Program The Amalgamated Meat Cutters and Butcher Workmen blamed the Administration's price control program for the increases in the nation's meat prices. At a congressional hearing in Washington, D.C., union spokesmen said the wage increases in the meat industry "had nothing to do with the recent high tide in meat prices." The culprit was rather the price control program which the union calls "both impotent and ineffective." James Wishart, research director, and Arnold Mayer, legislative repre­ sentative for the union, submitted wage-price statistics which showed that food chain stores in three cities had lower wage rates than their competi­ tors, which charged the same meat prices,or more. The survey was taken in Newark, N.J.; Nashville, Tenn., and Dallas, Tex. Page 11 �•* ** SIU Vacation Center in Operation Harry Luckey, who sails out of Baltimore, gives his daughter a hand aboard the big sailing yawl Manitou with an assist from skipper Charlie Svenson as Mrs. Luckey and Summertime—vacationtime -is upon us again. And what better place to spend a leisure ly week or two with the family than at the Seafarers Vacation Center in Piney Point, Md. Located on the Chesapeake Bay in the heart of Southern Maryland's m u c h-puhlicized *'land of pleasant living," the Center offers the best of every­ thing for the Seafarer and his family. And the price is right. Here you will find everything, and then some, that you would find at any commercial resort —for considerably less cost. Accommodations at the Cen­ ter are limted so it will he on a first-come, first-served basis. If you want to make your reser­ vations early, fill out the cou­ pon helow and mail it in. The Vacation Center was established for you—^the mem­ bership—so take advantage of it. son John wait their turn, to board. The Manitou, once the presidential yacht of John F. Kennedy, is one of the favorites of the vacation SIU members and their families. I 1 .AJVM —--.dl % Antonio Dosantos relaxes at poolslde with his wife after a day of activities at the SIU Vacation Center. Dosantos retired in April after a long career at sea, and says that he plans to spend a lot of time in Piney Point "just relaxing and enjoying life." Fishing is a favorite pasttime for vacationers at the SIU Vacation Center for |i the grownups and the youngsters. Joe Henault, from New Jersey, gets anj" assist from his granddaughter as he prepares to try his luck off one of the Ipiers jutting into St. George's Creek. Blues and striped bass are plentiful ' during ^most of the summer. Seafarers VacafkMi Center Harry Limdeberg School of Seamanship St Mary's County Piney Point, Maryland 20674 9 I 1 am interested in availing myself of the opportunity of using the lacilitiM 'of the Sea-\ I farers Vacation Center. ,;.y S First choice: From to Second choice: From to My party wifl consist of adults and childreni^ • ' |4'' y. !• V-.. Please send confirmation. i J •' -- • •••••••••••• ^ I .. ^ * I 9 •" 9 ' f k •i' - .• V;-, • • .'V"' '•V " •" • .,i* i • >• • • t.' ••••••• * * -Ui; -.•; •••••• 9 A. i' State ' 4 • "yw'-d -iiV It -v, , J Signature Print Name Book Number Street Address Cily W-, ';>V^ ' In 'A ('1' ' MJmm •••••••••••• -I , ., ,irivv I emil. �sto!«'5a!8#eFj2aY->Rei^iSiftf.i=ycsaaiite SEAFARERS^LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL • ATUNTIC, GULF, LAKES AND INUND WATERS DISTRICT • AFL-CIO wtLLSTREElgfe-Grand Jury Says Seafarers Made m- Illegal Donations The Wall Street Journal July 1, 1970 Union Charg^ With Violation Of Corrupt Practices Act In Campaign Contributions Eight Officials Are Indicted By a WALL STHCBTJOUIIMAL Blag Rtparltr , WASHINGTON - A Fsderal grand Jury ^ nuned the Seefaran International Union and eight officers In a#T-count conspiracy Indictment al much ai flee In As ex uiupeclf uted foi union lieu of u seeking ships, at each to tlon Con Swell had the constltu< It ladled AFL&eitllm SPAO nonelect oonunitt rederal for state by the tSll.SK eluding speechm Cbngresi In SPAD li entity tlons, tl funds; Federal Judge Raps Justice Dept., Dismisses Indictment of Seafarers Reprinted from the June 3, 1972 issue of the AFL-CIO News By Tom Castor Assistant Editor, AFL-CIO News New York—^A U.S. District judge has dismissed charges of making illegal campaign contributions against the Seafarers and seven of its top leaders, including Pres. Paul Hall. In granting a motion by the union to dismiss the case, Judge Mark A. Con­ stantino said the Justice Dept. had ignored repeated court orders to specify its charges against the union, thereby dragging the case out over 23 months. That violates the union's and its oflScers* right to a speedy trial, Constan­ tino held. Furthermore, the judge ruled the Justice Depths withludding of pre-trial informatimi <m the charges hamstrung efforts to prepare a defmse. Taking note of the dismissal, the SIU said, "from the outset, we have shown that om political contributions to various candidates for public office are made openly. They are made le­ gally. They are reported publicly." "We dtm't intend to he scared out politics,'* the SIU declared. *'Wt think it is our rig^ and our resqponsilMlity to remain active in this field." The union makes political donations from a special politick action fund— Seafarers Political Activity Donation (SPAD)—^which is funded through voluntary contributions. It was founded in 1962. The Justice Dept. claimed in a 17count indictment that the union had illegally made contributions of $40,000 during 1968 and had conspired to spend $750,000 for political action in presidential, senatorial and congres­ I y v- June 1972 sional campaigns between 1964 and 1968. The indictment, issued June 30, 1970, was returned under the Corrupt Practices Act. All of its donations were made le­ gally, the union retorted, and "all of the contributions cited in the indict­ ment had been reported publicly by SlU's SPAD to the Dept. of Labor and the clerks of the House of Repre­ sentatives and the Senate, as required by law." The union repeatedly asked the Justice Dept. to specify the charges and indicate its theory of prosecution, and Judge Constantino noted in his opinion that "the government's failure to comply with the order to disclose information essential to the defense has seriously prejudiced the defendants' ability to prepare to meet the charges lodged against them." "Without this essential information," the judge said, "the defendants will be unable to investigate adequately the transactions concerning which the government has indicated its intent to offer evidence on trial." Thus, he said, the union would be prevented from "effectively cross-ex­ amining the government's witnesses" and from offering "rebuttal witnesses who might have a recollection of these events."' "Similarly, despite an order by this court to do so, the refusal of the gov­ ernment to particularize fully its posi­ tion with respect to the organization and composition of the SPAD fund, has rendered impossible any statistical defense to the charges lodged against these defendants," the court said. "The court," Constantino said, "finds that the government has chosen to embark in a course of purposeful conduct designed to secure tactical ad­ vantage, resisting both suggestions and orders of two judges of the court to furnish the defendants with requisite pretrial disclosure while simultaneous­ ly demanding an early trial date." The SIU moved for dismissal last March because it had been unable to obtain the information, and Judge Constantino gave Justice until Apr. 24 to comply with earlier orders and said if there was no compliance, he would entertain the dismissal motion. Constantino handed down the dis­ missal ruling May 25. The government has the right to take the case to a U.S. Circuit Court of Appeals, but apparently no decision on an appeal has yet been made. Besides the dismissal of charges against the union and Hall, charges were dropped against Vice Pres. Earl Shepard, and Representatives Frank Boyne, Paul Drozak, Joseph DiGiorgio and Frank Drozak plus Philip Carlip, the union's legislative representative in Washington D.C. The late Al Kerr, the union's secre­ tary-treasurer at the time the indict­ ment was issued, had also been named in the charges. The SIU expressed "appreciation for the solid support of our position given us by AFL-CIO Pres. George Meany, and the American trade union movement." A unanimously adopted Executive Council resolution in 1970, charged Atty. Gen;' John Mitchell with "seek­ ing to silence the American trade union movement for purely political purposes." Page 13 �CompleteText of Judge's Dismissal Order 70.CR^28 MEMORANDUM OPINION May 25, 1972 UNITED STATES DISTRICT COURT EASTERN DISTRICT OF NEW YORK UNITED STATES OF AMERICA, — against — SEAFARERS INTERNATIONAL UNION OF NORTH AMERICA, ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT, AFL-CIO, FRANK eOYNE, PHILIP CARLIP, JOSEPH DI GIORGIO, FRANK DROZAK, PAUL DROZAK, PAUL HALL, AL KERR, EARL SHEPARD, Defendants. Appearances: Robert A. Morse, Esq., U.S. Attorney, E.D.N.Y., by Edgar N. Brown, Esq., Gregory Jones, Esq. and John E. Qark, Esq., Specie Attorneys, Department of Justice, Criminal Division; and Gavin Scotti, Esq. Schulman, Abarabanel, Perkel & McEvoy, Esqs., attorneys for defendant Seafarers Un­ ion, by Howard Schulman, Esq. and Andrew T. McEvoy, Jr., Esq. Rosner & Rosner, Esqs., attorneys for de­ fendants Paul and Frank Drozak, by Johnathan L. Rosner, Esq. Goldstein, Shames & Hyde, Esqs., attorneys for defendant A1 Kerr, by Edward Brodsky, Esq. Davis, Polk & Wardell, Esqs., attorneys for de­ fendants Paul Hall and Earl Shepard, by Lawrence E. Walsh, Esq., Michael W. Leisure, Esq. and Richard L. Grimwade, Esq. Abraham H. Brodsky, Esq., attorney for de­ fendants PhUip Carlip and Joseph DiGiorgio. By way of an indictment filed in this court on June 30, 1970 the Government charges that the Executive Board of the Seafarers Interna­ tional Union met on August 27, 1962 to create a special political action fund—Seafarers Politi­ cal Activity Donation (SPAD). The Govern­ ment further charges that SPAD was nothing more than a device used by the union to conceal unlawful political contributions. ^ In furtherance of the conspiracy, the Government alleges that the defendants, through SPAD, received con­ tributions from seamen scattered throughout the world and made unlawful political contribu­ tions totaling more than $750,000 in connection with federal elections in the years 1964 through 1968. ® Now, ten years after the alleged beginning of the conspiracy and four years after the last wrongful act charged in the indictment, the defendants move for dismissal. Basically, the defendants set forth two grounds for dismissal— failure of the Government to comply with the pretrial orders of this court and for want of a speedy trial. In order to conserve judicial time and energy, the court will rule on both branches of this motion in bar. 'The substantive wrongs charged by the Gov­ ernment in this 17-count indictment involve vio­ lations of the Federal Corrupt Practices Act, 18 U.S.C. §610 (1970), which provides in pertinent part: Failure to Comply with Pretrial Disclosure Orders As the court and parties know all too well, this criminal prosecution has been the subject of lengthy pretrial proceeding before two judges of this court.® These proceedings have resulted in orders granting most of the defend­ ants' requests under rules 7(f), 16 and 17 and providing them with information that they, as well as the court, believed to be essential to informing them of the crime with which they are being charged in addition to providing in­ formation necessary to defense preparation. In moving dismissal, the defendants argue that the Government has disregarded the orders of this court by supplying answers that are partially incomplete and at times at variance with each other.* The Government, on the other hand, contends that, even thou^ some of the court's orders went beyond what the Government be­ lieved case law required, nevertheless it argues it has complied in good faith and to the best of its ability. Further, the Government suggests the defendants' objections are little more than chal­ lenges to the quantum and quality of the evi­ dence the Government will educe at trial rather than being valid objections to the Gov­ ernment's compliance with the court's orders. After listening to the oral arguments of very able counsel and upon rereading the voluminous record, the court must grant this branch of the defendants' motion. At the December 15, 1971 hearing on the defendants' pretrial motion and in a written order filed by the court on January 25, 1972, the Government was directed and redirected on March 23, 1972 to provide answers to bill of particulars requests designated as I-A, I-B, I-C, III-B, ni-C, III-G(ii), ni-I(ii)-(v) and HI-M. These requests were designed to inform the de­ fendants of: (1) the composition of the SPAD fund; (2) the circumstances surrounding con­ tributions to SPAD, and (3) overt acts not listed in the indictment upon which the Gov­ ernment intended to offer proof on trial. After examing the Government's responses in each of these three topic headings, non-compliance is manifest. Composition of the Fund At the outset, the Govermnent theorized that SPAD was merely the alter ego of the union itself. See Indictment Count 17. Consequently, from the Government's viewpoint, it served no purpose to categorize the type of monies col­ lected in the fund since any act of SPAD would in itself be deemed an act of the union, and therefore, be proscribed by the statute. See note 1 supra. Later, during an informal hearing be­ fore Judge Bartels, the Government stated it was not certain who had contributed to the fund but refused, in any case, to categorize the type of monies in the fund. On December 15, 1971 this court directed the Government to furnish in a bill of particulars information con­ cerning the fund's composition. A response came on February 10, 1972 and consisted of two representations by the Government: first, it has no information other than that which it learned from the union's cash receipts and, second, that it did not allege "other monies It is unlawful for any . . . labor organization to make a contribution or expenditure in con­ nection with any election at which Presiden­ tial and Vice Presidential electors or a Senator or Representative in, or a Delegate or Resi­ dent Commissioner to Congress, are to be voted for, or in connection with any primary election or political convention or caucus held to select candidates for any of the fore­ going offices, or for any candidate, political committee, or other person to accept or re­ ceive any contribution prohibited by this section. 'Since the second branch of the defendants^ motion—dismissal on grounds of oppressive and prejudicial delay—requires a discussion of the pretrial stage of this litigation, rather than dupli­ cating that effort here, the discussion has been in­ cluded in a later and more appropriate place in the opinion. 'The substantive counts of the indictment deal specifically with SPAD contributions to the Re­ publican Congressional Campaign Committee and the Humphrey-Muskie Campaign Committee in 1968. ' Information concerning the fundus composition was required by the defendants not only to enable them to prepare for a trial but also to enable them, if the facts warranted, to move for dismissal on constitutional grounds. Page 14 ' The defendants do not complain that all the answers ta their discovery arul bill of particulars motions were unsatisfactory. They do argue, how­ ever, that the nonresponsive answers of which they complain involved areas critical to the de­ fense. collected from members of the Union" or "other monies collected from persons required to pay or tender Union membership obligations" to be sources of SPAD fund monies. Then, after being redirected by the court to respond, on April 24, 1972, the Government answered that some of the money in the fund came from dues, union assessments, fines, penalties, "other monies col­ lected from members" and "other monies col­ lected front persons required to tender or pay union membership obligations," with the bulk of the fund coming from involuntary contribu­ tions. Moreover, the Government claimed it had no data on what portion of the fund was attri­ butable to each of the categories nor did it explain its inclusion 22 months after the filing of the indictment of two categories of sources that were specifically excluded 20 months after filing the indictment. Again responding, though still offering no explanation for expanding its list of alleged sources, the Government reafi&rmed its inability to provide information concerning the amount of monies collected annually on a category basis. The Government, instead, continued to rely on a chart it furnished showing for the years 1966-1968 the source and amount of SPAD receipts for each union membership clas­ sification. Ilie Government also noted the prior disclosure of its position on the voluntariness or involuntariness of SPAD contributions as keyed to the various imion membership classes. In light of these arguments, the court has no choice but to find inexplicable inconsistencies in the Government's responses. Further, the court finds the-Government's failure to state the amount of monies attributable to each alleged category is in itself noncompliance with the court's order. Obviously, for the Government to state in good faith that some of the monies in the fund were attributable to each category directly implies that, at bare minimum, the Government must have information to show at least one contribution for each category in at least one of the years covered by the indictment. Yet, the Govermnent professes it has no data that will provide this ii^ormation. Clearly, con­ tradictory responses cannot even be raised to the level of colorable compliance. Thus, on the issue of fund composition, the Government has failed to comply with the court's pretrial ordere. Contributions to SPAD ** With respect to contributions deposited in the SPAD account chargeable to other monies collected from members of the union as well as from persons required to pay or tender union membership obligations, the court directed the Government to particularize the circumstances under which these monies were collected. In its original February 1972 response, the Govern­ ment did not furnish these particulars because it represented that it did not allege either of these categories to be sources of SPAD funds. Changing its position two months later, the Government referred the defendants to a com­ puter printout from the union's electronic data tapes. The Government argues that the computer printouts provide the defendants with a com­ plete and informative record of each transaction resulting in a contribution to the SPAD ac­ count—^name of the seaman, his book number and membership classification, the port of pay­ ment together with the amount of payment and the identity of the port agent, in addition to the receipt number of the payment. Further, the Government notes, it attached explanations of the port and port agent codes utilized in the 'Especially sitae the Government's case must succeed or fail with its ability to show the involun­ tariness of contributions to SPAD and considering the minimum lapse of four years between the time of contribution to SPAD and the time of trial, the defendants' need for specification of circum­ stances is almost self-evident. The fact that none of the individual defendants were present at the time contributions were made only serves to rein­ force the argument supporting the court's order to disclose such information. Seafarers Log '•'i ,1 �printouts. Arguing on a different plane, the Govenunent also contends the defendants' re­ liance here on language used by this coiut in its memorandum and order of March 30, 1972 is misplaced. The Government points out that the language used by the court related to re­ quest III-M concerning overt acts rather than relating to requests dealing with the circum­ stances surrounding contributions to SPAD. The Government's response fails to comply with the orders of this court. Its response par­ ticularized neither the conversations nor the circumstances surrounding contributions made to the SPAD account. Though the Government is correct in stating that the language quoted from the court's memorandum and order dealt specifically with request III-M, it is also un­ questionable that the court on that point was dealing with the very nature of the computer printout data. Surely information the court ex­ pressly found not in compliance with a direction to give the circumstances involved in one type of transaction cannot be held to be compliance with a similar order respecting other trans­ actions.^ Overt Acts" The history of the Government's responses on this order are similar to its responses on the previous orders. After the Government was directed to furnish the overt acts upon which it intended to rely, it turned over to the defend­ ants a carton of computer printouts containing approximately 24,000 names and recording approximately 76,000 transactions resulting in contributions to SPAD; Additionally, the Gov­ ernment set forth eight alleged transactions with paraphrases of the conversations at the time of the transactions. When the court specifically held these responses not to be in compliance with the court's prior order, the Government pared its list to 14 pages of computer data involving 120 different seamen. The Government also in­ creased from eight to 22 the number of transac­ tions covered in nonprintout form." These changes, however, do not affect the basic nature of the original response; a response held not to be in compliance with the court's orders. But, more importantly, this court warned in its March 30, 1972 memorandum and order that it would not be sufficient merely to reduce the number of transactions alleged to ^e overt acts. The court suggested to the Government then that it select a smaller number of transactions from the 76,000 and give the required information as to each of them. The Government cannot now expect the court to find anything less than that to be in compliance. Accordingly, the court must also find noncompliance as to the bill of particulars request. I, ' In this regard, the Government furnished print­ outs covering almost 400 transactions purporting to represent SPAD collections in various Ameri­ can and Far Eastern seaports. Yet, these printouts do not specify for the defendants which individ­ uals were coerced into contributing, to whom, when and where they gave the contributions nor does it specify the conversations and circumstances at the time the contributions were made. See Memorandum and Order of March 30, 1972, at 13. The printouts, for example, do not distinguish among Far Eastern ports nor do they inform the defendants of what the port events said or did to obtain a contribution from a seaman nor does it reveal the seaman's response, nor the absence or presence of other people at the time of the con­ tribution. Morover, it must be called to mind again that nowhere is it alleged that any of the indi­ vidual defendants collected or even witnessed any of the transactions listed by the Government. Furthermore, even the union, acting through tnese individual defendants, is without knowledge concerning the circumstances surrounding these transactions. This information is essential to de­ fense preparation. As this court noted in its last memoraruium and order, id. at 14, if at this late date the Government has no information about specific transactions upon which it presently in­ tends to offer evidence at trial, clearly, the de­ fendant^ right of confrontation cannot be secured. 'See Memorandum add Order of January 25, 1972. ' These transactions were given in response to bill of particulars request III-I-(iv)-(v) which the Government incorporated by reference into its re­ sponse to request III-M. June 1972 Because of the Government's repeated failure to furnish the essential particulars that would comply adequately with the orders of this court, the court must grant the relief that it indicated it would grant pursuant to terms of the March 30, 1972 memorandum and order. The mere conglomeration into one bill of particulars of earlier unsatisfactory responses—^responses that failed to provide the defendants with informa­ tion so vital to defense preparation—cannot now suffice to save the prosecution. United States V. Armo Steel Corp., 255 F. Supp. 841 (S.D. Cal. 1966). Consequently, this branch of the defendants' motion to dismiss must be granted. See 1 C. Wright, Federal Rules oj Criminal Procedure §130, at 295 (1969); cf. United States v. Nardolillo, 252, F. 2d 755, 757 (1st Cir. 1958) (Government's refusal to turn over information). Purposeful and Prejudicial Delay On this branch of their motion the defend­ ants seek dismissal of the indictment on, the grounds that the conduct of the prosecution has resulted in delay depriving the defendants of rights secured to them by the fifth and sixth amendments to the Constitution, rule 48 of the of criminal procedure and by the rules promul­ gated by the Second Circuit to insure the prompt disposition of criminal cases. Thus, since this branch of the motion calls into question the Government's conduct during pretrial proceed­ ings in this case, the court must first set forth the history of those proceedings. In September 1970, after the defendants had been arraigned, one of the defense counsel met with Government attorneys for the piupose of narrowing' some of the issues presented by the indictment. At that conference, counsel attempted to arrive at an understanding of the Government's definition of "union funds," a critical term used in the indictment. The Gov­ ernment took the position then that all fimds collected by representatives of the union, re­ gardless of the voluntariness cnr involuntariness of such contributions, were included in the Gov­ ernment's definition of "union funds." Yet, de­ spite the critical nature of this definition and de- • spite a defense request to reduce this informa­ tion to writing, on the day following the confer­ ence the Government refused to state in writing what it had told defense counsel orally at the conference. A month later. Judge Bartels placed this case on his calendar for an informal conference. Prior to the conference, defense counsel for­ warded to Judge Bartels and the Government a memorandum that outlined matters on which the defense requested pretrial disclosure. After hear­ ing counsel. Judge Bartels directed the defend­ ants to mail to the Government within two weeks a questionnaire designed to simplify the issues in the case. Seeking the Government's position as to the nature of SPAD and of the political contributions made by seamen, on November 6, 1970, the defendants forwarded their question­ naire to the Government. On December 15, 1970, the Government responsed by mailing to defense counsel copies of the opinions delivered by the judges of the Eighth (Circuit in United States V. Pipefitters Loccd No. 562, 434 F.2d 1116 (8th Cir.), afFd en banc, 434 F.2d 1127 (8th Cir. 1970), cert, granted 402 U.S. 994 (1971) (Renumbered No. 70-74, 1971 Term); a case the Government contends is virtually identical to the instant prosecution. (Until May 25, 1971, the forwarding of copies of the Eighth Circuit opinions was to be the sole Government response to the questionnaire propounded at the court's direction). In light of the Government's unresponsive answer, in January 1971 the de­ fendants sought an order compelling answers to the inquiries contained in their questionnaire. On February 1, 1971, in its next communica­ tion with Judge Bartels, the Government sought a trial date. The defendants immediately made Judge Bartels aware of the Government's con­ tinuing unwillingness to provide the defendants with necessary pretrial disclosure and renewed their request to settle an order directing the the Government to answer the questionnaire. Judge Bartels decided, however, to make another attempt at obtaining pretrial disclosure, setting the case down for a second informal hearing on May 14, 1971. It is clear from the minutes of the hearing that Judge Bartels had a two-fold purpose in summoning the parties before the court: (1) obviate the need for filing motion papers and (2) furnish the defendants with the information they were entitled to receive. Minutes of Hear­ ing, May 14, 1971, at 4. The minutes of the hearing also reveal that Judge Bartels placed the Government on notice it would have to inform the defendants of the nature and ccHnpositicm of the fund. id. at 9, as well as the status of c<mtributions to SPAD and to define the term "in­ voluntary contribution," id. at 11-16, & passim. As the hearing wore on. Judge Bartels directed the defendants to review the minutes of the hear­ ing and make a "motion for the residue [of in­ formation] that you didn't receive." Id. at 62. In addition. Judge Bartels directed that if any motions were to be made that they be served by June 30, 1971 and be returnable on July 8, 1971. Id. at 71. Complying with the court's direction, on June 29,1971, the defendants served the Government and filed with Judge Bartels a comprehensive set of motion papers returnable on July 8, 1971." Meanwhile, on May 25, 1971, the Government furnished its response to the questionnaire propounded on November 6, 1970. Contrary to the intent of Judge Bartels as manifested at. the informal hearing 11 days earlier, however, the Government refused to answer almost all the inquiries directed at the nature and composition of the SPAD fund. Un­ questionably, the need of proceeding by way of formal motion had not been diminished because of the Government's response. Disregarding Judge Bartels' order of May 14, 1971, the Government served and filed its answering papers on July 16, 1971. Judge Bar­ tels, however, was no longer available to enter­ tain the motion. Two weeks later, on July 30; 1971, with the consent of this court and Jud^ Bartels, the case was formally reassigned pur­ suant to rule 4, individual Assignment and Calendar Rules, E.D.N.Y. By its letter of Augu^ 25, 1971, the Government then advised this , court of the status of the prosecution. After informing the court of their pending motion, the defendants filed, in September, a reply affidavit to the Government's answering papers. The n^ communication with the court by either side came by way of a letter to the court from the Government in November 1971 requesting a conference to fix a date for trial. The court fixed December 8, 1971 as the date for (he con­ ference. From the date the Government "re­ sponded" to the questitonnaire sent it by the defendants until the date set for the first con­ ference with this court, the Government had not furnished the defendants any additional informa­ tion. Because the December 8, 1971 conference was set down by the court at the Government's request to fix a date for trial, the Court, of course, assumed that the Government at least would be ready to do all that was necessary to clear the way for trial. Nevertheless, at the very outset of the conference, the Government informed the court it was not prepared to talk about the single, greatest roadblock to trial—the motion filed by the defendants over five months earlier. See Minutes of Hearing, December 8, 1971, at 3. The Government then suggested the parties again try through informal meetings of counsel to voluntarily resolve their differences concerning the pending motion. When this procedure ended in failure, the motion was formdly submitted to the court for de­ cision. At a second conference held on December 15, 1971, the court ruled on almost all of the requests contained in the defendants' omnibus discovery motion. The remaining request was disposed of in a memorandum and order filed "The Government points out that a docket entry made by a deputy clerk of the court sup­ ports a finding that the defendant^ motion papers were filed on July 9, 1971. The affidavit of service reveals, however, that the papers were served on June 29, 1971. The discrepancy in dates is at­ tributable to the continuing practice of the de­ fendants to deliver papers directly to chambers rather than filing them in the clerk's office. In order to resolve any doubt on this point, the court finds as a matter of fact that the papers were filed and served on June 29, 1971. Page 15 �by the court on January 25, 1972. As a result of the court's oral and written rulings most of the defendants' requests for particulars dealing with the nature of contributions to the SPAD fund and for other acts not contained in the indictment which the Government alleged vio­ lated the Federal Corrupt Practices Act were granted. In response to the court's order to file a bill of particulars, the Government filed several pages of information expanding on the allega­ tions of the indictment. On February 25, 1972 the Government filed another supplemental "bill of particulars"—a carton box containing an estimated 2000 pages of computer printout data covering all SPAD contributions, regard­ less of their volvmtary or involimtary nature, from the 24,000 contributors to SPAD during the years 1966 through 1968. Accompanying the box of computer data was a representation by the Government that the data contained details of all the overt acts upon which the Government intended to rely. In the court's memorandum and order of March 30, 1972 the Government's responses were held not to be in compliance with the prior rulings of the court. Despite the court's r^irection to furnish a proper bill of particulars, however, as the coiut has ruled today, the Government still has not complied and the delay in prosecution continues. Aigument on Constitutional Grounds In passing upon a motion seeking dismissal of an indictment for want of a speedy trial, whether the grounds be the sixth amendment's guarantee of a speedy trial or whether it is asserted that the delay in prosecution assumes the proportions of a denial of due process under the fifth amendment, the court must examine four factors; (1) length of the delay; (2) reason for the delay; (3) prejudice to the de­ fendant, and (4) waiver of a speedy trial. United States ex rel. Solomon v. Mancusi, 412 F.2d 88 (2d Cir.), cert, denied, 396 U.S. 936 (1969); United States v. Simmons, 338 F. 2d 804 (2d Cir. 1964), cert, denied, 380 U.S. 983 (11965); United States ex rel. Von Cseh V. Fay. 313 F.2d 620 (2d Cir. 1963)." Case law, however, also recognizes an alternative to the third part of this four-fold test. A claim of deprival of the right to a speedy trial can be sustained if the defendant can make a showing of purposeful and oppressive Government con­ duct as an alternative to a showing of prejudice to the defendant. See, e.g.. United States v. Dooling, 406 F.2d 192 (2d Cir.), cert, denied, 395 U.S. 911 (1969); United States v. Pinero, 329 F.Supp. 992 (S.D.N.Y. 1971). Thus, the defendants argue that under either version of the test adopted by the Second Circuit their motion must be granted. Length of Delay ^ The first link in the chain of illegal acts alleged by the Government in this indictment was forged in 1962 when the union's executive board created the SPAD fund. The chain of acts vio­ lating the Federal Corrupt Practices Act was completed, according to the indictment, when SPAD made contributions in 1968 to both Re­ publican and Democratic campaign commit­ tees, with the knowledge that those funds would be used in federal election campaigns. Between 1962 and 1968 came the vast number of con­ tributions by seamen that filled the coffers of the SPAD fund. The siunmer of 1968 marked the beginning of both a congressional and Jus­ tice Department investigation of SPAD opera­ tions. The congressional investigation produced no action; the Justice Department investigation, on the last day in the life of an 18-month grand jury and almost eight years after the creation " These Second Circuit cases indicate that due to the close interrelationship between the right to a speedy trial and the right to due process the court must review the same four factors in deter­ mining whether the delay has deprived a defendant of either of the two constitutional guarantees. Un­ questionably, a delay violating the speedy trial provisions of the sixth amendment can be so preju­ dicial that it also violates the due process clause of the fifth amendmeru. See United States v. Capaldo, 402 F. 2d 821 (2d Cir. 1968) cert, denied 394 U.S. 989 (1969). /6 of SPAD, produced this indictment. Under the test to be applied in deciding this branch of the motion, however, none of these pre-indictment events are includable in computing the length of delay. United States v. Marion, 404 U.S. 307 (1971). Given the stage of the pro­ ceedings at which the defendants made their motion, only post-indictment delay is attack­ able. Today, 11 days before the date set for trial, the time lapse cmnputed from the filing of the indictment stands at almost 23 mtmths. Qearly, while the delay here is not as shocking to the conscience as delays in some cff the other cases in which similar motions have been granted, see, e.g.. United States v. Mam, 291 F.Supp. 268 (S.D.N.Y. 1968) (nine-year delay), neitter is the delay so minimal that the de^ndants* motion must be denied without considering the remaining three factors of the Second Circuit test, cf. United States ex rel. Solomon v. Man­ cusi, 412 F2d. 88, 90 (2d Cir.), cert, denied, 396 U.S. 936 (1969). This type of motion does not merely test the passage of time. See United States V. Ewell, 383 U.S. 116 (1966); but see United States v. Lustman, 258 F. 2d 475 (2d Cir.), cert, denied 358 U.S. 880 (1958) (leaving open the possibility that passage of •time can be a per se violation of the due proc­ ess clause). Accordingly, the court finds that the delay of 23 months in this prosecution is sufficiently long that, assuming the remaining factors preponderate in the defendants' favor, dismissal is warranted. Reasons for Delay The Government has adopted a two-pronged position on this issue: (1) delay has not occiurred and (2) if the court finds delay, then it must also find that delay is directly attributable to the actions of the defendants. Reply to De­ fendants^ Motion to Dismiss, filed March 23, 1972, at 4. The defendants argue, however, that the delay in this prosecution has been chused by the Government's refusal to properly respond to their discovery requests. The de­ fendants contend further that this course of conduct embarked upon by the Government has been designed by the Government to achieve a tactical advantage. Consequently, if the de­ fendants can sustain their argument, they will not only be successful on the second part of the Second Circuit test but the third part of the alternative version as well. The court finds the defendants have sustained their argument. From the history of these proceedings it is evident that the Government has continuously sought what it termed an early but realistic trial date. On all occasions, both this court and Judge Bartels expressed a willingness to accede to the Government's requests. In fact, in De­ cember 1971 this court set a firm date for trial—^June 5, 1972. Yet, concommitant to moving a criminal cause to trial, an obligation arises on the part of the Government to forward to the defendants appropriate pretrial dis­ closure information.^" With this in mind, as the minutes of the December 15, 1971 hearing attest; the court established a timetable for pretrial disclosure leading up to the June 1972 trial date. Quite simply, however, the Govern­ ment has not complied with this portion of their obligation. Because of the Government's noncompliance, the defendants find themselves caught in the squeeze between early trial and adequate preparation. " Especially in this type of multi-defendant case alleging a continuing conspiracy that commenced almost 10 years ago, and presenting a myriad of complex legal questions and raising the spectre of vastly protracted litigation, the Government must accept its burden—narrow the triable issues and provide the defendants with essential pretrial dis­ closure. As Judge Marovitz noted in United States V. Tanner, 279 F. Supp. 457, 478 (N.D. III. 1967) (arson and bomb conspiracy); [T\t is obvious that the Court has expended much needless time in providing particulars to the defense . . . Even in a situation where 82 separate requests are ihcluded in a motion for a bill of particulars, the Government has the duty to proffer those which are proper and appropriate, rather than being content to argue that the bill seeks a mass of eviden­ tiary material, and shifting the burden to the court to sift the wheat from the chaff. The Government's failure to meet its pretrial disclosure obligations, see note 12 supra, has been a continuing one—'failure to respond to the (Jctober 1970 questionnaire; failure to file a timely response to the defendants' discovery motions; failure to comply with this court's rulings on those motions. The May 1, 1972 hearing on the defendants' motion to dismiss is typical of the Government's failure to meet their pretrial obligations, e.g. in the early stages of this litigation, at the direction of the court and, at least once by request of the Government, counsel attempted through informal means to secure information the Government was obli­ gated to give, yet, the Government, in explaining its failure to disclose any essential information until January 1972, relied on the absence of an order directing disclosure." Regardless whether the Government's all-out resistance to pretrial disclosure has exemplified good faith or bad faith, the Government has made "a deliberate choice for a supposed advantage"- and the con­ sequent delay has caused as much "damage to the defendmit[s] as it would have caused if it had been made in bad faith." In re Provoo, 17 F.R.D. 183, 202 (D. Md.), afiTd per curiam, 350 U.S. 857 (1955). Acordingly, the court finds that the Govern­ ment has chosen to embark on a course of purpos^ul c(xiduct designed to secure a tactical advantage, resisting both suggestions and orders of two judges of the court to furnish the defendants^with requisite pretrial disclosure while, simultaneously, demanding an early trial date. This choice of the Government seeking unfair advantage over the defendants has resulted in the current and continuing delay in the prosecu­ tion. Assuming the absence of waiver of the right to a speedy trial, then, under the alterna­ tive version of the Second Circuit test, dismis­ sal is warranted. See United States v. Dooling, 406 F.2d 192 (2d Cir.), cert, denied, 395 U.S. 911 (1969); United States v. Pinero, 329 F. Supp. 992,944 (S.D.N.Y. 1971); cf. United States V. Blaustein, 325 F.Supp. 233,238 (S.D.N.Y. 1971); United States v. Blanca Perez, 310 F.Supp. 550,551 (S.D.N.Y. 1970) (prima facie prejudice). Prejudice Though this court has already ruled that the Government's refusal to particularize its charges is in itself a violation of the right to a speedy trial, the court also finds the Government's failure to comply with the order to disclose in­ formation essential to the defense has seriously prejudiced the defendants' ability to prepare to meet the charges lodged against them. Because of the Government's failure to disclose this es­ sential information, the defendants will be un­ able to investigate adequately the transactions concerning which the Government has indicated its intent to offer evidence on trial. Absent such investigation, the defendants will be prevented from effectively cross-examining the Govern­ ment's witnesses, nor will they be able to locate, interview and procure the attendance at trial of any rebuttal witnesses who might have a recol­ lection of these events." Similarly, despite an order by this court to do so, the refusal of the Government to particularize fully its position with respect to the organization and composi­ tion of the SPAD fund has rendered impossible any statistical defense to the charges lodged against these defendants. Further, the defendants set forth the sudden and unexpected death on January 26, 1972 of defendant A1 Kerr as a specific example of 'Mr. Brown— ... I would like to point out, though, that the first time that we had an order requiring the Government to produce anything was a year and a half after the indictment ... Minutes of Hearing, May 1, 1972, at 42 (emphasis, added). " The prejudice flowing from the Government's failure to provide this information is magnified in this type of case where the issues to be resolved require an inquiry into the state of a person's mind—both of the contributing seaman and the collecting union official. See Minutes of Hearing, May 14, 1971, at 10. Moreover, the problem is greatly exacerbated by the absence of the defend­ ants from any transaction upon which the Gov­ ernment intends to rely that resulted in a contri­ bution to the SPAD fund. 4 �r prejudice resulting from the delay in prosecu­ tion. Defendant Kerr, the sole individual named in the substantive counts of the indictment and termed in the Government's bill of particulars as the "general administrator for the Union in all matters concerning SPAD," was the custodian of all SPAD records and reports. Assuming de­ fendant Kerr took the stand, and there is no reason to believe at this time that he would not have taken the stand, he would have been in a position to testify as to the faets concerning SPAD's creation; the existence of SPAD as an entity distinct from the union; the efforts of the defendants beginning in 1962 and continuing to the present to comply with the requirements of the Federal Corrupt Practices-Act, as well as to rebut the Government's allegations to the contrary. Qearly, defendant Kerr was the one individual most qualified to testify as to SPAD's organizational structure and daily operation, and to distinguish the interrelatonships among the individual defendants, the union, SPAD and the alleged co-conspirators. More importantly, the defendants aver that defendant Kerr person­ ally made refunds to all SPAD contributors who requested them. Such testimony as to SPAD's custom and practice of giving refunds, in addi­ tion to specific evidence as to the time, place and manner in which these refunds were made is vital to the defense. By the death of this specific favorable witness, A1 Kerr, however, not only have the defendants lost all of this vital testimony at trial, but they also have lost his invaluable aid in preparation before trial. Moreover, the defendants allege prejudice in an area not directly related to trial preparation or the loss of evidence. In addition to alleging the presence of anxiety that accompanies the prospect of criminal trial and which becomes "manifestly oppressive" when post-indictment delay increases "from months to years," see United States v. Blanca Perez. 310 F.Supp. 550,551 (S.D.N.Y. 1970); see also United States V. Marion. 404 U.S. 307,320 (1971), the defendants allege further that they "have been substantially disabled from properly fulfilling their functions as a labor organization and as ofiicials of that organization." Supplemental Affidavit in Support of Motion to Dismiss, filed April 28, 1972, at 17-18." Furthermore, the defendants point out, bail limitations have re­ duced the ability of the individual defendants to perform various services in behalf of the vuiion and its membership. From this recital of facts prejudice is readUy apparent. A key witness, A1 Kerr, critical to the defense has become unavailable throu^ death. Dickey v. Florida. 398 U.S. 30,36 (1969). De­ fendant Kerr's death, coming almost on the heels of the Government's initial pretrial dis­ closure, coupled with the Government's continu­ ing failure to disclose other essential informa­ tion, has hampered the preparatirm of a de­ fense in this case. United States v. De Masi, 445 F.2d 251,255 (2d Cir.) cert, denied, 404 U.S. 882 (1971). Moreover, there is a suggestion in the record that potentid witnesses are unable to recall some of the events that have occurred in the last ten years, eight of which are covered in this indictment. Id. Thus, especially in light of the death of A1 Kerr, it can be fairly said on this record that "the search for truth has been severely hampered" and, rather than being a case where possible prejudice is "unsubstantial, speculative and premature," this is a case where prejudice is actual and has been particularized. "The defendants argue that the pendency of these charges has adversely affected the union's organizational activities and have effectively barred the union from functioning in the political arena. Of course any arrest and indictment leaves the defendant open to "public obloquy." to a drain on his financial resources and a curtailment of his associations. United States v. Marion, 404 U.S. 307. 320 (1971): here, however, the problem has been exacerbated by delay. Defendant Paul Hall, particularly, who has been named in the press as a probable successor to George Meany as Presi­ dent of the AFL-CIO. see Supplemental A£Sdavit in Support of Motion to Dismiss, filed April 28, 1972. Exhibit "C." has suffered greatly from the public notoriety surrounding this prosecution. United States v. Mann. 291 F.Supp. 268, 271 (S.D.N.Y. 1968). Waiver Ordinarily, a defendant waives his ri^t to complain of the want of a speedy trial if he fails to move for a speedy trial. See, e.g.. United States V. Lustman. 258 F.2d 475 (2d Cir.), cert, denied, 358 U.S. 880 (1958). Nonetheless, as this court indicated in its Memorandum and Order, filed March 30, 1972, at 5, an exception to the waiver rule exists when, because of the Government's conduct a defendant's demand for a speedy trial cannot be an effective remedy. See In re Provoo, 17 F.RD. 183 (D. Md.), afTd per curiam, 380 U.S. 857 (1955). As the court has foimd, supra, the Government has failed to file an adequate bill of particulars as ordered by the court. In fact, the failure con­ tinues even today. Since the burden is with the prosecution to move this case forward, see Dickey v. Florida, 398 U.S. 30 37-38, the faUure of the de­ fendants to demand a speedy trial caimot be deemed a waiver of their rights when the Gov­ ernment, at the same time, has failed to com­ ply adeq^^iately with an order to file a bill of particulars and has, thus, failed to move the case to trial. United States v. Blaustein, 325 F.Supp. 233,237-40 (S.D.N.Y. 1970); United States V. Chin, 306 F.Supp. 397,400 (S.D.N.Y. 1969). Therefore, the court finds that the de­ fendants have not waived their rights to com­ plain of the lack of a speedy trial. Consequently, since the court has found in favor of the defendants on each of the four factors involved in the Second Circuit test, the defendants motion to dismiss on constitutional groimds must be granted. Rule 48(b) Rule 48(b), Fed.R.Crim.P., provides in per­ tinent part: If there is unnecessary delay ... in bring­ ing a defendant to trial, the court may dis­ miss the indictment, information or com­ plaint. Individual Defendants Counsel for the defendants Paul Hall and Earl Shepard urge dismissal on an additional ground—^union o£5ciaIs should not be vicarious­ ly liable for any unlawful acts of the union com­ mitted by other union officials or union em­ ployees that were unauthorized by or unknown to them. Even assuming this to be the law, it would not of itself entitle these defendants to a dismissal at this time. At best, in li^t of the conspiracy count in the indictment, the de­ fendants could have raised this argument at the close of the Government's case. Now, however, a motion on this ground must be denied.^^ As to another individual defendant, A1 Kerr, quite obviously, an additional ground for dis­ missal exists—^his sudden and unexpected death. For all the reasons stated previously and on this ground as well, the indictment against de­ fendant A1 Kerr must be dismissed. Conclusion The defendants' motion to dismiss is GRANTED. The- indictment is DISMISSED as to all defendants and all defendants are dis­ charged. SO ORDERED. [Signed] Mark A. Constantmo U. S. D. J. "Insofar as the defendants Hall and Shepard object that the charges against them have not been sufficiently particularized, they are situated similarly to the other irulividual defendants. As to all the individual defendants, however, the court has already noted their trial preparation problems have been greatly exacerbated by their lack of knowledge concerning the daily operations of SPAD and of the transactions underlying contri­ butions to the SPAD fund. The defendants proffer this rule as an additional ground for dismissal. The rule has been held to implement the sixth amendment's guarantee of a right to a speedy trial. Pollard v. United States, 352 U.S. 354,361 n.7 (1967). Before the nde can be invoked, however, the defendant^ must make a successful showing of delay and either that it prejudiced the defendant's ability to rebut the Government's case or that it was caused by oppressive governmental action. United States V. Dooling, 406 F.2d 192,196 (2d Cir.), cert, denied, 395 U.S. 911 (1969). But, in any case, a motion under this rule is addressed to the sound discretion of the court. See, e.g.. United States V. Research Foundation, Inc., 155 F.Supp. 650,654 (S.D.N.Y. 1957). Here, the court has found delay resulting from purposeful conduct of the Government that has prejudiced the de­ fendants' ability to rebut the case the Govern­ ment seeks to prove against theni. Hence, the court, in its discretion under rule 48(b), must again find in the defendants' favor.^* ' The defendtmts also seek dismissal uttder rights secured to them by the Second Circuit Rules Re- • garding Prompt Disposition of Criminal Cases (January 5, 1971. as amended. May 24, 1971). These rules were promulgated by the Circuit Coun­ cil in the exercise of its supervisory power over the administration of justice in the federal courts of the Second Circuit. But. since the rules were designed as a housekeeping tool to insure the swift and efficient administration of justice catd in light, of this court's finding of a violation of the • substantive rights secured to the defendants under both the Constitution and the Federal Rules of Criminal Procedure, it becomes unnecessaiy to rule upon that part of the defendants^ motion grounded on the Second Circuit rules. The court, therefore, refrains from rendering such an opinion. • -' "'Viitii. r"' \7 �Text of Indictment Against SlU Following is the complete text of the indictment handed dawn against the SIU on June 30, 1970. UNITED STATES DISTRICT COURT FOR THE EASTERN DISTRICT OF NEW YORK UNITED STATES OF AMERICA, Plaintiff V. SEAFARERS INTERNATIONAL UNION OF NORTH AMERICA, GULF, LAKES and INLAND WATERS DISTRICT, AFI^CIO, No. VIOLATION: 18 U.S.C. 610 18 U.S.C. 371 FRANK BOYNE, PHILIP CARLIP, JOSEPH DIGIORGIO, FRANK DROZAK, PAUL DROZAK, PAUL HALL, AL KERR, EARL SHEPARD, Defendants Hie Grand Jury charges: COUNT ONE 1. Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFLCIO (hereafter Seafarers International Union), is and was at all times material to this Indictment, a labor organization within the means of Section 610 of Title 18, United States Code, that is to say, an organization \idiich exists, in part, for the pnrpose of dealing with employers concerning grievances, labor disputes, wages, rates of pay, hours of employment, and conditions of work. 2. A1 Kerr is, and was at all times material to this Indictment, Secretary-Treasurer of Seafarers Interna­ tional Union. 3. In November 1968 a General Election was held pursuant to the laws -of the United States arid of theseveral states, at which, among others. Presidential and Vice Presidential Electors, United States Senators, and Representatives to Congress were voted for. 4. On or about July 22, 1968, in the Eastern District of New York, defendant Seafarers International Union did knowingly and unlawfully make a contribution in connection with the election of Representatives to Con­ gress at the 1968 General Election by means of is­ suing Check No. 1476, in the amount of $5,000, drawn on its Account No. 020-005695 (Seafarers Political Ac­ tivity Donation) at the Chemical Bank New York Trust Company, payable to the Republican Congressional Campaign Committee, signed by Philip Carlip and AI Kerr, in violation of Section 610 of Title 18, United States Code. COUNT TWO 1. The allegations contained in Paragraphs 1 through 3 of Count One of this Indictment are incorporated in this Count. 2. On or about July 22, 1968, in the Eastern District of New York, defendant Al Kerr, in his capacity as an officer of Seafarers International Union, did wilfully and unlawfully consent to the Union's making the contribution described in Paragraph 4 of Count One of this Indictment, in violation of Section 610 of Title 18, United States Code. COUNT THREE 1. The allegations contained in Paragraphs 1 through 3 of Count One of this Indictment are incorporated in this Count. 2. On or about July 22, 1968, in the Eastern District of New York, defendant Seafarers International Union did knowingly and unlawfully make a contribution in connection with the election of Representatives to Congress at the 1968 General Election by means of issuing Check No. 1477, in the amount of $5,000, drawn on its Account No. 020-005695 (Seafarers Poli•tical Activity Donation) at the Chemical Bank New York Trust Company, payable to the Republican Con­ gressional Campaign Committee, signed by Philip Carlip and Al Kerr, in violation of Section of Title 18, United States Code. COUNT FOUR 1. The allegations contained in Paragraphs 1 through 3 of Count One of this Indictment are incorporated in this Count. 2. On or about July 22, 1968, in the Eastern District of New York, defendant Al Kerr, in his capacity as an officer of Seafarers International Union, did wilfully and unlawfully consent to the Union's making the con­ tribution described in Count Three of this Indictment, in violation of Section 610 of Title 18, United States Code. COUNT FIVE 1. The allegations contained in Paragraphs 1 through 3 of Count One of this Indictment are incorporated in this Count. 2. On or about September 23, 1968, in the Eastern District of New York, defendant Seafarers International Union did knowingly and unlawfully make a contribu­ tion in connection with the election of Representatives to Congress at the 1968 General Election by means of issuing Check No. 1612, in the amount of $5,000, Page 18 drawn on its Account No. 020-005695 (Seafarers Politi­ cal Activity Donation) at the Chemical Bank New York Trust Company, payable to the Republican Congres­ sional Campaign Committee, signed by H. Melcer and Philip Carlip, in violation of Section 610 of Title 18, United States Code. COUNT SIX 1. The allegations contained in Paragraphs 1 through 3 of Count One of this Indictment are incoiporated in this Count. 2. On or about September 23, 1968, in the Eastern District of New York, defendant Al Kerr, in his capacity as an officer of Seafarers International Union, did wilfully and unlawfully consent to the Union's mak­ ing the contribution described in Count Five of this Indictment, in violation of Section 610 of Title 18, United States Code. COUNT SEVEN 1. The allegations contained in Paragraphs 1 through 3 of Count One of this Indictment are incorporated in this Coimt. 2. On or about October 7, 1968, in the Eastern Dis­ trict of New York, defendant Seafarers International Union did knowingly and unlawfully make a contribu­ tion in connection with the election of Representatives to Congress at the 1968 General Election by means of issuing Check No. 1707 in the amount of $5,000, drawn on its Account No. 020-005695 (Seafarers Political Activity Donation) at the Chemical Bank of New York Trust Company, payable to the Republican Congressional Campaign Committee, signed by Philip Carlip and Al Kerr, in violation of Section 610 of Title 18, United States Code. COUNT EIGHT 1. The allegations contained in Paragraphs 1 through 3 of Count One of this Indictment are incorporated in this, Count. 2. On or about October 7, 1968, in the Eastern Dis­ trict of New York, defendant Al Keir, in his capacity as an officer of Seafarers International Union, did wil­ fully and unlawfully consent to the Union's milking the contribution described in Coimt Seven of this Indict­ ment, in violation of Section 610 of Title 18, United States Code. COUNT NINE 1. The allegations contained in Paragraphs 1 through 3 of Count One of this Indictment are incorporated in this Count. 2. On or about October 31, 1968, in the Extern Dis­ trict of New York, defendant SeaJfarers international Union did knowingly and unlawfully make a contribu­ tion in connection with the election of Presidential and Vice Presidential Electors at the 1968 General Election by means of issuing Check No. 1749, in the amount of $5,000, drawn on its Account No. 020-005695 (Sea­ farers Political Activity Donation) at the Chemical Bank New York Trust Company, payable to Artists and Entertainers for Humphrey and Muskie, signed by H. Melcer and Al Kerr, in violation of Section 610 of Title 18, United States Code. COUNT TEN 1. The allegations contained in Paragraphs 1 through 3 of Count One of this Indictment are incorporated in this Count. 2. On or about October 31, 1968, in the Eastern District of New York, defendant Al Kerr, in his capacity as an officer of Seafarers International Union, did wilfully and unlawfully consent to the Union's mak­ ing the contribution described in Count Nine of this Indictment, in violation of Section 610 of Title 18, United States Code. COUNT ELEVEN 1. The allegations contained in Paragraphs 1 through 3 of Count One of this Indictment are incorporated in this Coimt. 2. On or about October 31, 1968, in the Eastern District of New York, defendant Seafarers Interna­ tional Union did knowingly and unlawfully make a contribution in connection with the election of Presi­ dential and Vice Presidential Electors at the 1968 Gen­ eral Election by means of issuing Check No. 1750, in the amount of $5,000, drawn on its Account No. 020-005695 (Seafarers Political Activity Donation) at the Chemical Bank New York Trust Company, pay­ able to Builders for Humphrey and Muskie, signed by H. Melcer and Al Kerr, in violation of Section 610 of Title 18, United States Code. COUNT TWELVE 1. The allegations contained in Paragraphs 1 through 3 of Count One of this Indictment are incorporated in this Count. 2. On or about October 31, 1968, in the Eastern Dis­ trict of New York, defendant Al Kerr, in his capacity as an officer of Seafarers International Union, did wil­ fully and unlawfully consent to the Union's making the contribution descrited in Count Eleven of this Indict­ ment, in violation of Section 610 of Title 18, United States Code. COUNT THIRTEEN 1. The allegations contained in Paragraphs 1 through 3 of Count One of this Indictment are incorporated in this Count. 2. On or about October 31, 1968, in the Eastern Dis­ trict of New York, defendant Sesffarers International Union did knowingly and unlawfully make a contribu­ tion in connection with the election of Presidential and Vice Presidential Electors at the 1968 General Elec­ tion by means of issuing Check No. 1751, in the amoimt of $5,000, drawn on its Account No. 02O005695 (Seafarers Political Activity Donation) at the Chemical Bank New York Trust Company, payable to Educators for Humphrey and Muskie, signed by H. Melcer and Al Kerr, in violation of Section 610 of Title 18, United States Code. COUNT FOURTEEN 1. The allegations contained in Paragraphs 1 through 3 of Count One of this Indictment are incorporated in this Count. 2. On or about October 31, 1968, in the Eastern District of New York, defendant Al Kerr, in his capacity as an officer of Seafarers International Union, did wilfully and unlawfully consent to the Union's making the contribution described in Count Thirteen of this Indictment, in violation of Section 610 of Title 18, United States Code. COUNT FIFTEEN 1. The allegations contained in Paragraphs 1 through 3 of Count One of this Indictment are incorporated in this Count. -2. On or about October 31, 1968, in the Eastern District of New York, defendant Seafarers Interna­ tional Union did knowingly and unlawfully make a contribution in connection with the election of Presi­ dential and Vice Presidential Electors at the 1968 General Election by means of issuing Check No. 1752, in the amount of $5,000, drawn on its Account No. 020-005695 (Seafarers Political Activity Donation) at the Chemical Bank New^ork Trust Company, pay­ able to Lawyers for Humphrey and Muskie, signed by H. Melcer and Al Kerr, in violation of Section 610 of Title 18, United States Code. COUNT SIXTEEN 1. The allegations contained in Paragraphs 1 through 3 of Count One of this Indictment are incorporated in this Count. . f 2. On or about October 31, 1968, in the Eastern District of New York, defendant Al Kerr, in his capacity as an officer of Seafarers International Union, did wilfully and unlawfully consent to the Union's ' making the contribution described in Coiint Fifteen of this Indictment, in violation of Section 610 of Title 18," United States Code. COUNT SEVENTEEN 1. The allegations contained in Paragraphs 1 and 2 of Count One are incorporated in this Count. 2. At all times hereafter mentioned the term "Fed­ eral election" means an election at which Presidential Electors, or candidates for the offices of United States Senator and United States Representative in Congress, were voted for. 3. Paul Hall, at all times material to this Indictment, was President of Seafarers International Union. 4. Earl Shepard, at all times material to this Indict­ ment, was a Vice-President of Seafarers International Union. 5. Philip Carlip, from and after September 14, 1966, was a lobbyist for Seafarers International Union, reg­ istered with the Secretary of the United States Senate, and from and after July 17, 1967, was so registered with the Clerk of the United States House of Rep­ resentatives. 6. Frank Boyne, at all times material to this Indict­ ment, was an employee of Seafarers International Un­ ion. 7. Frank Drozak, at all times material to this Indict­ ment, was an employee of Seafarers International Un­ ion. 8. Paul Drozak, at all times material to this Indict­ ment, was an employee of Seafarers International Un­ ion. 9. Joseph DiGiorgio, at all times material to this In­ dictment was an employee of Seafarers International Union. 10. From in or about 1962 and continuously there­ after up to and including the date of filing of this In­ dictment, in the Borough of Brooklyn, in the Eastern District of New York and elsewhere, Al Kerr, Paul Hall, Earl Shepard, Philip Carlip, Frank Boyne, Frank Drozak, Paul Drozak, and Joseph DiGiorgio, de­ fendants herein, and Robert Matthews, Al Tanner, Cal Tanner, and Lindsey Williams, named herein as co­ conspirators but not defendants, did wilfully, knowing­ ly, and unlawfully conspire and agree with one another and with other persons to the Grand Jurors known and unknown, to violate Section 610 of Title 18, United States Code, in that they did wilfully, knowingly, and unlawfully conspire and agree to cause Seafarers In­ ternational Union to make contributions and expendi­ tures in connection with elections at which Presidential and Vice Presidential Electors, or candidates for the Seafarers Log ii :i| �• II !• offices of United States Senator and United States Rep­ resentative in Congress, were to be voted for. 11. In furtherance of the conspiracy the Executive Board of Seafarers International Union, consisting of defendants Paul Hall, Earl Shepard, and A1 Kerr, and co-conspirators A1 Tanner, Cal Tanner, and Lindsey Williams, met on August 27, 1962 and December 17, 1962, in New York City, New York, and created a special fund called Seafarers Political Activity Dona­ tion (SPAD). 12. It was part of the conspiracy that SPAD he given the appearance of a bona fide political commit­ tee, a separate and distinct entity from Seafarers Inter­ national Union, to receive voluntary contributions from unlicensed seamen and to make political contribu­ tions and expenditures in this behalf. In fact, however, it was part of the conspiracy that SPAD would exist only on paper and he nothing more than a device de­ signed to concf^.1 unlawful political contributions by Seafarers International Union. 13. It was further a part of the conspiracy that the SPAD committee would consist of the same persons who were members of the Executive Board of Sea­ farers International Union, and that the persons au­ thorized to sign SPAD checks would he the same persons authorized to sign checks on other accounts of Seafarers International Union. 14. It was further a part of the conspiracy that the Union's Port Agents and Port Patrolmen would collect SPAD contributions at the same time they collected Union dues and assessments from unlicensed seamen. In furtherance of this aspect of the conspiracy, SPAD would become an item upon the printed cash receipts issued by Port Agents and Port Patrolmen to such un­ licensed seamen. 15. It was further a part of the conspiracy that pro­ bationary members of the Union, who lacked Union voting privileges and seniority in bidding for jobs, would be caused to fear that failure or refusal to make contributions to SPAD would result in the loss of their employment, so that substantially larger SPAD con­ tributions would be collected from such probationary members than from full-fledged members, who enjoy Union voting privileges and have seniority in obtaining employment. 16. It was further a part of the conspiracy that SPAD contributions would be collected from foreign seamen in lieu of Union dues. 17. It was further a part of the conspiracy that periodic reports in the name of SPAD would be filed with the Clerk of the United States House of Repre­ sentatives, to conceal the contributions and expendi­ tures made by Seafarers International Union in connec- ^ tion with Federal, state and local elections. 18. It was further a part of the conspiracy that the defendants and co-conspirators would cause Seafarers International Union to make contributions totaling more than $750,000 in connection with Federal elections in the years 1964 through 1968. 19. In pursuance of the aforesaid conspiracy, and to effect the objects thereof, the defendants performed the following and other overt acts within the Eastern District of New York and other places. OVERT ACTS 1. On or about January 10, 1969, defendant A1 Kerr filed with the Clerk of the United States House of Representatives a report of SPAD contributions and expenditures for the period January 1, 1968, to Decem­ ber 31, 1968, indicating expenditures for Federal elec­ tions during that period in the total amount of $552,781.82. On or about December 17, 1962, in New York City, New York, defendant A1 Kerr met with defendants Earl Shepard and Paul Hall, and co-conspirators Lind­ sey Williams, Cal Tanner, and A1 Tanner, and prepared minutes of a meeting of the SPAD committee of Sea­ farers International Union. 3. On or about September 23, 1968, defendant A1 Kerr wrote a letter to Rexford Dickey, Agent, Sea­ farers International Union, at Baltimore, Maryland, transmitting Checks Nos. 1634 and 1635 drawn on the Union's SPAD account, in the amounts of $420.00 and $372.59, respectively. 4. On or about April 24, 1968, defendant A1 Kerr wrote a letter to defendant Frank Drozak, Vice-Presi­ dent, Seafarers International Union, at San Francisco, California, transmitting Check No. 1200 drawn on the Unions' SPAD account, in the amount of $250. 5. On or about March 21, 1968, in Brooklyn, New York, defendant Paul Hall met with defendants A1 Kerr, Paul Drozak, and Frank Drozak, and co-con­ spirators A1 Tanner and Lindsey Williams, and pre­ sided over a meeting of the SfPAD committee of Sea­ farers International Union. 6. On or about March 30, 1966, defendant Paul Hall wrote a letter to Gordon Spencer, Port Agent, Seafarers International Union, at Norfolk, Virginia, transmitting Check No. 609, in the amount of $100, drawn on the Union's SPAD account. 7. On or about March 14, 1966, defendant Paul Hall viTote a letter to defendant Frank Drozak, Seafarers International Union, at San Francisco, California, en­ closing Check No. 606, drawn on the Union's SPAD account, in the amount of $1,000. 8. On or about December 17, 1962, in New York June 1972 City, New York, defendant Earl Shepard met with de­ fendants A1 Kerr and Paul Hall, and co-conspirators Lindsey Williams, Cal Tanner, and A1 Tanner, and presided over a meeting of the SPAD committee of Seafarers International Union. 9. On or about November 8, 1965, in Brooklyn, New York, defendant Earl Shepard met with defend­ ants A1 Kerr, Paul Hall, Frank Drozak. and Paul Drozak, and co-conspirators Lindsey Williams, Robert Matthews, and Cal Tanner, and presided over a meet­ ing of the SPAD committee of Seafarers International Union. 10. On or about August 6, 1968, in Brooklyn, New York, defendant Earl Shepard met with defendants A1 Kerr and Frank Drozak, and co-conspirator Lindsey Williams, and presided over a meeting of the SPAD committee of Seafarers International Union. 11. On or about September 14, 1966, defendant Philip Carlip registered with the Secretary of the United States Senate as a lobbyist for Seafarers In­ ternational Union. 12. On or about July 17, 1967, defendant Philip Carlip registered with the Clerk of the United States House of Representatives as a lobbyist for Seafarers International Union. 13. On or about April 1, 1968, defendant Philip Carlip signed Check No. 1146 in the amount of $1,000, drawn on the Union's SPAD account. 14. On or about July 8, 1968, defendant Philip Carlip signed Check No. 1366, in the amoimt of $5,000, drawn on the Union's SPAD accoimt. 15. On or about October 27, 1964, in Brooklyn, New York, defendant Joseph DiGiorgio met with defendants A1 Kerr, Paul Hall, Earl Shepard, Frank Drozak, and Paul Drozak, and co-conspirators Lind­ sey Williams, Robert Matthews, Cal Tanner and A1 Tanner, at a meeting of the SPAD committee of Sea­ farers International Union. 16. On or about July 28, 1964, defendant Joseph DiGiorgio signed Check No. 180, in the amount of $1,000, drawn on the Union's SPAD account. 17. On or about August 13, 1965, defendant Joseph DiGiorgio signed Check No. 511, in the amount of $200, drawn on the Union's SPAD account. 18. On or about September 25, 1963, in New York City, New York, defendant Paul Drozak met with de­ fendants Earl Shepard, A1 Kerr, and Paul Hall, and co-conspirators Lindsey Williams, Robert Matthews, Cal Tanner, and A1 Tanner at a meeting of the SPAD committee of Seafarers Intematicmal Union. 19. On or about March 21, 1968, in the Borough of Brooklyn, New York, defendant Paul Drozak met with defendants Paul Hall, A1 Kerr, and Frank Drozak, and co-conspiratbrs A1 Tanner and Lindsey Williams at a meeting of the SPAD committee of Seafarers Inter­ national XJnion. 20. On or about April 8, 1968, in the city of Houston, Texas, defendant Paul Drozak received from defendant A1 Kerr, Check No. 1168, in the amount of $150, drawn on the Union's SPAD account. 21. On or about November 8, 1965, in the Borough of Brooklyn, New York, defendant Frank Drozak met with defendants Earl Shepard, A1 Kerr, Paul Hall, and Paul Drozak, and co-conspirators Lindsey Williams, Robert Matthews, and Cal Tanner, at a meeting of the SPAD committee of Seafarers International Union. 22. On or about May 23, 1968, defendant Frank Drozak received from defendant A1 Kerr Check No. 1277, in the amount of $100, drawn on the Union's SPAD account. 23. On or about March 3, 1966, defendant Frank Drozak wrote a letter to defendant Paul Hall, Presi­ dent, Seafarers International Union, at Brooklyn, New York. 24. On or about March 1, 1966, defendant Frank Drozak collected money from members of the crew of the ship "Brigham Victory" and issuafl therefor Seafarers International Union cash receipt numbers El5928 through El5944. 25. On or about November 1, 1968, defendant Frank Boyne submitted to Seafarers International Union a petty cash voucher numbered 4, in the amount of 6,000 Yen. 26. On or about November 26, 1968, defendant Frank Boyne deposited to his account at the Bank of America, Yokohama Branch, Check No. 1808, in the amount of $16.67, drawn on the Union's SPAD account. 27. On or about September 6, 1968, defendant Frank Boyne collected money from members of the crew of the ship "Transglobe" and issued therefc Sea­ farers International Union cash receipt numbers E86461 through E86474. ' 28. On or about September 19, 1968, defendant Frank Boyne collected money from members of the crew of the ship "S/T Thetis" and issued therefore Seafarers International Union cash receipt numbeis E86475 through E86485. In violation of 18 U.S.C. 371). Signed by: Edward R. Neaher, United States Attorney; 'Edward N. Brown, Special Attorney; John E. Clark, Special Attorney; and the foreman of the grand jury. SIU Indictment' Hit by AFL-CIO The AFL-CIO Executive Council, meeting in Chicago in the Fall of 1970, adopted a resolution supporting the SIU in its fight against a federal grand jury indictment accusing the union and its officers of making political contributions in viola­ tion of federal regulations. The executive council statement is indicative of the support that virtually all organized labor lent the SIU during its fight to have the charges dismissed. The following is the text of the AFL-CIO statement: In June of this year a Grand Jury in Brooklyn returned an indictment charging the I^afarers Inter­ national Union and several of its officers and mem­ bers with making and conspiring to make political contributions in violation of federal law. The in­ dictment specifically alleges that in the national election of 1968 the Seafarers Union, through its Political Activity Donation Account (SPAD), con­ tributed a total of $20,000 to Republican campaign committees and contributed a like amount to Demo­ cratic campaign committees. It also alleged a con­ tinuing conspiracy from 1962 to have the union make unlawfffi political contributions through SPAD. Under federal law labor organizations are pre­ cluded from using union funds to make contribu­ tions in connection with federal elections and, as a result, many national and international unions have formed separate political committees to collect voluntary dollars from its members and supporters to be used in federal political campaigns. The forma­ tion of such committees and their use of monies so collected to support candidates for political office has always been permitted under federal law. ^The indictment, however, charges, in essence, that the Seafarers open and above board campaign to secure voluntary contributions to its Political Activity Donation Account, and to make campaign contributions from that fund, which were fully re­ ported to the Qerk of the House of Representatives as the law requires, somehow constitutes a con­ spiracy for contributions to federal candidates. As the Supreme Court has recognized, working men and women have a First Amendment right to associate together to make their voice heard in fed­ eral elections. They have the right to make voluntary contributions to political activity funds set up by their, unions. And unions have the right and the responsibility to convince their members that such contributions are vital to safeguard their interest in a progressive and responsive federal government. Congress, the Supreme Court and the Justice Department, itself in the past, have recognized as much. The broad and loosely drawn indictment in the Seafarers case can only be read as a device to coerce working men and women and their unions to forego their basic constitutional rights. The reasons behind this move by the key poli­ tician in the Administration, Attorney General Mitchell, are not hard to discern. He has learned by hard experience, first in the 1968 campaign, and then in labor's fight to defeat the unwise nominations of Judges Haynsworth and Clarswell that the labor movement is the bulwark against the regressive and repressive policies the Executive Branch has sought to implement. Recognizing this, he is seeking to silence the American trade union movement for purely political purposes. While he pursues the labor movement through new and expensive legal theories, he refuses to move forward against the Republican campaign committees that did, not file their reports on time during the 1968 campaign, despite the fact that the failure to file constituted clear violation of law. This is all of a piece with the trend of Administration policy which is to monopolize the press and the air­ waves by silencing its critics. The reaction of the American trade union move­ ment to this strategy is simple. We will not be cowed. We are going to continue to exercise our basic rights and we are going to aid the defense of those labor organizations which become the chosen targets of the Justice Department. Page 19 i I �SPAD and the Seafarer Seafarers for years have under­ stood the necessity of participating in political and legislative activities. In recognition of this need, Seafarers through their Union, banded together and established SPAD as a separate, segregated fund to receive contribu­ tions and make expenditures in sup­ port of their lawful objectives of im­ proving their social, economic and political interests. Seafarers recognized that the views and actions of those elected to politi­ cal office have a most serious impact upon the well-being of seamen and their families. Seafarers recognized further the extreme importance of uniting in a meaningful association to support those persons for political office whose philosophies and inter­ ests are in sympathy with seamen's n^ds and aspirations. Most recently the United States Congress passed legislation reafiSrming the right of working people, through their Unions, to establish and administer separate, segregated funds for political purposes and to solicit contributions to such funds, such as SPAD. By this legislation. StJicitori (^ard SPAD (SEAFARERS POLITICAL ACTIVITY DONATION) 675 Fourth Avonuo, Brooklyn, Now York Nama of Solicitor and Addraaa Book or Idantlflcatlon No. Data of laauanca Tha abova Is authorizad to solicit contributions to SPAD. SPAD is a saparata sagragatad fund and all contrilHitions ara volunUry. Among its objacts and purposas is to furtliar tha political, sociaf and aconomic Intarasta of Saafarar saaman. It supports and contributas to political candidates for alactiva offica, implamantlng its objacts and purposes. No contributions may ba solicited or racalved because of force, Job discrimination, flnancial reprisal or threat of such conduct, or as a condition of mambarship In tha Union (8IUNA AGLIWO) or of amplqymant. This authorization card is the property of SPAD and must ba aurrandarad to SPAD upon damand. SPAD Authorizad, Chairman or Traasurar specific, appropriate rules were also established for the operation of such funds or committees. In accordance with these congressional directions, and by appropriate Seafarer's action SPAD, in ad^tion to other actions, has adopted procedures for the solici­ tation and receipt of contributions as follows: Only authorized personnel may solicit contributions and they must have a Solicitor's Card (at left). All SPAD solicitors have been issued written instructions and they shall issue official SPAD receipts for all contributions received (below). Support SPAD and participate meaningfully with Seafarers to pro­ tect and advance Seafarers' interests. SPAD exists for your benefit. Sup­ port it! V: (SBBfarara PtlWeal Activity DtnttiMi) •7S FOURTH AVENUE. •ROONLVN. NEW YORK 15U INSTRUCTIONS TO SPAO'S AUTHORIZED SOLICITORS SPAD is a separate segregated fund and all contributions are vol-' untary. Among its objects and purpose is to further the political, social and economic interests of Seafarer seamen. It supports and con­ tributes to political candidates for elective office, implementing its objects and purposes. No contribution may be solicited or received because of force, job discrimination, financial reprisal or threat of such conduct or as a con­ dition of memtiership in the Union (SlUNA AGLIWD) or of employment. All solicitor's authorization cards and receipt books are the propertyof SPAD and must be surrendered upon demand to SPAD. Any and all contributions must be receipted for and only SPAD official receipt books may be used. For all contributions received a full completed receipt with the appropriate details, should be issued to the contributor. ^ Raeaipt 07451 Date. Collected on. Contributor't name. Address ^ - ^1 .Amount of contribution. S.S. #. SPAD is a saparata sagragatad fund. Its procaads ara usad to furtbar its obiacts and purposas includinc, but not limited to furthering the political, social and eco­ nomic interests of Seararer:seamen, ttie preservation and furthering of tfie American Merchant Marine with improved employi^t opportunities for seamen and ttte advancisment of trade union concepts. In connection with such objects, SPAO supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be iolicitad or received tiecause of force, job discrimina­ incial reprisal, or threat of such conduct, or as a condition of membership in tion, finer the Union (SlUNA AGLIWD) or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD at ttie above address, certified mail within thirty days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. (A copy of our ropert flM with tho pufchoM from ttw Suporlntondont of D.C. 20402.) U.S. Oevi i» (or Vtill bol avoiloBlo tor Brinlini dllco.WMhineton Signature of Solicitor. / ^ Lesson of Indictment Is That Labor Must Vigilantly Protect Its Rights A Federal Court has dismissed the indictments brought against the Seafarers International Union by the Justice Department. The purpose of the Justice Department's action was to halt the activity and participation of Seafarers in the politicd process. The full text of the Court's 38-page de­ cision dismissing the case appears on Pages 14-17 of this supplement. The supplement also con­ tains the text of the indictments, as originally is­ sued, on Pages 18-19. r I• I At issue was the right of workers, through their union organization, to participate in the political activities of the nation in which they are citizens —a right which the trade union movement main­ tains is an inherent right in a free society. Shortly after the indictments were issued, the AFL-CIO Executive Council viewed the action against the SIU, in part, in this way: "As the Supreme Court has recognized, work­ ing men and women have a First Amendment right to associate together to make their voice heard in Federal elections. They have the right to make voluntary contributions to political ac- Page 20 tivity funds set up by their unions. And unions have the right and the responsibility to convince their members that such contributions are vital to safeguard their interest in a progressive and responsive Federal government." The SIU and its membership were exercising this ri^t when the Justice Department instigated its action to deny workers their right to be politically active through their union. The Court's dismissal of the indictments is not a victory in the sense that it is an accomplish­ ment. The mere preservation of a right which is already guarante^ in the Federal Constitution cannot be a victory. Costly battles to preserve basic rights should be unnecessary, although they are an unfortunate fact of life. The Justice Department's indictments of the SIU, even though dismissed at this particular point, were costly. They were costly in terms of the time and effort that must be spent in fighting to protect the right to full political freedom. They were costly, as well, in that the expenditure of effort and time could have been used otherwise in a very positive way to advance the security of Seafarers and their families. And the indictments were costly to SIU mem­ bers in terms of the unnecessary harassment and questioning and hounding, in the United States, on ships and in foreign ports of call. An early American once said that 'Eternal Vigilance is the Price of Liberty." That warning applies especially to trade union workers who must always be prepared to defend their rights and security against those who relent­ lessly seek to destroy it. Just as sure as there is day and night there will be new attacks on the security and fundamental rights of American workers; Seafarers in particular will know this, as they have learned from the course (ff their history. The pursuit of liberty by trade unions, and all Americans, is fundamental to their freedom. The greatest safeguard against attempts to destroy this freedom or any part of it is vigilance. Seafarers Log it \H �'ihe coming of warm weather means vacations and long, sunny days to most Americans, but to SIU men on the Great Lakes it also means the st^ of activity. For as the high sun brings warmth, the ships move agam and the ice­ bound ports become busy centers where working men earn their living before winter's short days come around. Seafarers must first fit-out the ships that have been so long dormant. There is much work to be done but soon the vessels are ready to ply their trade in the five finger lakes. One of the busiest ports on the Great Lakes is the Port of Buffalo on Lake Erie. Located at the eastern end of the I.ake and at the mouth of the Niagara River, Buffalo is a major port of the Great Lakes—St. Lawrence Seaway system * "• . jr y '-.J, 1 'r ^ ' * on this page show SR m^ in the Port of Buffalo fitting-out the ut:the Great Lakes are basic^y followng in Buffalo. the same routine •1,45.: :> J if® ....5 xi •' .f'' % #. 4 Summer Refitting fi ;5 Underway on Lakes ._V.r T-Av fl J ll < f ^^ Seafarer Roger Kaarto, oiler, makes sure that the engine room is in good working order after the long winter lay-up. Getting the galley ready for the first voyage are: Weldon LaMothe, second cook; Michael Pfau, porter, and Stanley Oberts, porter. Dan Brown (left) and Everett Haugen, firemen aboard the Kinsman Voyager prepare-the engine room for the busy summer work ahead. , • 'fl .V . f,." , -'.iA-jl vnpcKing OUT xnc 15 ^1 uits ntufiK-wui wn Vovaeerf Irt these'^i^ member^ the deck departrhertt m sufelhat all is 'safe and secure in case an emergency should arise during a , , ^' • ! 21 JUM, ^2 .ti,. » __ ' ' ' • k • •^-r^rs �Participants in Merchant Marine Memorial Service sitting at altar of Shrine of the Immaculate Conception. Memorial Service Honors Mariners Students of Harry Lundeberg School of Seamanship outside Shrine prior to Merchant Marine Memorial service. The men and women of the Ameri­ can merchant marine were memorial­ ized in word and song at the third annual Merchant Marine Memorial Service held in May at Washington's Shrine of the Immaculate Conception. O. William Moody, Jr., administra­ tor of the AFL-CIO Maritime Trades Department represented SIU President Paul Hall at Ae ceremony, which he called "a fine and moving tribute to those who cared enough about their land to lay down their lives in its service." The services were led by Navy Cmdr. Ronald J. Walsh, CHC, the chaplain of the U.S. Merchant Marine Academy. Participants in the service included the Merchant Marine Academy Glee Club, who sang a number of anthems and the academy buglers who played Taps. In his message, Moody, representing maritime labor, said that the rebuild­ ing of the nation's merchant fleet would be the best kind of lasting memorial to those who perished for the nation. "This service," he said, "should be a stirring reminder that the seaman­ ship and good citizenship of America's seamen who have given their lives in the service of their country are not and will not be forgotten." Moody said that part of the re­ membrance ought to he the continued rebuilding of the fleet because, "the ,y^' men who man these ships play a very Vwi important role in maintaining Ae pres­ tige of our nation on the oceans of the world both in peace and in . mo­ ments of conflict." Other speakers were James M. Reynolds, president of the American Institute of Merchant Shipping, repre­ senting industry; and Vice Admiral Thomas W. Sargent of the U.S. Cbast Guard, representing government. Robert I. Blackwell, deputy adminis­ trator of the Maritime Administration served as master of ceremonies. -1 us. Navy Pays Special Tribute to Members Of Americas Merchant Marine Seafarers were the subject of an un­ usual tribute from the United States Navy on National Maritime Day this year which was celebrated May 22. Adm. Elmo R. Zumwalt, Jr., Chief of Naval Operations, forwarded a message to all naval commands in which he asserted "a strong U.S. mer­ chant marine is unquestionably a vital component of nation's total seapower assets and I believe it is most appropri­ ate to demonstrated the Navy's inter­ est and appreciation for the efforts and accomplishments of the officers and men of the U.S. Merchant Ma­ rine." The complete text of the Zumwalt message follows: 18234Z MAY 72 FROM: CNO TO: NAVOP INFO: SECDEF ZEN: SECNAV SECRETARY OF COMMERCE UNCLAS NATIONAL MARITIME DAY 1972 //N05700//BASEGRAM 1. BY PROCLAMATION OF 13 APRIL 1972, PRESIDENT, NIXON PROCLAIMED 22 MAY 1972 AS NATIONAL MARITIME DAY TO RECOGNIZE AND HONOR THE AMERICAN MERCHANT MA­ RINE. 2. A STRONG U.S. MERCHANT MARINE IS UNQUESTIONABLY A VITAL COMPONENT OF OUR NATION'S TOTAL SEAPOWER ASSETS AND I BELIEVE IT IS MOST APPROPRIATE TO USE THIS OCCASION TO DEMON­ STRATE THE NAVY'S INTEREST AND APPRECIATION FOR THE EFFORTS AND ACCOMPLISH­ MENTS OF THE OFFICERS AND MEN OF THE U.S. MERCHANT MARINE, MANY OF WHOM ARE MEMBERS OF THE U.S. NAVAL RESERVE. 3. ACCORDINGLY, IN KEEPING WITH THE SPIRIT AND INTENT OF THIS PRESIDENTIAL PROC­ LAMATION IT IS REQUESTED THAT THE FOLLOWING AC­ TIONS BE TAKEN: ALL COMMISSIONED SHIPS OF THE NAVY, NOT UNDER­ WAY, DRESS SHIP ON 22 MAY 1972 IN ACCORDANCE WITH THE PROVISIONS OF ARTICLE 2183, U.S. NAVY REGULATIONS, AND CHAPTER 7 OF DNC27A. B. IN MAKING OFFICIAL NAVY SPEECHES ON OR ABOUT 22 MAY 1972, SENIOR OFFICERS ARE ENCOURAGED TO IN­ CLUDE IN THE TEXT OF THEIR SPEECHES RECOGNITION OF THIS OCCASION AND THE DE­ PENDENCE OF THE NATION ON A STRONG U.S. MERCHANT MARINE. C. SENIOR OFFICERS PRES­ ENT AFLOAT USE THIS YEAR'S NATIONAL MARITIME DAY TO LOCALLY INSTITUTE AND CO­ ORDINATE AS APPROPRIATE A CONTINUING EFFORT TO HAVE COMMANDING OFFICERS OF U.S. NAVY SHIPS IN PORT INITI­ ATE INFORMAL CALLS ON THE MASTERS OF U.S. FLAG MER­ CHANT SHIPS PARTICUARLY IN, BUT NOT LIMITED TO, FOR­ EIGN PORTS. ON THE OCCASION OF SUCH CALLS INVITATIONS SHOULD BE EXTENDED TO THE MASTERS AND THEIR OFFICERS TO VISIT OUR NAVY SHIPS. 4. FOR ALL UNITS DEPLOYED WESPAC, ACnONS REQUESTED PARA 3 ABOVE AT DISCRETION OF LOCAL SOPAS. E. R. ZUMWALT, JR. ADMIRAL, U.S. NAVY Page 22 . Seafarers Log . ; ' r ,'-- •i ^ i i . . - -1,.^,-.... .1 . • w ' �ii w - - WMSuiy'Vfirl •r-'vi-r?/ **From an _ _ „ yis a n^^adve ih^ Not wifhppt reaMin, di^ cwieies mid conditions have long been pppwiar snhfects fm Marltinie Day qietdons. Walt Whitman, die be* kwed American poet mice advised, '-hnake nmeh w negadves," and, in diis sense it can said that the off siddng fmces ^ poottive actirni have been started hi motion ,.. hot real prmiuse dt the 1970 Act h^ ..yf^ to he nfllizeA'*^. ®dwln:»tflood,; " coimtty—js at bust becoiiiing a reality ... at die heart m uiis propaiu Hi (he cwSuactlcu in tins decade of several liundml new, hi^y fa^nctive sh^ to replace the aging vessels in the cnrraat U.S. fleet, This repre­ sents the largest merchant siitybaildiirg ]^og|rani in the country's histotys. While progi^ to date ims not.fived up to par inida! eapsctadpi^ it has nonethel^ t)^ sahd^ Andrew E. G&MMNI •*. Asaistxat Seea^aty:-i^ "" 'fiwr Maiidnie:.A|^h8. f ^ J r t Ffe^icai^ Amdican :''S I r ;>r' i»r'. ' * ^, emize oar P«*4m ' We are aD responsible for seeing to it that the inerIfliattt marine of our coimtry does not falter, that America's importance in the ej^pansion of world trade 'rmi does not diminish. For if the fleet hiils, so our is In dai%er of failh^" .Helm'D ' Chalrmaii, Federal MaiifW, ' " ' •'"'•'"••''•'."its' Ckmnidssion. W<. f' mM * die (dd, tradidonal cmicepts tl^ have too long re­ stricted and fadiped to stranj^ die industry. We nmst become inoK iinagjraati^ dfurmg faor nioie t^^iressive dian w% gain a ppddph of m die field iff international commuce." Rep. Edward A. Garmatz (D-Md.) Caiainnatt, House Merchant Marine ........ and Fisheiies Committee. ^ ? • - iilSfe'-pii?'" mmmm::: iftllSir • • ;. . i:"., ••'• ' V. iW- • •: 4' '' 1 ^ '•f ' " » [4. I 4^~ .| ' - •" ^ 4 "t41 ^^40 y., ^ J. >>0 ?SM; 'i iillf i.ui SHIP AMERK^ PI KfMit MM Unique design, featuring an Amer­ ican-flag motif on the prow of a ship sailing over the words "Ship American" won a $500 first prizd In the annual Maritime Day poster . contest. Prize winner Marllynr Gage, Cass Technical High School, Detroit, Mich., Is shown at far , right with Rep. Martha Griffiths (D-Mlch.) In whose district Marilyn lives. Rep. Griffiths present^ Marilyn her prize at a luncheon in honor of Maritime Day In the Rayburn House Office Building. SssI siftais iSSSI® MiSM life ^ - r- ^ / -/jP ^ , MJ ' .v ^ ptx<^ 2.5 �Wattdefing the Seas common imi^ Seafaim aie men of gpreat iqppeciation 4^ the atte. We lomw that, and hi an to briag it to ^b&c fiie lx>g is lafHesied in ncdidits cmitihNitio^ Seaftien who haw a poem waiting to Im published. Addicm ismtrilmtiow the Seafar^ Ix^ d7S Foortt Ave., Brooklyn, N.Y, 11232. Birth^ * . t .;- ;eag • •-.T la the cdld» grey dattii Of an A{M^ mom whoa I was bom i K n • J 7' "• V -f: - It's a boy! ra .'V And be grew to be A sailor bold • IV But, as he grew old He wm told, ''Why don't you retire?" y 1 wish I could I think I would," Was his reply • • <, . , V-,r«A^ Now he has a wife And he has a cat And they have a home vn And he promised Her tiiat he'd stay home and never roam. vra ^ ... • But, the tension builds ^ pension yields A .nvto, K, Now he goro hcmm M<wt Every spring Just to pay his tax And to hear Her sing And watch her paint And just relax XI They love their daughter Dawn' A^ She loves them Arid thud's (dcs^ So until die ds^ ' C^\'' '• Who let me live Through another day. ' darence 'Bad' Condns C-59 . / •T'-'i '' „ ••>. '/•,-' - 'Way Up High- ' r J Tve often wondered and I still do Wlnat do old milms go vdiieai they dieii There's ooly one place that I can Is way up tiiere, "Way Up High. "Way Up High" am<mg the douds, With Christ, Captain of the Port, just hangmg around, of every sort. Vftdng sti^ and g^eons, ^ SaBing ships and tramp. Sailing continuously anmnd the sk^ With beautiful angels to enchant So, have no fear sailor man, : FOT vdien you die it's really true. You a;^ articles for hf^ With coffee time all day for you. ' - >?. ^ ' I V' < 1- ' >' „ .. ' . , '-US . '.4. Page 24 " . . • W.2o. .. ; ,| 1 Questions Answered About Social Security Q. I have been paying Social Secur­ higher than the widow's benefit, you ity for more than 20 years and so has would not want to make any change. my wife. Since she can get a monthly A point to keep in mind, however, benefit as a wife on my record when I is that a widow collects a permanently retire, why does she also have to pay reduced benefit if she starts getting Social Security? checks when she is 60. You would A. Everyone who works at a job have to wait until 62 to get full covered Ity Socid Security must pay. widow's benefit You should call or More important, however, your wife, visit your Social Security office to dis­ as a worker, has Social Security protec­ cuss your situation in detail. tion in her own right. E she becomes Q. I am 66 and enrolled in Medi­ severely disabled before reaching re­ care. After q)endmg a week in a hos­ tirement she might qualify on her pital, I was told that I must transfer own earnings record for monthly dis­ to a nursing home for the skilled nurs­ ability checks. And, when she retires, ing care I need, and Medicare would she can get retirement benefits on her still help pay my bills. How much of own earnings record even if you de­ my lulls will Medicare pay? cide to keep on working In most A If you are found eligiUe for cases, her retirement benefit chedk for Medicare benefits while you are in wotdd ^nerally be more than the specially qualified kind of skilled nurs­ check she would receive as a de­ ing home that is called an extended pendent wife. care facility, the program will pay for Q. I get monthly Sodal Security all covered services for the first 20 retirement diecks. Because I earn a days. For the next 80 days, Medicare little over $1,680 each year, I have will pay for all the covert services to file an annual report of my earnings except $8.50 a day. with Sodal Security. Since I will be Q. 1 have medical insurance under 72 years old soon, will I have to file Medicare. Can I send two different an annual report for 1972? bills to the carrier for two entirely A. Yes. It's true that there is no different services—^general practitioner limit on how much people 72 and over and radiologist—^together on one Re­ can earn without any reduction in quest for Payment form? their Social Security. You must file an A. Yes. annual report of your earnings for the entire year. However, no annual report will be required for 1973 and later years. Q. I am 40 years old and will need 10 years of work under Social Security to qualify for retirement benefits at Geotge LoUnaky age 62. P.have only worked at a job Mn. George Baladan asks that ydli covered by Social Security for about contact her as soon as possible at Sun­ six years. My wife worked under So­ rise Drive, Hopwood, Penn. 15445, tele­ cial Security about five years. May we phone no. 412-437-0522. combine our credits when I reach 62 Ralph DiPaoU to be eligible for benefits? Your sister, Mrs. Carmela Fornito, A No, the credits cannot be com­ asks that you write to her as soon as bined. Under the law, each worker possible at 1135 So. Seventh St, Phila­ must earn the number of credits he or delphia, Penn. 19147. she needs to qualify for Sodal Security benefits. Rodney L. Mason Your attorneys ask that you contact Q. I started receiving reduced So­ diem as soon as possible at Boccardo, cial Security retirement checks last Blum, Lull; Niland, Teerlink & Bell, One year when I turned 62. I am now 63 California St., San Francisco, Calif. and have suffered a stroke. Can I 94111, telephone no. 415-391-3700. -H jil apply for monthly disat^ty payments? Anthony Raia A. Yes. If you are found eligible to Your brother Sylvester Raia, that receive disability benefits, your retire­ you contact him as soon as possible at ment ben^ts will be changed over to 246 Seventh Ave., Brooklyn, N.Y. disability benefits. You cannot coUect 11215. benefits under both the disability and John Croker the retirement programs at the same Please contact R. R. Goodwin at P.O. time. Your monthly disability pay­ Box 1455 Norfolk, Va. 23501. ments would be higher than those you Earl Lee Owens receive now imder the retirement pro­ Your lawyer, €. Arthur Ratter, Jr., gram. asks that you call or vwite him at 720 Atlantic Naticmal Bank Building, Nor­ Q. When I became 65, I signed up folk, Va., telephone no. 703-622-5000. for Medicare's hospital and medical insurance. Can I use this coverage for Frimdsco Ri^es all doctors and hospitals? Your son, Miquel Reyes, asks that A You can of course go to any you contact him as soon as possible at physidan of your choice. Most hos­ 2151 Morris Ave., Apt. #9, Bronx, N.Y. 10453. pitals participate in Medicare, but not all. Any Social Security oflSce can tell Alfred Hinch you whether a hospital participates in Please contact your wife as soon as * Medicare. possible at 1901 81 St., Brooklyn. N.Y. Q. I have been getting monthly . 11214. Social Seciuity disability ^nefits on Eogene Mays my own work record for the past two Psnl Mays years and will be 60 soon. I am a Robert R. Kressin & AssociatfM ask widow and my husband was a Seafarer that you contact them at 4423 Cass St., who worked imder Social Security for P.O. Box 9999, San Diego, Calif! many years before he died. Should I 92109, telephone no. 714-274-4222. switch to widow's benefits at 60? Robert Wheat A. You may do so, if it is to your Your mother, Mrs. Alma Wheat, asks advantage. Obviously, if your monthly that you contact her as soon as possible Social Security disability benefit is at 1209 Blandina, Utica, N.Y. 13501. Seafarers Log �J SlU Headquarters Representative Bill Hall (foreground) assists wiper D. Hanratty (left) and Ordinary Seaman J. Mclain during visit aboard the Trans/nd/ana. Give a sailor a hot cup of good coffee and some­ how his day goes smoother. Ordinary Seaman L. Hernandez is handling the job of keeping those two coffee pots brewing. Second Electrician G. Bermeo checks to see that hoses are secure on refrigerating equip­ ment that has just been loaded topside aboard the Transindiana. �t. otect ing • • •• ^ . -^.n. :•• . '' - / \ .• - "'-'.t;- The Envi • i •- '•• ' • • . ' < ^ •' f "*••> >•. f . [•.'••% . *: . •,„ . •••' -•' ' H ;-S. -V .••:v^ .; ••••••^•'•-••l- •;,'.} *_ •x'\ A unique oil containment device, designed to prevent accidental oil spills from spreading out­ wards from a ship and its refueling barges, wm installed around the SlU-manned containership Trenton at her dock in Oakland, California to test its value as an anti-pollution weapon. Known as the Aqua Fence Oil Containment Boom, the new protective system is the first of its kind on the West Coast and the first ever in­ stalled by an American-flag containership operator. The Sea-Land system consists of 3,100 feet of corral-like fence, 1,300 feet of which floats perma­ nently in the water imder the pier and is secured by mooring rings to the pilings. The remaining 1,800 feet of barrier is enough to surround at least two Sea-Land containerships at a time. Construction of the fence is made up of a 24" wide belt of re-enforced nylon which comes in 100foot lengths connected together by quick locking devices. ' When not deployed on the water,' the fence can be stored on reels under the pier. It can be de­ ployed from these reels when needed at the-rate of 100 feet every three minutes. As it is being de{floyed, a small boat pulls it into position around the shi^. . i,' V . • . .:.-r .«»»«»«*• • ' ' -^1 - ij u! • .'I :'•••; .. V . , ,-11, I '4r| '' .^v.' Upgrading Class Schedule at Lundeberg School Fireman, Watertmidm', Oiler July 3 July 31 August 28 Upgrading classes for Lifeboat and Able Seaman endorsements; Fireman, Watertender and Oiler; and other Qualified Member Engine Department and Tankerman en­ dorsements are open at the Harry Lundeberg School in Piney Point, Maryland. Following is the schedule of classes: Ltfdboat, Able Seaman July 3 July 17 July 31 August 14 August 28 September 11 QMED Ratii^ & Tankerman July 17 August 14 September 11 Under a recent ruling by the U.S. Coast Guard, graduates of the Harry Lundeberg School will be able to qualify for upgrading with reduced seatime. Candidates for up-, grading must meet the following qualifications: APPLICATION FO:i UPGRADING HARRY LUNDEBERG SCHOOL PINEY POINT, MD. 20674 Rating HLS Graduate . All otlien Able Seaman 8 months ordinary seaman 12 mcmtbs ordinary seaman Fireman, Oiler, Watertender 3 months wiper 6 months wiper All other QMED ratings 6 months wiper 6 months wiper In order to process all applica­ tions as quickly as possible, applica­ tions should be accompanied with: • Four passport photos (full face). • Physical report frran either USPHS or SIU Clinic. Coast Guard regulations require that applicants for certification as Ttmkerman "shall furnish satisfac­ tory document evidence to the Coast Guard that he is trained in, and capable of performing efficiently, the necessary operation on tank vessels which relate to the handling of cargo." This written certification must be on company stationery, and signed by a responsible onnpany official whose signature is on record, at a Maritime' Inspection Office. To: U. S, Coast Guard (Use home port address) Mailing Address Gentlemen, Phone Age S. S. #_ Ratings Now Held Mr. (n^e) has been in our em­ ploy from (date) to (date) and has served aboard the (name of vessel) and is qualified to handle (cargo grade'sT. Book n Interested In IThat Rati.ngs__ Dates Available To Start HLS Graduate: Yes No Lifeboatman: Yes No Record of Seatime: Rating Date of Ship Held Shipment Date of Discharge T'Thile in our employ, Mr, (name) services have been satisfactory. He is '. trained in, and capable of performing ef­ ficiently the necessary operations on tank vessels which relate to handling of cargo. Sincerely, (Signature of Company Official) Page 26 Seafarers Log 1 'i*;. .. fl. tf. r v.'-.5.v.; • ? •, . - •r?-. - iI - » SAMPLE LETTER FOR TANKERMAN (ON COMPANY LETTERHEAD) Date: Name \' Home Address n I �Health Spas Prosper; Customers Get Stuck By Sidney Margollus . Consumer Expert t Want to take off a few extra ' ' pounds? Or get some exercise? Or does your son want to learn karate? The ressurgence of heavily-prooted health clubs, saunas, spas and ate courses is causmg causing grief to a liew generation of consumers who sign long-term contracts and then find they can't continue or the club closes up. While the ads for the new crop .of ^ , health clubs don't say so, the experi' i' ence has been that these clubs try to i sign you up for long contracts such as one or two years or even a lifetime . membership. Once you sign that contract, you usually have to pay. Under the holderin-due course laws in most states, the club or spa re-s-^^s your contract to a bank or financf company. You owe , the bank the money. I ^ One consumer organization, the en* ergetic Virginia Consumers Council, recently even picketed a health club * in the state (the European Health Spa). The consumer group went on the picket line to try to warn consumers about hi^-pressure sales tactics aimed at getting people to sign contracts they may later regret but cannot cancel. The Virginia Department of Agri­ culture & Commerce earlier had warned that these contracts are noncancellable, and signers must continue to make the payments regularly and on time, even if they stop using the facilities. Especially beware when a salesman tells you this is the last day of a special offer, the Virginia authori­ ties urged. One of the worst incidents, but by r no means an isolated one, occurred in Dellwood, a suburb of St. Louis. There, a "health and beauty resort" put on a big advertising campaign and signed up members with the promise ' of a big swimming pool and gym facil­ ities. The health club never opened the pool and other promised new facilities. i (1 1 I A k- But the people lured by tlie enthusi­ astic ads still had lo continue paying the finance company. The promoters sold memberships even up to the day before the club closed, the St. Louis Better Business Bureau reported. One 19-year-old boy who paid $150 in cash for member­ ship came back the next day and found the club out of business. Thus, the most excercise some health club clients get is trying to dodge the bill collectors later. Jim Lotz, a Canadian lecturer on community affairs, told in The Mari­ time Cooperator how he signed up for two years with the Ottawa branch of a U.S. health club chain, making his monthly payments to a finance com­ pany. The "personal attention" prom­ ised in the a^ turned out to consist of being measured once in a while, hav­ ing a series of exercises outlined and being shown how to use the equip­ ment. Worst Yet But the worst happened when Lxitz moved to another town. The contract as he understood it, said that if the client moved, the spa had to provide gym facilities within a reasonaUe dis­ tance. The nearest one proved to be 140 miles away from his new home. But the finance company still de­ manded payment. Lotz paid, figuring it would cost him even more to get a lawyer. In New York Qty, if determined Consumer Commissioner Bess Myerson has her way, a karate student who signs a long-term contract but drops buf if he finds he doesn't like it after all, would be protected by a rule re­ quiring a pro-rata payment for lessons actually taken plus a 5 percent pen­ alty. A survey by the Consumer Affairs Department showed that 12 out of 32 companies selling such "future serv­ ices" contracts in that city, demand the full contract from any client who Seafarers Welfare, Pension and Vacation Plans FOR THE MONTH OF MAY 1972 FOR PERIOD DECEMBER, 1, 1971 thru MAY 31, 1972 NVMBEB OF BENEFITS SEAFABEBS WELFABE FLAN AWOUNT PAID Scholarship Hospit^ Benefits Death Benefits Medicare Benefits Maternity Benefits Medical Examination Program Dependents Benefits (Average $433.30) Optical Benefits Meal Book Benefits Out-Patients Benefits Summary of Welfare Benefits Paid 351 2,069 Seafarers Pension Plan—^Benefits Paid 1,921 460,977.20 Seafarers Vacation Plan—^Benefits Paid (Average $495.24) 1,035 512,576.62 14,655 $1,279,623.75 $ 29 608 3,118.94 49,117.03 86,889.50 3,405.00 6,000.00 10,530.05 89,649.29 12,581.32 3,056.80 41,722.00 306,069.93 Total Welfare, Pensiim & Yacatkm Benefits Paid This Period cancelled, no matter how little ^nefit he received. In one case, this charge amounted to $1,500. The other 20 companies charged from 15 to 71 per­ cent of the contract price for cancel­ lation. The insistence on collecting most of the price or even all of it occurs even though salesmen told con­ sumers who complained to her office that they could cancel "without pen­ alty," -Commissioner Myerson re­ ported. One of our readers, a Long Island, N.Y., woman who had an orthopedic problem, signed up for a one-year $300 membership in a spa that prom­ ised to install a whirlpool bath for treatments her doctor recommended for osteo-arthritis. They never installed the pool but insisted she pay anyway even after the club closed up. She took her complaint to Small Claims Court, charging misrepresentation and breach of contract. But the knownothing judge took the side of the corporation, which was represented by a lawyer while the woman repre­ sented herself. The judge told the partially-crip­ pled woman that she was lucky the health-club company was willing to let her use another one of its clubs 20 miles away to complete the con­ tract. Moreover, the judge said she was harrassing the company official representing the health club as a wit­ ness by trying to- bring out facts about the facilities and sanitary conditions. Practice Cmttinnes So you can see how the whole shoddy game operates. The law usual­ ly is in on the side of the sellers of "future services;" they have the law­ yers working for them; big banks and finance companies provide the money for the operation, and the courts, except recently for a few thoughtful judges, also usually side with the sell­ ers on the basis of the sanctity of contracts. Meanwhile the health clubs, saunas, and judo and karate clubs open, close, and often open again at another loca­ tion or under other names. The former Vic Tanny gyms and Slenderella sa­ lons that a decade ago closed up leav­ ing thousands of clients holding use­ less "lifetime contracts," now have given way to new clubs often using the same facilities. Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their fadings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agree­ ments. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expen­ ditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund finan­ cial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for ffiis is: Eail Shepaid, Chalnnan, ScaBuren Appeals Board 275-20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions imder which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY-SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaflSrmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should inunediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBUGAITONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of. this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employ­ ers. Consequently, no Seafarer may be discriminated against because of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATIONS. One of the basic rights of Seafarers is the right to pursue legislative and political objectives which will serve the best interests of themselves, their families and their Union. To achieve these objectives, the Seafarers Political Activity Do­ nation was established. Donations to SPAD are entirely voluntary and constitute the funds through which legislative and political activities are conducted for the membership and the Union. If at any time a Seafarer feels ffiat any of the above rights have been violated, or that he has been denied his constHntional right of access to Union records or infonnation, he should immediately notify SIU Presidoit Paul Hall at head­ quarters by certified mail, return receipt requested. Page 27 , • • ..f . 7 . • // �•* SlU Pensioners • Alfredo Olrtega, Jr., 60, is a native of Florida and makes his home in Tampa. One of the early members of the union, Seafarer Ortega joined in 1939 in the Port of Tampa. He sailed in the deck department. Loab L. Racloppo, 60, is a native of Italy and now makes his home in Brooklyn, N.Y. He joined the union in 1949 in the Port of New York and sailed in the engine department. Brother Racioppo served as depart­ ment delegate while aboard ship. William A. Hedlund, 65, is a native of New York City and now lives in the Bronx, N.Y. He joined the union in 1960 in the Port of New York and sailed in the deck department. Harold HoUlngsworth, 60, is a na­ tive of Lake Charles, La., and now mtdtes his home in Houston, Tex. He joined the union in 1953 in Lake Charles and sailed in the steward de­ partment. Brother Hollingsworth is an Army veteran of World War n. Walter M. Sprinkle, 62, joined the union in Port Arthur and sailed in the engine department. A native-of Gulfport, Miss., Brother Sprinkle now makes his home in Port Arthur, Tex. He is a Navy veteran of World War Michael Cekot, 51, joined the union in the Port of New York and sailed in the deck department. A native of Jersey City, N.J., Brother Cekot con­ tinues to make his home there. He is an Air Force veteran of World War II. Henry E. Murray, 64, is a native of Philadelphia and now makes his home in Upper Darby, Pa. He joined the union in 1960 in the Port of Phil­ adelphia and sailed in the deck depart­ ment. Bernard P. Burice, 55, is a native of Indiana and now makes his home in South San Francisco, Calif. He joined the union in 1948 in the Port of San Francisco and sailed in the steward department. Brother Burke served as department delegate while sailing. John A. King, 69, joined the un­ ion in 1960 and sailed on the Great Lakes in the deck department. A na­ tive of Alanson, Mich., Brother King now resides in Lockport, N.Y. He retired after sailing 27 years. n. '^1 M Leopold Bmcei, 65, joined the union in 1946 in the Port of New York and sailed in the steward de­ partment. Bruce often served as de­ partment delegate while sailing. A native of. Trinidad, British West Indies, Seafarer Bruce now lives in Bronx, N.Y. Juan Cruz, 64, is one of the first members of the union, having joined in 1939 in the Port of Baltimore. He sailed in the deck department. A native of Puerto Rico, Cruz now makes his home in Brena, P.R. Sea­ farer Cruz was issued a picket duty card in 1961 and another in 1962 during the Moore McCormack-Robin Line Beef. His retirement ends a sail­ ing career of 45 years. Robert L. Kei^r, 66, joined the union in Port Arthur and sailed in the steward department. A native of Johnstown, Pa., Brother Keiper now resides in Port Arthur, Tex. Antonio L. Dos Santos, 58, is a native of Brazil and now resides in Baltimore, Md. He joined the union in 1951 in the Port of Baltimore and sailed in the engine department. Sea­ farer Dos Santos served in the Bra­ zilian Army from 1932 to 1938. - il PVed B. LaPlant, 65, is tme of the first members of the union having joined in 1938 in the Port of Mobile. Brother LaPlant sailed in the engine department. A native of Missouri, L^lant now lives in Baltimore, Md. His retirement ended a sailing care^ of 40 years. Welfare Plan Clarifies 'Dependent' The Seafarers Welfare Plan advises Seafarers that as of January 5, 1972, the term "dependent" shall mean: • The spouse of an eligible employee • All unmarried children under 19 years of age • Also, adopted children, provided that the eligible employee is the sole source of support for such children for the past three years. The foregoing definition of the term "depend­ ent" shall be applied by the Seafarers Welfare Plan with respect to any claims submitted by Seafarers. A Happy Day for Notfage Family Engine department Seafarer Anthony Nottage (left) holds daughter Nancy as he receives his first monthly SlU pension check from Wilmington Port Agent Dave Goldberg. Daughters Linda (left) and Anna share dad's happiness, Page 28 Seafarers Log .-v: 4"» �DISPATCHERS REPORT ArionHe. Gidf & Inkmd Walws Dbtriet r May 1-31, 1972 DECat DEPARTMENT TOTAL REGISTERED AD Groups OassA ClassB 8 3 116 53 9 14 47 17 43 7 28 11 20 10 62 19 79 28 53 57 16 22 59 95 37 31 619 325 Port Boston New York... Philadelphia. Baltimore Norfolk. Jacksonville Tampa..... Mobile New Orleans Houston Wilmington San Francisco Seattle Totals t ; !; ' 1r !' • I TOTAL SHIPPED REGISTERED ON BEACH AUGronps Class A ClassB ClassC 4 0 1 45 30 3 17 16 1 31 16 0 3 11 0 13 8 0 7 3 0 25 0 7 56 25 0 32 31 1 11 -11 0 79 38 0 38 35 1 369 6 224 ENGINE DEPARTMENT TOTAL REGISTERED TOTAL SHIPPED AD Groups ClassA ClassB 6 5 86 68 13 5 31 28 25 8 13 15 8 8 38 20 64. 46 65 65 23 20 67 67 21 56 457 414 Port Boston New York Philadelphia Baltimore Norfolk ,. Jacksonville Tampa Mobile.. New Orleans... Houston Wilmington San Francisco. Seattle Totals All Groups ClassA ClassB ClassC 3 0 2 46 44 7 8 15 0 20 24 0 8 0 11 7 •22 1 6 4 0 13 13 0 45 22 1 36 33 0 0 5 14 64 79 0 32 22 0 289 309 9 Boston New York "'Philadelphia....: Baltimore Norfolk JacksonviUe Tampa MobDe New Orleans..., Houston Wilmington San Francisco. Seattle Totals 'I ......... AD Groups ClassA ClassB 2 4 65 52 8 28 15 17 15 9 14 6 11 27 44 67 28 10 11 51 75 28 22 389 284 .. ... REGISTERED ON BEACH STEWARD DEPARTMENT TOTAL REGISTERED TOTAL SHIPPED (Port An Groups ClassA ClassB 19 8 237 99 26 17 99 35 47 21 47 17 14 16 105 39 178 99 142 121 28 25 152 118 26 16 1120 631 AD Groups ClassA <Class B 5 11 151 143 8 5 77 50 34 16 26 22 10 11 69 35 140 128 117 104 20 25 104 125 17 9 780 682 • i. ?:> I p.m. p.m. p.m. p.m. p.m. p.m. p;m.. p.m.. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m.* p.m. p.m. p.m. Buffalo... Duluth Cleveland Toledo.... Detroit....... Milwaukee EXECUTIVE VICE PRESIDENT Cal Tanner AD Groups ClassA ClassB 4 4 136 94 9 16 75 33 32 25 15 9 16 5 70 25 129 65 113 107 10 / 14 ; 92 85 19 7 731 478 July July July July July July 12—7:30 14—^7:30 14—7:30 14—7:30 10—7:30 10—7:30 SIU Inland Boatmen's Union New Orleans July 11—5:00 Mobile ...iU..... July 12—5:00 Philadelphia...:.. ...v....... July 5—5:00 Baltimore (licensed and unlicensed) ...^.........July 5^—^5:00 Norfolk July 6—5:00 Houston .^. July 10—^5:00 p.m. p.m. p.m. p.m.' p.m. p.m. p.m. p.m. p.m. p.m. p.m". p.m. Raflway Marine Region Philadelphia.......; ; July 11—10 a.m. 8L 8 p.m. Baltimore:.........;....... July 12—10 a.m. & , 8 p.m. •Norfolk ; July 13—10 a.m. & ; . 8 p.m. Jersey City July 10—10 a.m. & lot : » P^- ^Meeting Held ^ Galveston wharves. ®:^Jt!l^eeting hi^id in Labor Temple, Sault Ste. Marie, Mliih. ^ •• • ^ '• SIU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers Joe DiGiorgio MEMBERSHIP MEETINGS' SCHEDULE SIU-AGUWD Meeting New Orleans July 11—2:30 Mobile July 12—2:30 Wilmington....... July 17—2:30 San Francisco .....July 13—2:30 Seattle....... .July 21—2:30 New York....^. July 3—2:30 Philadelphia ;.......July 5—^2:30 Baltimore .....July. 5—^2:30 Detroit....: ....July ' 7-^2:30 4:Hou^pn July 10—2:30 United Inddsiriai Workers New Orleans.....;.......... : July 11—^:00 Mobile^......;..:. July 12—7:00 New York ..^;..i;........ .....July 3—7:00 Philadelphia......:...,;^ ; July 5—7:00 Baltimore......^"— : July 5—7:00 Houston...:...; ...i July-10—7:00 Great Lakes SIU Meetings Detroit: July 3—2:00 Buffalo... ,..July 3—^7:00 Alpena July 3—^7:00 Chicago : July 3—7:00 Duluth Y.liUl&uly 3—7:00 Fwgjiiort.....,..^^^...,,,......4........July 3—7:30 Great Laikes and, Dredge Section ^ tSault Ste. Marie Jiily 13—^7:30 Chicago July 11—7:30 Directory of Union Haiis PRESroENT Paul HaU SECRETARY-TRfeASURER REGISTERED ON BEACH All Groups ClassA ClassB ClassC 1 0 1 23 3 25 9 9 0 8 0 14 9 0 11 10 0 8 '3 7 0 9 13 0 52 0 14 23 ";14 - 0 ^7 0 4 45 55 0 27 18 1 184 235 4 i. •' •Meeting held in Labor Temple, NeWport News. VICE PRESIDENTS Earl Shepard Lindsey Williams A1 Tanner Robert Matthews HEADQUARTERS 675 4tii Ave., Blyn. 11232 (212) HY 9-6600 ALPENA, Mich. 800 N. Second Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. ....1216 E. Baltimore St 21202 (301) EA 7-4900 BOSTON, Mass . 215 Essex St 02111 (617) 482-4716 BUFFALO, N.Y. .290 Franklin St 14202 SIU (716) TL 3-9259 mU (716) TL 3-9259 CHICAGO, ni. 9383 Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio 1420 W. 25th St 44113 (216) MA 1-5450 OETROIT, Mich. ..10225 W. Jefferson Ave. 48218 (313) VI 3-4741 DULUTH, Minn 2014 W. 3d St 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287, 415 Main St 49635 (616) EL 7-2441 HOUSTON, Tex. ....5804 Canal St 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 2608 Peart St 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery St 07302 (201) HE 5-9424 MOBILE, Ala. 1 Sonfli Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504)529-7546 NORFOLK, Va 115 3d St 23510 (703) 622-1892 PHILADELPHIA, Pa. 2604 S. 4th St 19148 (215) DE 6-3818 PORT ARTHUR, Tex. 534 Ninth Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. .1321 Mission St 94103 (415) 626-6793 SANTURCE, P.R. 1313 Fernandez Jimcos, Stop 20 00908 (809)72441267 SEATTLE, Wash 2505 First Ave. 98121 vt (206)MA3^334 ST. LOUIS, Mo 4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 312 Harrison St 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St 43604 (419) 248-3691 WILMINGTON, Calif. .450 Seaside Ave. Terminal Island, Calif. 90731 (213) 832-7285 YOKOHAMA, Japan .Iseya Bldg., Room 810 c , 1-2 Ka^an-Dori-Nakidni 2014971 Ext 281 �Jfinal ituartiircs James R. Deihl, 55, passed away Feb. 23 in USPHS Hospital, Norfolk, Va. A native of Reedville, Va., Broth­ er Deihl was a resident of Hampton, Va. when he died. He joined the union in 1964 in the Port of Norfolk and sailed in the engine department. Among his survivors is his sister, Ella Mae Cockrell of Hampton. Burial was in Roseland Cemetery in Reed­ ville. Charles B. Ross, 73, was an SlU pensioner who passed away April 3 of heart disease in Houston, Tex. A native of Arbroath, Scotland, Ross was a resident of Houston when he died. He joined the union in 1949 in the Port of Mobile and sailed in the deck department. Brother Ross retired in 1968. Among his survivors is his brother, James L. Ross of Edgewood, R.I. Burial was in Forest Park East Cemetery in Houston. Fred H. Anderson, 54, passed away Jan. 27 of heart disease in Houston, Tex. A native of Wash­ ington, Brother Anderson was a resident of Houston when he died. Seafarer Anderson sailed in the engine department. Among his survivors is his brother, Herman R. Anderson of Seabeck, Wash. Burial was in Forest Park Lawndale Ceme­ tery in Houston. Enoch J. Gaylor, 69, was an SIU pensioner who passed away Mar. 20 in the USPHS Hospital in New Orleans, La. A native of Georgia Gaylor was a resident of New Orleans when he died. One of the first union members. Seafarer Gaylor joined in 1938 in the Port of Baltimore and sailed in the deck department. He served in the Navy from 1921 to 1934. He retired from the union in 1968. Among his survivors is his sister, Mae Gaylor Bell of Opelika, Ala. Burial was in Garden Hill Cem­ etery in Opelika. Tonls Tonisson, 67, was an SIU pensioner who passed away Feb. 12 of heart disease in Brooklyn, N.Y. A native of Estonia, Tonisson was a resident of Brooklyn when he died. He joined the union in 1946 in the Port of New York and sailed in the engine department. Brother Tonisson served as department delegate while sailing. He was also issued a picket duty card in 1962 during the Moore McCormack-Robin Line Beef. . Brother Tonisson had been sailing 47 years when he retired in 1969. Among his survivors is his brother, Martin Tonis­ son of Melbourne, Australia. Burial was in Green­ wood Cemetery in Brooklyn. William Yuhas, 61, passed away Nov. 9, 1971 of heart failure in Port Wing, Wis. A native of Wis., Brother Yuhas was a resident of Port Wing when he died. Yuhas sailed in the engine depart­ ment on the Great Lakes. Among his survivors is his wife. Norma. Burial was in Greenwood Cemetery in Port Wing. Louis A. Tuckfield, 73, was an SIU pensioner who passed away Mar. 2, 1972 in Philadelphia, Pa. of natural causes. A native of Malta, Brother Tuckfield was a resident of Philadel­ phia when he died. He joined the union in 1941 in the Port of New Orleans and sailed in the deck de­ partment. He had been a sailor for more than 55 years when he retired. Among Tuckfield's survivors is his brother, Harry J. Tuckfield of Port Charlotte, Fla. Burial was in Holy Cross Cemetery in Yeadon, Pa. Anthony M. Ferrer, 74, was an SIU pensioner who passed away Dec. 17, 1971 of a heart attack in Llansa, Spain. Brother Ferrer joined the union in 1944 in the Port of Balti­ more and sailed in the steward de­ partment. He sailed for 44 years until his retirement in 1963. A native of Spain, Ferrer was a resident in Llansa, Spain when he died. Karl W. Schroeder, 76, was an SIU pensioner who passed away Jan. 6, 1972 of heart trouble in Alicante, Spain. A native of Germany, Brother Schroeder was a resident of Alicante when he died. He joined the union in 1956 in the Port of Baltimore and sailed in the deck department Schroeder was issued a picket duty card in 1961. He had been sailing 44 years when he retired in 1964. Among his survivors is his wife, Josefa. Binial was in the Cemetery of Alicante. Harold C. Haugen, 64, passed away Mar. 15 of a heart attack in Frank­ fort, Mich. A native of Frankfort, Brother Haugen was a resident there when he died. He joined the union in 1963 in the Port of Frankfort and sailed in the steward department. Among his survivors is his wife, Clara. Burial was in Lutheran Cemetery in Crystal Lake Township, Mich. Monroe Deedler, 56, died on Mar, 2 in Hubbard Lake, Mich, where he was trapped in a burning building. Brother Deedler was a resident of Hubbard Lake when he died. He joined the union in 1969 in the Port of Alpena and sailed in the engine department on the Great Lakes. He had been sailing 18 years when he died. Deedler was an Army veteran of World War 11. Digest of TRANSIDAHO (Hudson Waterways), Mar. 19—Chairman Frank Gaspar; Secretary Aussie Shrimption. $150 in ship's fund. No beefs and no disputed OT. TRENT (Verity Marine), Mar. 5— Chairman A. E. Bourgot; Secretary C. E. Tumer; Deck Delegate David B. Ramirez; Engine Delegate John Federovich; Steward Delegate August J. Panepinto. $17 in ship's fund. Some dis­ puted OT in deck and steward depart­ ments. SEATRAIN MARYLAND (Seatrain), Feb. 27—Chairman Enos E. Allen; Secretary J. B. Archie; Steward Delegate Alfred Flatts. Everything is running Page 30 Wilbert J. Baimsfather, 62, passed away Mar. 10 in the Gulf of Mexico , off Lafourche, La. He drowned when the tugboat on which he was sailing • sank. A native of Algiers, La., Baims­ father was a resident of New Orleans • at the time of his death. He joined , the union in 1956 in the Port of New < Orleans and sailed in the deck depart­ ment. Among his survivors is his son, Kenneth C. Baimsfather of New Or-,, leans. Burial was in McDonogh ' ii Cemetery in Gretna, La. * Truman W. Warren, 70, was an SIU pensioner who passed away Mar. 16 of heart disease in Paul Oliver Memorial Hospital, Frankfort, Mich. • A native of Frankfort, Brother Warren was a resident there when he " died. He joined the union in the Port ^ of Frankfort and sailed in the steward department on the Great Lakes. ^ When Seafarer Warren retired in 1966 he had been sailing over 18 ' years. Among his survivors is his wife, Gladys. Burial' was in Crystal ' Lake Township Cemetery in Benzie County, Mich.' George R. Dnffield, 34, passed away Nov. 9, 1971 of heart disease in Episcopal Hospital, Philadelphia, Pa. A native of Philadelphia, Brother Dufiield was a resident there when he died. He joined the union in 1965 in the Port of Philadelphia and sailed in the engine department. Among his survivors is his wife, Marie. Burial was in Hillside Cemetery, Roslyn, Pa. Davis; Deck Delegate H. E. Miller; En­ gine Delegate George Hoopes. $19 in ship's fund. Most repairs have been taken care of. No beefs. SL 181 (Sea-Land), Mar. 5—Oiairman John Davies; Secretary G. Walter; Deck Delegate J. Glinski; Engine Dele­ gate Manuel F. Lopez; Steward Dele­ gate Stonewall Jackson. $15 in ship's fund. No disputed OT and no beefs. SEATRAIN CAROLINA (Hudson Waterways), Mar. 12—Chairman Billy G. Edelman; Secretary W. C. Sink; Deck Delegate Eugene O. Conrad; En­ gine Delegate C. L. Paulerson; Steward Delegate G. C. Reyes. $100 in ship's fund. Few hours disputed OT in steward » ' ' Alphonso Pyles, 40, passed away April 15, 1971 in Singapore while a** crew-member on board the Mount ' VernonVictory. He was a resident .i, of Olongapo City, Philippines when v he died. Brother Pyles sailed in the ^ deck department. Among his survivors f is his wife. Carmen. Burial was in v Olongapo City Cemetery. Earl F. Sedlacek, 44, passed away Mar. 7 of heart disease in Pasadena, Texas. A native of Midfield, Tex., Brother Sedlacek was a resident of Pasadena when he died. He joined the union in 1961 in the Port of Houston and sailed in the engine department. Sedlacek served in the -Air Force from 1946 to 1949. Among his survivors is his wife, Marie. Sea­ farer Sedlacek's body was removed to Hawley Cemetery in Blessing, Tex. Ships iVieetings smoothly. All repairs have been taken care of. Some disputed OT in deck and engine departments. Vote of thanks to the steward department for a job well done. SEATRAIN FLORIDA (Seatrain), Mar. 5—Chairman B. R. Scott; Secreizxy P. S. Holt; Deck Delegate M. Wiliams; Engine Delegate George Zelkos; Steward Delegate J. E. Ward. $9 in ship's fund. Some disputed OT in deck and steward departments. The steward department extended a vote of thanks to the entire ere wfor this co­ operation. CHICAGO (Sea-Land), Mar. 19— Chairman Dan Butts; Secretary J. M. * department. Vote of thanks to the steward department for a job well done. MT. WASHINGTON (Victory Car­ riers), Mar. 19—Chairman C. Dickney; Secretary A. H. Reasko...$ll in ship's fund. Some disputed OT in engine de­ partment Vote of thanks to the steward department for a job well done. The steward department thanked the crew for their cooperation. MISSOURI (Ogden Marine), Mar. 26—Chairman S. Monardo; l^retary W. J. Miles; Deck Delegate Leonard Bartlett; Engine £>elegate J. M. Tramontanic; Steward Delegate Leslie Burnett. $21 in ship's fund. No beefs were re­ ported. Seafarers Log , �:•> r- Messman P. Chably slices fresh Itair ian bl jd for Saturday dinner. Third \ Cook W. Kitchen is in background, busy with other galley tasks. ••eS-- The SlU-manned Waterman Steamship Co. frelghtship Topa Topa is presently serving under a charter to the Military Sealift Command. Built in 1945, the 10,370 deadwei^t-ton vessel is 445 feet long and has been carrying general government cargoes to ports in the Far EaSt. During her stopover at the U.S. Military Ocean Terminal in Bayonne, New Jersey, a shipboard meeting was held and crewmembers reported only minor beefs with a generally smooth voyage logged. If may not catch the eye of a sailor now, but that bowl of "fixins" will soon be turned into hot and tasty potato pancakes by Topa Topa's Chief Cook B. Kiedinger. Deck engineer G. Juarez is busy pre­ paring rigging topside for Sunday sailing back to the Far East. W Si m ~ ' 5 • •: , n'i f i n Able Seaman A. Maben is signing off the Topa Topa for a well earned making arrangements for transporta The crew's mess is crowded from bulkhead to bulkhead as SlU Headquarters Representative Bill Hall (standing, left) shipboard meeting. ie3l �SEAFARER "i EOG Juiw 1972 OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION . ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT . Voice of the Membership As the membership is aware, the Log solicits and wdcomes letters expressing the views of SIU members. In adhering to a policy of assuring respect for ike rights of individutd members, Seafaieis Log poUcy does not dkm for Ifce pub' Letter from SIU member Walter Le Qair aboard tbe SS Ogdem WtAasfi dated March 14, 1972, received at SIU hf adqim if i w We the crew of the S/S Ogden Wcdtash would like to go on ncoid with you and the Contract and Negotiating Committee, that we want die Contract and Negotiating Committee this June 15, 1972 vdien our contract runs out, to demand a wage increase of five and a half percent this year~ 1972, and a five and a half percent increase in wages in 1973. Also we want an increase in our pension, $250.00 a month to an in­ crease of $350.00 a-month, and chtmge the present seatime lequiranents frmn 20 years seatime to 15 years seatime with no age limit Thank you. Fraternally, s/ Walter W. Le Qair, L-636 Ship's Chairman .;v; V liaMfefi of letters whkh me not ht good taste or which misrepresent the views of Comsegmmtfy, ktlers such as those reproduced on this page are not published^ as a gcfwrai rale. The Log has made an exception in reganl to these communicdtiom because the writers of one tetter have requested that their message be primed in the Log. Because the letter would have no meaning without also re- •• ferring to those letters it mentions, it is necessary in respect^ the rigfits of these , brothers to a fair representation of its views that the previous documents which gave rise to this letter also be reprodtKed. " The exception was made, too, because some of these commwticatkms have ah- *' • rmrdy been widely circulated artwng the merribership. Therefore, the lettms on this page are being reproduced here so that the entire matter can be eared ma manner that will edlaw the membership to be aware of* these facts and to make their own judgment on the questiora reused. The letters < in the column on the left were mailed together, as part of a package, to virtualty all SlU-contracted ships. The letters in the right-hand column are typical of the many responses received at union headquarters. (Signed by mmnber? of the crew) Letter from SIU headqnaurters, dated March 23, 1972, to Walter Le Qair. Dear Brother Le Qair; We are in receipt of the Ship's Minutes for March 14, 1972, and their proposals for the next Contract. I am turning your suggestions over to the Contract Negotiating Com­ mittee for their consideration when the Committee meets for the next Con­ tract Negotiation. We thank you for your suggestions and the interest you have shown in this matter. Thank you for contacting this ofiSce. With best wishes for smooth sailing^ I remain, FratonaUy, s/Joe DiGiorgio Vice Presid&at • !)• - igasiiSBf' is Letter from Walter Le Qair dated April 25, 1972 to SIUcontracted ships. Dear Brothers: On March 14, 1972 whrai I was Bos'un and ships chairman on the S/S Ogden Wabash, we the crew brought up at our union meeting, that we write a letter to Paul Hall, and the contract and the negotiating committee, anting thm this June 15, 1972 when our contract i^ to be renewed, rtiat they the comnuttee at least ask the steamship companies under foj a five and a half percent increase in wages in 1972, and a five and a half percent mcrease in wages in 1973. The reascm for only a five and a half percent increase in wages for each yew 18 that. President Nixon's Price and Wage Control Board may step in and put a stop to any increase over five and a half percent. Alto in the letter we ask for an increase in our pension from $250.00 a month to $350.00 a month, and to reduce the 20 years seatime reqiiirement to 15 years seatime, with no age limit. We the union brothers on the S/S Ogden Wabash fed that the union teotora on all SIU ships should write a letter like the one we wrote to Paul and the contract and negotiating committee so that th^ vrill know we are fed up with his sweetheart contracts, if we all get together on this m^ wd demand better wages, overtime, pension and a voice in our union, then we can again cafl the SIU a labor union, instead of an unem­ ployment office. I am sending a Copy of our letter to all the SIU ships, this letter should be read and discussed at your next ship meeting, if the union brothers on your ship feel that they want better union conditions in the SIU, then they should write a letter to Paul Hall and the contract negotiating and let dimn know what they want in our next contract. If ffie brothers on your ship do decide to write a letter to the committee, would you please send a copy of your letter to me. In our last union election, Paul HaU ran on the ballot unopposed, the reason for this is he disqualified all union brothers that try to run him. When we^have our next union election I, Walter W. Le Qair, L-636 will run against Paul Hall for the presidential office of the SIU. I've been a se^an for twenty years, and I feel like most union brothers who's been m^the SIU for any number of years, and that is? Mr. HaU and aU his other union fakers have been seUing, us the membership out for the bene­ fit of the steamship companies and himself. I know it's a little early to be thinking about our next union election when its three years away, but if you're not satisfied with the so-caUed union wages and pension that we have, then I ask you and any other union brother to remember me in our next union election. Thank you, Yours for a s/ Waiter W. LeCMr,L-6U iSf! Letter froiii SIU crewmembers aboard the SS Ogden Wabash dated May 28,1972, received at SIU headquarters. We the crewmembers of the S/S Ogden Wabash wish to let you know that we were never told by Walter Le Qair, Ex-Bosun aboard this ship that he intended to use the ship's minutes as propaganda for his own personal ^ins. We resent this action since this meeting aboard ship was held to let the negotiating committee know we were interested in improving the pension and contract. None of us were asked or had givMi authorization to use our names in ccmnection with the letter dated April 25, 1972 that Le Qair has been mailing, 8/ 8/ s/ s/ Thomas O'Connor, 0-186 M. J. Lohr, Jr., U-180 Charies W. Marshall, M-271 Frank Barone, B-1192 s/ s/ s/ 8/ •4' ' > (1 fi ^1 John Shannon, 29*167 Floyd Mitchell, Jr. M-1022 R CrackneU, C-814 B/ b. Scroggins, S-859 : '• 4 Letter from SIU member Frank Corcoran dated May 29,1972, received at SIU headquarters. I have receatly become aware of a letter being ciieulated by Walter Le Clair who was a former shipmate on the S/S O^ien Wabash. is to advise you Le Qair had no authority to use my name in con­ nection with any vicious propaganda and h«lf truth. Ito meeting was held on the $/S Ogden Wabash in a democratic faslucm and the intention of the crew was to pass thi« tm to the negotiating SMamittee. - II I have been a member for 28 years, this is my first cxpctietrco of rhig nature where a brother memb» has tried to pull such a lousy trick. Paul, I want to let you know how 1 feel about this. Best of Luck,, s/Frank Corcoran, C-505 ^ -'V Letter from SIU crewmembers aboard the SS Fairland dated ,4 May ^,1972, received at SIU headquarters. •? We the crew of the S.S. Farland wish to go on record at headquarters, denouncing the charges in a letter received aboard ship written by Walter W. LeQair, book # 1^636. We further wish to stress that we do not condobe. such statements that have no profound factor (rf the charges that this brofiier has made in thh attacted letter. We feel that our S.LU. negotiating committee will settle for no less and if not more than any other maritime union has got or will get in our next contract including our entire benefits. We WKh to have dsis letter put in our LOG at an early date. Thanking you for your keen interest in nil S.LU. members, congratula­ tions to the entire staff at headquarters; Kindly read this ieW*r to our member^ at your next regular meeting. Fraternally yours, D. Hunter, H-570 Ship's Chairman (ffigned by n^bers of the crew) , ' H•.J n ';>(• •j*' M [M � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource June 1972 Description An account of the resource Headlines: CONTAINERSHIP CONSTRUCTION ON SCHEDULE THE SIU AND THE LEARNING PROCESS SIU MEMBERSHIP VOTING ON NEW CONTRACT HILL COMMITTEE REPORTS BILL SETTING 50% OIL IMPORTS CARRIAGE FOR U.S. FLAG SHIPS SIU-CONTRACTED WATERMAN CO. SIGNS OPERATING SUBSIDY PACT WITH MARAD LAID-UP TANKERS ARE REACTIVATED SIU ELECTIONS UPHELD; COMPLAINTS DISMISSED NLRB RULES CONTRACTS CAN'T HINDER DOMESTIC SHIP SALES NATIONAL MARITIME COUNCIL TRANS-ALASKA PIPELINE GIVEN OK BY INTERIOR FPC OFFICIAL APPROVES LNG IMPORT, CONSTRUCTION PLAN 1972 SCHOLARSHIP WINNERS ANNOUNCED AFL-CIO OUTLINES MARITIME PROGRAM, ECONOMIC GOALS TO DEMOCRATS, REPUBLICANS TOOLS FOR SELF DESTRUCTION BROTHERHOOD OF THE SEA CONSUMER BOYCOTTS HELP IN WINNING UNION RECOGNITION SIU VACATION CENTER IN OPERATION FEDERAL JUDGE RAPS JUSTICE DEPT., DISMISSES INDICTMENT OF SEAFARERS COMPLETE TEXT OF JUDGE'S DISMISSAL ORDER TEXT OF INDICTMENT AGAINST SIU SIU INDICTMENT HIT BY AFL-CIO LESSON OF INDICTMENT IS THAT LABOR MUST VIGILANTLY PROTECT ITS RIGHTS SUMMER REFITTING UNDERWAY ON LAKES MEMORIAL SERVICE HONORS MARINERS U.S. NAVY PAYS SPECIAL TRIBUTE TO MEMBERS OF AMERICA'S MERCHANT MARINE MARITIME DAY VIEWPOINTS QUESTIONS ANSWERED ABOUT SOCIAL SECURITY TRANSINDIANA ON PUERTO RICO RUN HEALTH SPAS PROSPER; CUSTOMERS GET STUCK Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 6/1/1972 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXIV, No. 6 1972 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/e1464ddcf9f5314bf1d0ab779ca5def1.PDF e749be0a51763a7a4a89dbea001b4d25 PDF Text Text • •• % "^'-1 \ V V» ; •'' •-"•A rT- • >'.• .'• ^A ,.v- ri,CE-' f: Official «irgan of the SEAFARERS INTERNATIONAL UNION* Atlantic, Gulf, Lakes and Inland FVhters District-AFL-CIO 1: i I 0 SEAFARERS LOG Vol. XXXiV No. 5 Ir, May 1972 ii f u 'f' •a ii if .ii- •I •i \ if i •N I V �National Ji^aritime Day Set for May 22; Emphasizes Country's Merchant Fleet Role President Nixon has set aside May 22 as "National Maritime Day" fot the purpose of honoring the American Merchant Marine, it was announced recently by the White House. In a special proclamation, the nation's chief executive stressed the importance of the coimtry's merchant fleet to national security and the overall economy. Following is the text of the proclamation; "The spirit of America has long that venturesome spirit of maritime been recognized in the speed of her enterprise that has contributed so sig­ ships and the skill of her sailors. Long nificantly to the strength and develop­ ago, the French historian de Tocquement of our nation. Today we have a ville told the story of meeting an national commitment and program to American sailor on his 1831 visit to revitalize our merchant marine and this country and asking him to explain improve the competitive position of why American ships seemed built to our shipbuilding industry. last but a short time. The sailor replied with no hesitation that the finest of "This new program will generate , vessels would become useless if it the construction of many new ships, lasted beyond a few years because the advanced in design and highly produc­ art of navigation was making such tive. It should help to ensure that the rapid progress. American merchant marine is once again one of the most modem and "In the sailor's certainty that with efficient in the world by the end of tomorrow would arrive something new this decade. and better, de Tocqueville recognized "It is important that all Americans the attitude upon which 'a great people realize the importance of our merchant direct all their concerns'. Over the marine to the nation's economy and years other nations have built upon security. To promote such public the success of our example—and they awareness, each year since 1933, when have built merchant fleets able to com­ the Congress designated the anni­ pete successfully with our own. versary of the first transatlantic voy­ "In America, the Merchant Marine age by a steamship, the 55 Savannah, Act of 1970 is once again awakening on May 22, 1819, as National Mari­ time Day, successive Presidents have issued proclamations calling for public observance of that day. "Now, therefore, I, Richard Nbcon, President of the United States of America, do hereby urge the people of the United States to honor our Amer­ ican merchant marine on May 22, 1972, by displaying the flag of the United States at their htunes and other suitable places, and I request that all ships sailing under the American flag dress ship on that day." Delta Lines Signs $8 Million Contract for LASH Barges The SlU-contracted Delta Steam­ ship Lines has completed development contracts for barge carrying ocean vessels with a Gulf Coast shipyard. Delta, which has on order three LASH vessels, has contracted for 100 of the barges to be carried in the mother ships. The approximately $8 million contract has an option under which DeUa can order an additional 100 of the craft, which are also known as "lighters." LASH is an acronym for LighterAboaid-Ship, the registered name for the barge carrying ship. The concept involves a giant size mother vessel, which carries numerous barges with up to 360 tons of cargo in interior holds. The barges, or "lighters," are loaded or stripped of cargo while the mother vessel is in ocean transit, and each is loaded or discharged from the main vessel by travelling gantry cranes capable of lifting more than 500 tons. The original LASH vessels ordered by the company are already under con­ struction and the fiirst of the three are scheduled for delivery somtime this year. The barges contracted for are due to be delivered to Delta at about the same time. rj i Domestic Shipping Session Offers Hope One of the hopeful signs for those of us concerned about the course of America's maritime industry is the amount and kind of attention being paid to all kinds of shipping by the Maritime Administration. For example, take the recently completed laborindustry-govemment conference on domestic shipping held in St. Louis, Mo. More than 100 top-level people from all three phases of the maritime community gathered and spent five work­ ing days reviewing problems not just in East Coast shipping, but also problems facing the drastically under­ used Great Lakes and inland waterways. The work of the conferees was done in four panel sessions, concentrating on identifying problem areas and suggesting a five-year plan for MARAD to embark on solutions to the problems cited. DP EO IMR TT Specific topics concerned operations and facilities, leg­ islation and regulation, finance and insurance, and re­ search and development. The panels were chaired by experts drawn from domes­ tic shipping companies and the SIU was fully represented at each session. Aside from working on the panels, those attending the conference heard speeches by Rep. Leonor K. Sullivan (D-Mo.) who represents the Port of St. Louis arid serves on the House Merchant Marine and Fisheries Committee; and Andrew E. Gibson, assistant secretary of commerce for maritime affairs in whose tenure in office MARAD's role has been expanded and extended. The new attitude in MARAD brought this conference about and, it was particularly jsignificant because it showed real participation of the inland waters' carriers and the Great Lakes shipping right along with the ocean carriers. The proposals tbt changes in the industry range from the vital clearing up of the confusing welter of regulations that affect the inland water curators, to doing away with users taxes on the inland waterways, something that this union has supported for many years. There are also recommendations to ease the financial burden of building vessels to operate on the inland water­ ways, to obtain increased vessel insurance limits and to create methods of regulation of pollution. £ 4 MARAD has promised to give these proposals full, thoughtful consideration over the next four weeks and will report back to the conferees in Jime. That is a truly hopeful sign f<» those of us who care about this industry. We in the SIU have be^n sfying for a long time now «that achievement of a reborn merchant marine, fully capable of carrying our nation's trade and providing for its security, rests on the degree of success we have in com­ ing together for common goals. MARAD's Conference on Domestic Shipping held in St. Louis is an example of how we can attack our common problems and how we can strive together to reach our common goals. It is reassuring to all of us to know that MARAD, whose idea this conference was, is working with all seg­ ments of the industry to strengthen maritime across-theboard. lilllSIBP Out of the panels have come, sourid recommendations in many fields, and the assurance of industry that they agree that organized workers are good workers. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic. Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brooklyn, New York 11232. Published monthly. Second Class postage paid at Washington, D.C. \] �Domestic Shipping Industry Reviews Common Problems at MARAD Conference Delegates to an unprecedented meeting in St. Louis the Domestic Shipping Conference sponsored by the Maritime Administration, asked MARAD for impdi tant studies in a number of key problem areas. Among the areas specifically cited for review by the delegates were shipbuild­ ing subsidies, insurance coverage, streamlining overlapping regulations and port and harbor facilities. R. J. Blackwell, deputy administra­ tor of MARADs, received the recom­ mendations at die end of the week' long session and promised that , MARAD will study them intently prior to another meeting with the domestic ' shipping industry in a month. Blackwell said the importance of . the forum was that "we have not only brought these diverse domestic seg­ ments together but have established a •r working relationship and cross-fertil­ ization process that will indeed enable us to capitalize on the collective . strength of the industry." Si' Delegates to the forum were drawn from the inland water carriers as well . as the coastwise shipping industry, maritime labor and government. /: Recommendations Made They met in four special panels to identify specific problems. Among the recommendations of the ^ panels were a proposal to include not only Great Lakes but also other - domestic shipping companies in the nation's new shipbuilding policy to give greater financial assistance to a ' viable sector of the maritime industry. Another panel asked MARAD to . inake a detailed study of regulatory laws governing inland shipping. The ' panel said current regulations fragi ment authority among many agencies • of government and overlap in cases. ' This in turn, hinders rather than en; courages the growth of the industry. The insurance panel suggested that ' MARAD ask the American Hull SynV dicate, which insures U.S. ships, to increase standard coverage from $15 > million to $100 million because of Senate Finishes Hearings on Oil Import Carriage The Senate merchane marine sub­ committee has completed hearings on 7 a bill to require that at least half of all oil imports be carried on U.S.-flag ' tankers. O. William Moody, Jr., administra­ tor of the AFL-CIO Maritime Trades ' Department, was one of the final wit• nesses to appear before the subcom­ mittee. Speaking for the department and t for the SIU, Moody stressed the na­ tional security aspects of the proposal ' and declared that the bill would "give us the legislative foimdation from which to develop an American-flag , tanker fleet that would protect us in the transportation of the petroleum • that we simply, must have to survive. "It would bring back to life an American industry that would provide . jobs for hundreds of thousands of workers, mofits for investors, and • strength for our nation," he said. The bill, introduced by Senators ' William B. Spong, Jr. (D-Va.) and J. Glenn Beall (R-Md.) also drew heavy support from the AFL-CIO, from in• dependent tankers operators and other maritime unions. technological changes in vessels and the difficulty of replacing modem equipment. MARAD was also asked to shape a policy on pollution standards which would cover the entire industry. Aside from their work on the panels, delegates to the forum heard speeches by Andrew E. Gibson, assistant secre­ tary of commerce for maritime affairs; Rep. Leonor K. Sullivan (D.-Mo.) a member of the House Merchant Marine and Fisheries Committee; and ..Raymond T. McKay, president of Marine Engineers Beneficial Associa­ tion District 2, who represented the labor viewpoint. New Programs Sought Gibson told the St. Louis delegates, "we at the Maritime Administration strongly believe that domestic shipping has a vital role to play in the future development of America's total trans­ portation network. "With the demand for transporiation services' projected to double in this decade, the system, which already is showing signs of overload, will be sorely pressed to meet this demand." He added, "it is our expectation that as a resulffif these meetings there will be developed well-defined pro­ grams which will enable the Maritime Administration to assist the dom^tic shipping industry to maximize its con­ tributions to the national transporta­ tion system." Mrs. Sullivan added her voice to those calling for an end to official in­ difference to inland water carriers, and she added that legislative help might be needed in rate-making and other areas of concern for the domestic ship­ ping companies. (Continued on Page 14) AFL-CIO Executive Council Creates Task Force to Support Burke-Hartke The AFL-CIO Executives Council at its regular May meeting in Wash­ ington, D.C. announced formation of the "Task Force for Burke-Hartke," the familiar name of the Foreign Trade and Investment Act of 1972. SIU President Paul Hall is one of 12 AFL-CIO vice presidents who will serve as special advisors to the Task Force. Howard Chester, executive secre­ tary of the Stone, Glass and Clay Co­ ordinating Committee, will serve as executive director of the project, which was described as, "A major educa­ tional and lobbying campaign" for the bill. The bill is named for its spon­ sors Rep. James A. Burke (D.-Mass.) and Sen. Vance Hartke (D.-Ind.). In making the announcement, AIT^ CIO President George Meany said the bill, "can provide both immediate remedies and long term answers to the inrush of imports, the outflow of capital and technology and provide the Congress with the kind of help it is now seeking in solving one of the major problems of the last third of the Twentieth Century: How can the United States have healthy, productive, full-employed citizens and higher liv­ ing standards in a modem world of nations? 'Positive Program* "The Burke-Hartke bill is a positive program for American taxpayers, con­ sumers and workers," Meany declared. He cited statistics showing that foreign products are glutting the American market, thus forcing U.S. workers out of jobs. And, he added, "American work­ ers can no longer be deceived that the loss of their jobs helps benefit the American consumer by the purchase of imports. These workers do not want a handout from the government paid for by their taxes as a substitute for jobs shipped abroad by giant firms for the stockholder's advantage." Meany concluded that the Task Force effort is being made in answer to "a stark threat to the American economy. "We mean business," he continued, "We are determined to save our jobs. We are not going to be stopped by glib promises or slick slogans. We are going to pass Burke-Hartke." Opposes Bills In other action at this month's meet­ ing, the council declared itself "ada­ mantly opposed" to bills in Congress which would "take away the right to strike in transportation industries and to substitute compulsory arbitration of contract terms for free collective bargaining." The council said there was a threat to industry in the measures of Con­ gress as well as the obvious threat to workers in the transportation field. "We repeat our warning to private industry that once compulsory arbitra­ tion is imposed on a particular indus­ try it will be extended to others, that compulsory arbitration is incompatible with private enterprise, and that gov­ ernment fixing of the terms and con­ ditions of employment will lead inex­ orably to price fixing and other perma­ nent government controls." The council also called for "sub­ stantial increases in veteran's bene­ fits," saying that many men returning from the Vietnam War have been met with "indifference from their govern­ ment, indifference in the job market and indifference from the educational system." New Members Among the programs the council said needed strengthening were educa­ tion benefits, hospital maintenance and construction and veterans' employ­ ment programs. Two men were elected to the coun­ cil replacing former presidents of their unions. William Sidell, president of the Brotherhood of Carpenters and Joiners, replaced Maurice Hutcheson and Martin J. Ward, president of the Plumbers and Pipe Fitters, was elected to replace Peter T. Schoemann. In the foreign policy field, the council cautioned the Administration to move with care during the forth­ coming Summit Conference in Mos­ cow. The council stressed six points on which action should be taken: an 2^eement providing for effective limita­ tion on strategic arms; expansion of trade with the Soviet Union only if it desists in aiding the North Vietnamese; the "Soviet domination of Eastern and Central Europe;" the right of Soviet Jews to emigrate from Russia to Israel or any other country; gaining Soviet support for Arab-Israeli nego­ tiations; and resolution of Soviet and American differences over the status of East Germany. The council will meet again Aug. 28-30 at which time the AFL-CIO General Board will meet to endorse a candidate for President of the United States. SIU Financial Commiffee af Work The first-quarter financial committee met at union headquarters in the Port of New York in April. Clockwise around table are: John Sweeney, T. R. Good­ man, Eddie Parr, Joseph Powers, Anthony Scaturro, Tom Lynch and George Gibbons. '. , - • na. _ . �SlU Constitutional Committee Submits Its Report on Resolution for Great Lakes Merger and Amendments The following is the report of the Constitutional Committee on the resolution for merger and constitu­ tional amendments submitted by SIU Secretary-Treas­ urer Joseph DiGiorgio. As previously reported, it deals with a proposed merger of the SIUNA Great Lakes District and the SIUNA Atlantic, Gulf, Lakes and In­ land Waters District. This report was presented to the membership meeting at SIU Headquarters in Brooklyn, N.Y., where the membership concurred and accepted the report. It will be presented for action this month at membership meetings in all Constitutioital ports. If this Constitutional Committee's report and recom­ mendation is concurred in by the membership at the May, 1972, membership meetings, the merger agree­ ments, including the proposed Constitutional amend­ ments, will be voted on by referendum ballot with the voting to take place in all Constitutional ports from June 1, 1972, through June 30, 1972. We, the undersigned Constitutional Committee, were duly elected at a special meeting at Headquarters, Port of New York, on April 14, 1972 in accordance with Article XXV, Section 2 of our Union Constitution. We herewith submit this report and recommendation, in accordance with Article XXV, which reads as follows: Amendments This Constitution shall be amended in the following manner: Section 1. Any full book member may submit at any regular meeting of any Port proposed amendments. to this Constitution in resolution form. If a majority vote of the membership of the Port approves it, the proposed amendment shall be forwarded to all Ports for further action. Section 2. When a proposed amendment is accepted by a majority vote of the membership, it shall be re­ ferred to a Constitutional Committee in the Port where Headquarters is located. This Committee shall be com­ posed of six full book members, two from each de­ partment and shall be elected in accordance with such rules as are established by a majority vote of that Port. The Committee will act on all proposed amendments referred to it. The Committee may receive whatever advice and assistance, legal or- otherwise, it deems necessary. It shall prepare a report, on the amendment . together with any proposed changes or substitutions or recommendations and the reasons for such recommen­ dations. The latter shall then be submitted to the mem­ bership. If a majority yote of the membership approves the amendment as' recommended, it shall then be voted upon, in a yes or no vote by the membership of the Union by secret I^allot in accordance with the pro­ cedure directed by a majority vote of the membership at the time it gives the approval necessary to put the referendum to a vote. The Union Tallying Qommittee shall consist of six (6) full book members, two from each of the three (3) departments of the Union, elected from Headquarters Port. The amendments shall either be printed on the ballot, or if too lengthy, shall be re­ ferred to on the ballot. .-Copies of the amendment shall be posted on the bulletin boards of all ports and made available at the votmg site in all ports. Section 3. If approved by a majority of the valid ballots cast, the amendment shall become effective-im­ mediately upon notification by the aforesaid Union Tallying Committee to the Secretary-Treasurer that the amendment has been so approved, unless otherwise specified in the amendment. The &cretary-Treasurer shall immediately notify all ports of the results of the vote on the amendment. At the regular membership meeting held in the Port of New York on April 3, 1972, the following resolution ' was submitted: Whereas, this Union—the Seafarers Intema|ional Union of North America, Atlantic, Gulf, L^es and Inlmd Waters Efistrict—and the Seafarers International Union of North America, Great Lakes District are each labor organizations chartered separately by and affili­ ated with the Seafarers International Union of North America, AFL-CIO; and Whereas, the membership of this Union essentially represents unlicensed seamen employed aboard Ameri­ can flag merchant vessels operating upon the oceans and deep seas; and Whereas, the Great Lakes District essentially repre­ sents unlicensed seamen employed aboard American flag merchant vessels operating upon the Great Lakes located between the United Statfes and Canada; and Whereas, both of such labor organizations as affili­ ates of the Seafarers International Union of North America representing American unlicensed seamen have for sometim:; past worked with each other upon numerous common problems for the betterment of their respective memberships; and Whereas, both of such labor organizations are each imion parties to common union management trusts that Page 4 the propositions constituting the aforesaid amendments provide for their respective memberships, various of the Union's Constitution as presently constituted • welfare, pension, vacation and other fringe benefits shall be available at A&G Headquarters and Ports for and each organization has worked intimately with the its membership no later than May 27, 1972; and it is other and their respective contracted employers with Further resolved, that the merger agreement, respect to matters arising under and in the administra­ including the proposed amendments, shall not become tion of such trusts for the respective memberships; and effective unless a majority of the members of the Great Whereas, it is believed that it would be in the best Lakes District voting, vote affirmatively as to each interests of both labor organizations and their member­ proposition to be set forth on thsir ballot, and unless a . ships by reason of their respective histories and back­ majority of the members of this Union voting, vote grounds and the resultant reduction of operating ex­ aflSrmatively on the propositions to be voted upon by penses and the affording of greater continued strength them; and that if both groups vote affirmatively, the and resources to the membership if they were merged merger agreement and the amendments to the Consti- . into one organization; and tution shall become effective on the latest date that the Whereas, the executive officers of each such organiza­ Tallying Committee of both organizations certifies that tion have agreed to merge into one organization, each of the propositions have been voted upon affirma- , preserving however the long established job and shipping tively by their respective memberships and it is rights of the respective memberships with their two Further resolved, that if either of the memberships separate groups of employers, consistent with past , shall not vote affirmatively on all of the propositions set practices and subject at all times to the determination forth on their ballot, then the merger agreement, includ­ of the membership and in accordance with applicable ing the proposed amendments to the Constitution set ' law; forth above, shall be deemed cancelled, null and void, Now therefore, in the interests of our membership add of no-force and effect. and in the interests of the unlicensed American seamen The membership voted to accept this resolution. The , and in the interests of a stronger trade union capable resolution was thereafter submitted to all Constitutional of preserving and protecting and enhancing the rights Ports, commencing with Philadelphia on April 4th and . of our membership, it is hereby ending at San Francisco on April 13th, 1972. Head-: quarters has made available to us the results of the Resolved, that the merger agreement between this voting on the resolution in all of the Constitutional Union and the Great Lakes District, dated March 22, 1972 be in all respects approved; and it is further Ports. It is the finding of this Committee that a majority of Resolved, that in order to effectuate the said merger the membership at the regular membership meetings agreement, certain constitutional amendments are neces­ held in the Constitutional Ports voted to accept the sary and that our Constitution shall be amended in proposed amendments as embodied in this resolution. the following respects: The proposed amendments reflect some changes , 1) Section 3(e) of Article III shall be amended by which are of particular significance, others of which adding a new sentence as follows: are merely housekeeping and technical changes updating . Provisions of this subsection (e) shall be inapplic­ our Constitution. They are the result of the agreement able when such merchant vessel is operating upon between thjs District and the Great Lakes District to the Great Lakes." merge into one organization, with resultant increased 2) A new Section 6 shall be added to Article VI as strength of our Union and more economic and efficient • follows: administration. "Section 6. No member may retire his member­ Basically, the merger agreement provides that the . ship during the period of a strike or lockout." Great Lakes District will merge into and become part 3) There .shall be added to Article X, Section 11 the of the Atlantic, Gulf, Lakes and Inland, Waters District ' following: and the members of the Great Lakes District will be­ "Notwithstanding the provision of Section l(j) of come bound by our Constitution. Thus, while Great, ^ this Article X, the Executivg Board, by majority Lakes members will soon be voting to accepf. .oyr. .ConriA, vote, may determine not to ^ any vacancy in any stitution, which is entirely new to them and which will:.. oflSce or job for all or any p^ of an unexpired set forth their new rights and privileges as Union . term." members, the Amendments required to be made in our 4) Section 12(a) of Article X shall be amended by Constitution to accomplish the merger are few in 1 . changing that portion of the second sentence thereof number. starting with the words "The following," and ending The Committee does not desire to recommend any with the words "order of priority:" to read as follows: changes, substitutions or deletions on the proposed "The following officers and job holders, upon their amendments, the. more important' ones being as election to office or job sh^, 'during the term of . follows: , ' ' V •. ; their office or job, be delegates to all Conventions (1) Article III, Se^on3 of our Constitution provides of the Seafarers International. Union of North certain exceptions to the rule that arrearages in dues America in the following order of priority:" shall be computed from the first day of the applicable 5) Section 13(d)(1) of Article X shall be amended by quarter. One of the exceptions is that the time shall not inserting a comma at the end of thereof, and adding run while one of our members has no opportunity to the following: pay dues, because he is employed aboard an American"Or ^segment of the Union, whichever applies." flag merchant vessel. Obviously, this rule should have a 6) The last paragraph of Section 1 of Article XI no application when such merchant vessel operates on ,,shall be amended by changing "1971" to "1975" and the Great Lakes because frequent calls are made in . replacing the comma with a period, striking the balance ports, thus giving members who sail on those vessels of the sentence beginning with the word "notwithstand­ ample opportunity to pay their obligations to this • ing" and ending with the word "appointment." Union. We agree with the proposed amendment which 7) Section 1(c) of Article XII shall be amended by clarifies the foregoing exception. deleting at the end thereof after the words "election (2) Our Constitution sets forth in Article VI various year," the "; and" and inserting a comma and then rules regarding the right of a member to retire his book. adding the following: The amendment provides that the right of retirement ' '"Except if such seatime is wholly aboard such shall not be available during the period of a sti^e or merchant vessels operating solely upon the Great lockout. We concur in this amendment. It is of the Lakes, in which event he shall have at least sixtyutmost importance that during such times of economic • five (65) days of such seatime instead of the fore­ strife, our Union members remain bound by all the going one hundred (100) days; and" obligations of Union membership in order to present ' B) Section 8 of the Article XXIV shall be amended a united front to the employers in our industry. by chapging the date "August 1968" to "December 0) Action 10) of Article X of our Constitution pro- ^ 1971." ^ vides that the Pi^ident shall fill by temporary appoint- , 'It is further resolved, that as Constitutionally pro­ nient any vacancy in any office or the job of Head­ vided, if this Resolution be accepted by a majority quarters Representative, PortAgent or Patrolman. . vote of the membership, a Constitutional Cohunittee • There may be instances when. it. w;duld be neither shall hereafter be elected at a Special Meeting at Head­ necessary nor beneficial Id fill such a vacancy. Accord- . quarters on April 14, 1972, to report upon the amend­ ingly, the proposed amendment has been offered which ments as proposed, to the May 1972 membership meet­ states that the Executive Board may, by majority vote, < ings; and it is determine not to fill any vacancy in an office or job for Further resolved, that if the membership accepts all or any part of an unexpired term. such report of the Constitutional Committee, the propo­ (4) Article X, Section 13(d)(1) provides that in no sition constituting the merger agreement including the event shall a general strike take place unless approved * proposed Constitutional amendments be voted upon by by a majority vote of the membership. If the merger secret ballot with the vote to be held commencing between the Great Lakes District and this Union is June 1, 1972 and ending on June 30, 1972; and it is approved, situations may occxir when a strike might he Further resolved that on the balloting to be taken called only against Atlantic, Gulf, Lakes and Inland on the proposed amendments, as well as the merger Waters District employers and not against Great Lakes agreement, said amendments and merger agreement be employers, and vice versa. In such situations, only the voted "up" or "down" as one proposition; and it is Pf die.mefgqd Upion .ought, to approve the,. Further resolved, that copies of the proposed mergdr (Continued on Page 14) agreement, without paragraph 14 thereof, but with �Maritime Industry and the Energy Crisis i I.. p Rep. Addabbo Cites Need to Use U.S.-flag Ships . ., r- ,• Rep. Joseph Addabbo (D-N.Y.) has warned that unless legislation is enacted guaranteeing at least 50 percent of future energy supply imports be transported on U.S.-flag ships, "America will stand vulnerable to the political whims of what­ ever nation's flag flies over the tankers coming to our shores." He told an AFL-CIO Maritime Trades Depart­ ment luncheon gathering that such a situation "would be intolerable. We would have to live with the threat that some political dispute could turn the tap of the imported oil supply not just down to a trickle, but completely off." In the event this happened, he predicted the.. U.S. might well cease to be a productive nation. "For without that oil, the great wheels of this country's industry wUl slow down and the comforts we enjoy, die necessities we depend on ; in our homes will slowly disappear," he said. "However," he added, "with the ^arantees of minimum 50 percent legislation, we can count on American ships picking up the oil we need and bringing it home. "I wonder jtist how long opposition to requir­ ing at least 50 percent of oil imports be carried on American ships would persist if people across the country suffered through a summer of black­ outs and power reductions; if subways and ele­ vators stopped miming in cities, and there was no light in the countryside." No Cost Increase Addabbo cited testimony given by leading economists to the House Merchant Marine and Fisheries Committee refuting the argument that transporting these imports in American-flag ves-, sels would result in higher costs to consumers. He quoted from one report: "If up to one-half of overseas cmde imimrts were carried by. the', higher eost American vessels,.'which high' cost represents only a fraction of the difference in cost of cmde oil in the U.S. and the landed price of .overseas cmde, there would be no effect what­ soever on the oil price paid by consumers." He concluded that "as oil imports increase, U.S. companies will be^ to build new tankers. These tankers will be eligible to receive both Rep. Addabbo foreign interests may not share the same concern for our environment arid thus not elect to incur the expense of installing pollution controls on their ships. "By using U.S.-flag vessels (for the carriage of these imports), the U.S. Coast Guard would have primary responsibility- and absolute control over construction, loading and off-loading, ship man­ ning levels and crew proficiency standards. This would insure that these potentially dangerous and polluting cargoes will be" carried in the safest^ most ecologically-conscious manner possi­ ble, he said. Conbsdictory Fositloiis * The congressman said the Justice Department had recently filed a brief that "defies logic, makes mockery of common sense and does battle with the positions taken by several other. agencies of government in their testimony at the Congression­ al hearings," held by the House Interior and In­ sular Affairs Committee. He said the position of the Justice Department is contrary to the statements miade by Secretary of the Interior Rogers C. B. Moftori and other gov­ ernment spokesmen at the hearing. He was particularly critical of a statement in .Mriv 1Q79 the brief that said the United States had a large amount of "improven natural gas reserves." According to Rep. Fulton, "for anyone to count- on these unproven Justice Department reserves is to play Russian roulette with the nation's potential to produce." \ He also said, "I don't know what crystal ball they looked into to find those unproven reserves, but I know that in law, when a case is improven it is lost." Fulton predicted that the American standard of living "may be in jeopardy" because of the expected energy crisis. He said that the solution to that problem will involve, in part, the construc­ tion of American ships—"many ships to carry . the needed petroleum supplies to Orir shores." In that connection he said the nation was fortunate to have, in the Merchant Marine Act of 1970, "the legislative means of getting all these ships built." Lists Bills Pending He mentioned two measures pending in Con­ gress which he said would help even further to make construction of these ships practical: •\ !, I' 0. William Moody .. While Rep. Fulton Chides Agencies for Complacency Richard H. Fulton (D-Tenn.) has said that complacency in agencies of the government is a major roadblock to solving the energy crisis that faces the United States. Fulton in particular criticized the U.S. Justice Department for finding that a shortage of energy fuels was "highly dubious." He made his remarks in a speech delivered at a luncheon sponsored by the 8-million-member AFL-CIO Maritime- Trades Department in Washington. H 1- And Maritime Trades Dept. Does the Same - AFL-CIO Maritime Trades Department Ad­ tremendous impact on the economy; %curity and ministrator O. William Moody, Jr. has urged environment" of this country. Congress "to get first priority to American-flag "Incorporating American-flag transportation in ships in the trans^iortation of necessary energy, a nation^ energy policy would bolster the econ­ imports because this country's economy, security omy through increased employment and tax and, environment demand it." revenues. It would reduce the negative effect In testimony submitted to the Senate Commit­ (that these imports will have) on the balance of tee on Interior and Insular Affairs, Moody, also payments by as much as 25 to 35 percent. It speaking on behalf of the SIU, pointed out that would mean increased productivity for American the U.S. is necessarily becoming more dependent shipyards and allied industries," he said. on foreign sources for its supply of vital energy Militarily, he cited the increasing dependence iproducfs. (Moody Mso testified ^foiie the Senate by U.S. armed forc^" on petroleum products' to Conunerce Committee on S.'3404, which would function and said that supplying this need' is guarantee a ipinimum of 50 percent of all U.S. becoming more and more the responsibility of the oil imports to be carried on American-flag ships:) privately-owned merchant fleet. "Incorporating U.S.-flag transportation in our Sweeping Impact national energy policy would provide for. a build­ "However," he said, "we have it within our up of the privately-owned fleet. This will not power to prevent a dual dependency; that is, be- , only insure a secure supply of our energy, but coming dependent on foreign sources not only to also prevent our nation's fourth arm of defense— supply our energy, but also to transport it to our our merchant marine—^to deteriorate to such a shores. We cannot afford to hand over every point that in time of crisis it will be unable to vestige of control to foreign sources. We must meet our needs." maintain control of the carriage of these imports. Ecological Factors We cannot place our fate in the hands of Environmentally, Moody said that Americannations who may not desire or be able to help us. flag vessels must comply with any legislation Priority must be given to American-flag vessels." aimed at protecting'our environment, whereas Moody said that such a policy would have "a •' r. constmction and operating subsidies under the Merchant Marine Act of 1970. This will mean that foreign and U.S. shipping costs will be the same. "So, if there is an increase in the cost of petroleum' products to the American consumer, it will not W the fault of American-flag ships carrying half of our oil imports." First a bill proposed by Rep. William Anderson (D-Tenn.) to fund construction of 40 commercial LNG ships; and a bill introduced by Rep. Edward A. Garmatz (D-Md.) that would reserve 50 per­ cent of the nation's oil imports to the U.S.-flag fleet. "So there are still some legislative loose ends to be tied up before we can say we are man­ aging to overcome the energy crisis that faces us," the Congressman said. Rep. Fulton I i-, t: t ; �Social Reforms Rank Af Top Of Labors Legislative Goals The significance of various legisla­ tion pending before Congress is now becoming more important to the candi­ dates as well as the individual voters as presidential conventions and elec­ tion time draws nearer. Below is a status report on the five major issues which are of utmost importance to organized labor: Minimum Wage. There are two bills in the Congressional machinery. The House bill, approved by the full com­ mittee, calls for an increase in the minimum from the current $1.60 an hour to $2 an hour for those covered by minimum wage legislation adopted prior to 1966. The minimum would go to $1.80 for those covered after 1966. Coverage would be extended to about 5,800,000 including those in federal, state and local employment, conglomerates and domestic service. A bill before the Senate is consid­ erably more liberal, raising the mini­ mum to $2.20 an hour over several stages and widening coverage even more than the House bill does. How­ ever, a final bill is still to come before the full Senate Labor Committee. Two Nixon Administration "sleep­ ers" are being strongly fought by organized lobar. One would restrict coverage to those already under mini­ mum wage legislation and the other would establish a "subminimum wage" for teenagers at 80 percent of the adult minimum. Labor has objected strongly to lowering the minimum on the grounds that exploiting employers would hire teenagers instead of adults and thus greatly injure family bread­ winners. Social Security. The House already has passed a five percent increase in benefits in line with the proposals of the Nixon Administration, but much pressiu-e is being exerted on the Senate Finance Committee to boost this to at least 10 percent. The Senate also would raise the living standards level for those on welfare higher than the House bill would. The AFL-CIO and the National Council of Senior Citizens have both called for a 25 percent increase in Social Security benefits on the basis that this is needed and that the Social Security fund is large enough to meet this rate and still be actuarily sound. Tax Refonii. Only in recent weeks has tax reform become a live topic in Congress. Democratic presidential hopefuls have discovered that a "tax­ payers' revolt" appears even more possible than predicted three years ago. All reports from the field indicate that mounting federal, state and local taxes have stirred bitter resentment on the grassroots level. This has been partic­ ularly true since publication of reports showing that some of the country's largest corporations pay no tax at all One of the ship casualties of Woiid Wa ^° into a use&il Japanese. 't'f sections of a nese destroyer wl split in half by U.S. tor does, now serves as the; ioundafion foy a 2,296-foot he entrance Ida off due to such gimmicks as accelerated amortization and investment credits plus the usual loopholes that have been written into the tax laws over the years. There are two bills in Congress that have not yet reached committee stage, but may start moving at any time. A House bill would eliminate capital gains advantages, and accelerated amortization and tighten rules on mini­ mum tax payments for a total saving of some $7 billioiL A Senate bill would close loopholes amoimting to $16 billion by eliminat­ ing these loopholes, plus a munber of others including DISC which allows U.S. exporters tax advantages. Labor has particularly fought the DISC gim­ mick invented by the Nixon Adminis­ tration. Althou^ both bills are not moving for the moment, they may be tacked on the Revenue Sharing bill or the Debt Ceiling bill which come up in June. Natimial Health Insurance. Organized labor has made health insurance a priority for 1972, but so far Congress •has been dragging its feet on the laborsupported Kennedy-GriflBths bill. The House Ways and Means Committee held hearings on a munber of health bUls late last year, but so far no rec­ ommendations have been made and the full committee has yet to take the legislation up. In the Senate, the Kennedy-Grifliths bill which has the strong support of organized labor, is still to be consid­ ered by the Finance Committee. Hear­ ings were held on the measure a year ago, but the committee has yet to schedule it on its own agenda. At present the committee is working on the Social Security bill and may take up the health insurance measure short­ ly thereafter. The Nixon Administration's rival health bill has been strongly criticized as a measure that would help health insurance companies a great deal more than it would help the sick and the aged. Trade. Finally, there is the BurkeHartke Trade Bill of immense impor­ tance to workers since it is designed to bring relief to industries that have suf­ fered heavy job losses because of the flight of Ajnerican capital, know-how and technology abroad to take advan­ tage of cheap labor. This highly im­ portant legislation is scheduled for hearing before the Senate Finance Committee late this spring. A "sleeper" in the foreign trade area is legislation to be considered by the House Ways and Means Committee which would "improve" the Adjustinent Assistance Act. This Act pre vides training and some financial help for workers who have lost their jobs because of unfair competition from foreign imports. At present the conunittee is working on Revenue Sharing proposals and when these have been completed there is a posibility that the committee will go into the whole field of trade includ­ ing the Burke-Hartke Bill. However, this decision has yet to be made. Organized labor is opposed to the "adjustment assistance" approach to the problems of lost jobs in the trade area. It has told Congress that the "ad­ justment" approach is inefiicient and too little and does not answer the basic problem of lost jobs due to unfair foreign competition. mm '»«• UiIBiffilSIliiXKmB An increasing awareness and concern over the nation's energy crisis became evident during recent hearings held by the House Committee on Interior and Insular Affairs. This committee, chaired by Rep. Wayne Aspinall (D-Col.), is charged with the responsibility for long-range planning for fuel and energy needs for the country. The hearings were held not to deal with specific legislation, but to provide conunittee members with basic information designed to help them deal effectively with the broad spectnun of problems of energy supply and demand. During the hearings, members of the committee expressed grave concern over the rapidly growing demand for fuel and power, the inadequate supply, and the inter-relationship of these factors with the national economy, environment and foreign relations. O. William (Bill) Moody, Jr., administrator of the AFL-CIO Maritime Trades Department, speaking for the department and for the SIU, told the committee that the United States is becoming more dependent than ever in its history on foreign sources for energy supplies. He said that while we must import oil and gas because of the short supply in the United States, use of U.S.-flag ships will assure that potentially dangerous and polluting cargoes will be carried in the safest manner possible. Highlights of Moody's remarks appear on Page 5. Transportation Disputes Senate bills dealing with compulsory arbitration or "final offer" settle­ ment in the transportation industry are still under consideration in the Labor Subconunittee. In April, AFL-CIO President George Meany testified in opposition to the bills which would apply to all phases of transport—airlines, longshore, trucking, railroads, bus lines and maritime. Meany said: "As a matter of basic principle, the AFL-CIO is firmly unequivocally opposed to any such attempt to undermine free collective bargaining or the right to strike, which is essential to collective bargaining." SIU President Paul Hall testified in opposition to similar measures before the House Interstate and Foreign Commerce Committee last fall. Sen. Robert Packwood (R-Ore.), whose bill (S. 3232) would impose stringent measures, has stated that if a bill is not reported out of the committee by mid-May, he will attach a "rider" containing the same provi­ sions to another piece of legislation. In the Senate, it is possible to use this method to get a bill out of committee even though the subject of thp rider is not related to the main bill. The practice is known as the "non-germane rule." Cargo Preference Hearings are underway in the Senate Commerce Committee on the measure to amend the Cargo Preference laws to require that at least 50 percent of all oil imports be carried on U.S.-flag ships. Similar hearings in the House concluded last month. At press time, Bill Moody, speaking for the Maritime Trades Department and the SIU, reiterated strong support for the measure. The Senate Bill, S.3404, was introduced by Senators William B. Spong, Jr. (D-Va.) and J. Glenn Beall (R-Md.). New Home for Chicago Clinic The USPHS Out-Patient Cffnic in Chicago, 111. will be moving to a new location in the city as of May 1, according to the Department of Health, Education, and Welfare. The new address and other pertinent information is as follows: 1439 South Michigan Avenue (Smith Building of St. New Location: Luke's Hospital Complex). The new location is acces^ble by various means of public transportation or by auto­ mobile. Free patient parking is provided adjacent to the Smith Building (north side). New phone no.: 353-5900 8- a.in.to 4:30 p.m., Monday through Friday^ except Clinic Houn: holidays. Services include: Medical, dental, laboratory. X-ray, pharmacy, therapy, optometry, consultation, immunizations, hospital referr^s, and medical drug addiction services on eveningis aiid weekends. •» vJ 'A ' jf wl �• • *.• H ' World Peace Fleet Concept Outlined t h Trade, the creation of jobs, and im­ provement in international communi­ cations both in the private sector and , in cooperation with the United Na­ tions could result from the creation of a World Peace Fleet, according to , Gault Davis, director of the plan. , " Speaking to a luncheon audience of labor, management and government officials, Davis said that such a fleet ' could help to change the world image of the United States. The luncheon was sponsored by the eight-millionmember AFL-CIO Maritime Trades . Department i,". He called for the building of at least 10 ships, seven designed to include theaters, meeting rooms and exhibit halls. The ships would be built in American shipyards and the fleet would would conduct two voyages per ' year to selected foreign harbors. Davis is an international trade de­ velopment consultant for the National ' Small Business Association and the National Patent Council. Here are highlights of his remarks: Intemational Participation "Participation will be international. Companies of all nations will be in­ vited to sail aboard, to participate in meetings, and to exhibit equipment or goods thfey produce which would be ;useful in other countries. Exhibit areas '' will be equitably limited to prevent ^ domination and to show the interde­ pendence of opportunity of mankind. "The worldwide interest in the per­ forming arts will be featured. In the large theaters on the new ships, local . and international talent will present performances in ballet, drama, sym­ phony, opera and sports events. These performances will be able to be tele­ vised worldwide via the improving sysV tem of space communication satellites. "Diplomatic meetings of great mag* nitude can be held on the Fleet in an enviromnent of intemational coopera­ tion, serving as a highly visible factor in locally troubled areas. The United Nations could demonstrate its piupose to more of the world by meeting ' aboard in ports other than New York. The Wprld Peace Fleet could be the '!• . first fleet to sail symbolically through the Suez Canal. Supply bases of the Fleet will be selected for historic visu­ al impact, in the Mediterranean, South' east Asia, and elsewhere in the world. With topsails set and all 10,000 square feet of canvas drawing, the stately Richard Henry Dana brings back memories of a by-gone era as she sails up the Chesa­ peake on a broad reach. Trainees at the Harry Lundeberg A Proud Relic of Days Gone By As many sailing men will testify, the salt bank schooners out of Nova Scotia were the real breed of wooden ships crewed by iron men. Although most of these great schooners are now gone, two of the last of these proud veterans remain a part of the living maritime museum maintained by the Harry Lundeberg School in Piney Point, Md. The Captain James Cook and the Richard Henry Dana, of the New­ foundland Grand Banks, are at home as they sail out on the historic waters of the Chesapeake Bay and Potomac River. Named for the famous navigator and explorer, the Captain James Cook was originally the E. Fred Zwicker. Prior to her purchase by the Lunde­ berg School in 1967, she was actively engaged in search of haddock and cod off the Grand Banks. Built in the 1930's at the Smith and Rhuland Shipyards in Lunenberg, Nova Scotia, the Cook has been fully restored and fitted with accommoda­ tions for cmrying 20 trainees and a professional sailing crew. Student Volunteers "The participation and support of youth and academia are encouraged by selecting disciplined student volun­ teers with multiple foreign language passengers and exhibitors, to engage in scheduled meetings in foreign ports with students discussing ecology, drugs, law and other relevant subjects; and with college professors aboard grant­ ing academic credit in courses in lan­ guages, political science, economics, sociology, and the differences in cul­ ture in destination countries. Adults abroad will find these courses useful, and a beneficial interchange will take . j^lace in the fields of education, youth, wd business." May 1972 School spend their last week on a graduation cruise aboard the Dana or the Captain James Cook, the last of the proud salt-bankers which once fished and raced on the waters of the Grand Banks off Newfoundland. During their last week of training at HLS, the future seamen take a gradu­ ation cruise aboard the Cook or the Dana. They also go up the Potomac River for a one-day visit to the na­ tion's capital. Like the Dana shown above, with her topsails set and all 6,000 square feet of canvas drawn—^the Cook brings back memories of a by-gone era of sailing..This beautiful two-master is 128 feet long, and has a draft of 17 feet. Like many of the later salt banks, she had her topmasts removed when she was fitted vrith diesel auxiliary engines. •I 3 .1.1 L'-':'i Ul'! '- : �Mantime Council Has Rochester Unity Day This Soviet "mother ship" is shown with several Communist country fishing trawlers riding at anchor about 50 miles off the coast of Norfolk, Va. April 25 was proclaimed National Maritime Council Day in Rochester, N.Y., in conjunction with a visit there of Eastern Region members of the Council, who held a seminar and din­ ner for 150 representatives of export­ ing and shipping companies. Participating in the afternoon seminar were management, govern­ ment and labor spokesmen, all of whom concentrated on the economic advantages to sending cargo on Amer­ ican-flag vessels. The evening dinner heard three speakers: James Barker, president of Moore-McCormack Lines, the region chairman; Lewis Paine, director of the OfiSce of Marketing and Develop­ ment of the Maritime Administration and Leon Shapiro, secretary treasurer of MEBA—1. The proclamation, read to the gath­ ering by Stephen May, mayor of Rochester, is shown below. Althou^ the seminar and rfinnftr was held in Rochester, representatives of industry in Buffalo and Syracuse also attraded. Three Russian fishing vessels are shown anchored off Moriches Inlet on Long Island. The vessels are allowed to work this close to the shore because of an agreement signed between the Americans and the Soviets concerning this particular fishing area. " -T Pages free pillage and plunder of foreign fishing fleets outside the 12-mile limit. Although there are international bodies that are supposed to control the fishing rights, he said one such organization, the U.S. State Depart­ ment's International Conference on North Atlantic Fisheries, "gets bogged down in diplomacy to the point that it carmot protect the fish of the North Atlantic." He continued: "In some cases it seems that, for diplomatic reasons of course, it would rather bow to the Russians, the Danes, and the Nor­ wegians than acknowledge the ex­ istence of the New England fisherman. One way to alter the unfair practice would be to declare' lobsters and scallops "creatures of the shelf," O'Neill suggested. This would then give the U.S. jurisdiction over the lobsters and scallops because they be­ long to the Continental Shelf which this country maintains. Then the U.S. Coast Guard could keep a strict con­ trol on the fishing methods employed by all vessels. Suggests Subsidy The wreckage of New Englanders' lobster traps and other equipment by foreign fishing fleets during thenplunder of the sea has also "distressed" Congress, Rep. O'Neill said. As a result of these repeated at­ tacks by the foreign operators, Ameri­ can insurance companies are reluctant to insure the New England fishermen, Rep. O'Neill said. He added that when the insurance companies did in­ sure them, the policies they wrote were often "beyond the economic reach" of the fishermen. -Jv.v • / , . " , , : Rep. O'Neill Urges Support Of U.S. Fishing Industry Rep. Thomas P. O'Neill (D-Mass.) has called for an immediate remedy to reverse the unfortunate conditions under which the New England fishing fleets are suffering. It is the government's responsibility to find some "answer" either in the form of tax credit to encourage in­ stallation of the necessary fishing gear or a subsidy, he added. Without "some kind of help," the assistant majority leader of the House said, "the fleet must soon die." This would leave the United States "com­ pletely at the mercy of foreign fleets for the seafood we eat and the fish products that are used," Rep O'Neill said. The Massachusetts congressman told an audience attending a luncheon sponsored by the eight-million mem­ ber AFL-CIO Maritime Trades De­ partment the important role the New En^and fishing industry played in American maritime industry. "It is, of all the nation's industries, perhaps the most traditional," he not^. ' However, Congressman O'Neill continued, this industry "is being vic­ timized by the 'hit and run' character of its foreign competition, which out­ number American boats by more than three to one. "Appalling" Techniques While the fishing practices used by the foreign operators net "remarkable" amounts of captured fish. Rep. O'Neill said the New Englanders describe the way their- competitors nearly "rape" the area as "appalling." "American fishermen don't want that kind of catch... morally and eco­ nomically. They do not practice over­ kill," he said. But, he added there is little this country can do to alter the i NMC sources said that the area is a major export and domestic shipping market , that has been difficult for the U.S.-flag merchant marine to crack in recent years. Cargo shippers represented at the program included Eastman Kodak, Xerox, Carrier Air Conditioning Gleason Iron Works, Spalding Brake, Gen­ eral Electric and Buffalo Forge. In addition task force teams com­ posed of management, labor and goveriunent spokesmen traveled to major firms in all three cities in an attempt to convince larger firms to use the American flag for a greater part of their shipping. These teams reported excellent re­ sponse to their arguments in behalf of the U.S. fleet, and were optimistic that progress had been made in obtaining a better share of the area's trade for U.S.-flag ships. One of the members of the task, force teams was SIU Vice President Frank Drozak, who represented the union during the seminar and dinner program of NMC. J- 7,-.^-" ' A cf 3ocll0^tcf tl rj«u> yorfi jj,. '11 .ffffice of liio.AWyoj^- , 7,.. !• Sieeti^iyA: , tlui Vniud StatM Marehaat M^rln* la a vital ai^aat at iMTlea'a •Kommr and aaaaatlal to owr atvaogtli and proaparlty{ " '> ' ^ v ^ •Bd . - - I , tha Katlooal Marltfiaa Cooaell aaaka to proaota UM oaa of Dnltad Stataa ahlpa by iMrleaa livortora and aaportara, and aaeooraca salty aasud saeegeaaufc, labor and •ovamaaats and tba Kaatom lagloa Attlon Cnop of tha Natloaal'Matltlaa iCoaaeU U aponaorlag a foroa at tha nagahlp-lloehaatar lotal oa dsrll 25 ' afaara incaraatad paraona fraa aaaagaaaat, labor and giiiaiiwain eaa aaat with eonalgoMa aad thalr agaata In tha loehaatar, taffalo aad Syraeuaa araa, . • -1' i nmnu, I, Stapbaa May, Mayor of Rocbaatar, do hariAy proclala April 25. 1»72 to ba RAnOHAL MUOniB OOORn. UT la bchaatar, and urga all loebaatarlaac to Jola aa In aaltttli« aad Mv^log tha adalrabla afforta of tha Natloaal Marltiao Couaell^to boUd aa oautaadli« Oaltad Stataa flag flaat. prowita Ita uaa by Aaarleaa ahlppara aad tima aaka tha Aaarlcaa Marehaat Marlaa oaea agala flrat la tha porta of tha borld. , W/J. . ' / have hertunln s't my hsfid and caused to be atfimd ffie Seal . y i otthe Cfty otRochester^otthe City • Hat! on this asth day of April in the year of our Lord 1912, • b. Signed: Mayor, RdcHesrtR, N.' ' I t. ^ 1^ W.. Seafarers Log �SlU Man's Heroic Strength Prevents Death A "once in a million" accident aboard the freighter De Soto would have surely taken the life of Seafarer Morris Montecino were it not for the cool headed, heroic action of his shipmate, Bosun Raymond Ferreira. man, was standing by the mooring lines waiting to assist. As the 10,475 ton vessel slid closer to the buoys, she made an unexpected lurch to one side, which caused one of the mooring lines to slip a turn. Within seconds, the line wrapped itself around Montecino, knocked him to the deck, and began dragging him rapidly towards the bow chock. As he moved down the forward deck, Mpntecino strug^ed frantically to free himself of the snake­ like line which seemed to have a mind of its own. Despite his efforts, Montecino was unable to un­ tangle the hold the line had upon him, and foimd it. securely tied about his ankles. The rapid action of the moving line now began to drag Montecino through the bow chock and the helpless Seafarer was within seconds of certain and painful death when he felt the arms of Bosun Ray­ mond Ferreira encircle him about the waist and be­ gin to pull in the opposite direction. For an instant, the forward motion of the line was counter balanced by the strength of the Bosun, who was holding on to Montecino so tightly that several of the helpless Seafarer's ribs began to crack under the strain. But Ferreira refused to let go of his shipmate. The mooring line now began to slip, pulling Montecino's shoes off as it went. However, before the line completely gave up its hold upon Montecino, it broke his anlde. Both Ferreira and Montecino fell free of the line, and it finally passed throu^ the bow chock and over the side. The two badly battered shipmates were now at­ tended by others who came to their aid. The Bosun's . arms, back and knees were severely bruised and The accident occurred when the De Soto, com­ pleting a voyage from the West Coast to Saigon, was mooring to the anchor buoys at Cat Lai on the Saigon River. Montecino, who sails as ordinary sea- \\ Morris Montecino jStorm Information Services Expanded toWarn Seafarers Seafarers in the Atlantic and Pacific who listen to radio programs aboard ship are finding that there is more storm information being broadcast than previously. Started last summer, tlie storm infom&ation service, which is a joint SlU Vacaf ion For Summer Again this year the SIU will operate its sununer Vacation Center located at the Harry Lundeberg School at Piney Point, Md. Since it was first opened in 1970 to mmebers of the union and their families, the vacation resort has proven to be most popular with all who have visited the complex. The Center is just one other part in the overall effort of the SIU to secure the best possible life—both aboard ship and ashore-^for the Seafarer and his family. For funner details on the Vacation Center see Page 32. effort of the National Weather Service and the National Bureau of Stand­ ards, had been giving hourly broad­ casts of about 45 seconds each. The new, expanded service, which began April 1, consists of two 45second broadcasts, one minute and 15 seconds apart The broadcasts are made around the clock. Station WWV carries in­ formation about storms in the Western North Atlantic and Gulf of Mexico. The beginning time for each broad­ cast for this area ha;i; been changed from 16 minutes after every hour to 10 minutes after on radio frequencies 2.5, 5, 10, 15, 20 and 25 megahertz. Station WWVH lists storms in the eastern and central partfi of the North Pacific. Beginning time continues to be 49 minutes after every hour on 2.5, 5, 10, 15 and 20 MHZ. I Ocean areas involved are those for which the U.S. has warning responsi­ bility imder international agreements. The fbUowing Seafarers should contact SIU Headquarters, 675 „ Fourth Avenue, Brooklyn, New York 212-499-6600 immediately " in order to claim checks being held for thiem. Mushin A. AU Lany S. Moose Louis Pelonero V- . i;/ burned by the friction of the deck against his flesh. Brother Montecino's injuries included the broken ribs and ankle and bad bruises all over his body. How do you repay a man who has just saved you from certain death by putting his own life in danger? Before the terrible pain of his injuries caused Montecino to fall unconscious his words to his ship­ mate Ferreira were: "Thank you, Brother." i i I,'' f i • i. • Raymond Ferreira Maritime History Theme Urged for Bicentennial Federal Maritime Commis­ sive planning of the site for sion Chairman Helen Delich maTiminn reuse at minimum Bentley has urged that Amer­ cost. This ,factor could be in­ ica's maritime history should be corporated in all plans and the theme of the nation's 200th there are few waterfronts in the birthday celebration. country that would not welcome "The question most often and cooperate in the improve­ ment. asked about the Bicentennial is "I firmly believe that the 'Where is the Bicentennial go­ ing to be?' Let's make the re­ central concept of a shipsounding response—On The oriented Bicentennial has nu­ merous advantages and would Waterfront!" she said. benefit many people," Chair­ Because the programming of man Bentley noted. the celebration is viewed as a The present surplus of ob­ "Festival of Freedom" then "that certainly calls for a solescent military ships in this waterfront, seapower-oriented country and "presumably in Bicentennial!" she told the Na­ other countries as well" offers tional Association of Account­ the possibility of suitable, re­ furbished pavilions for the ants in Washington, D.C. floating celebration, projected Mrs. Bentley further ex­ Mrs. Bentley. plained her suggestion which The natural mobility of the would employ the SS United States as an ideal floating dis­ ships is "perhaps the most con­ play of the colonnade of the spicuous advantage" to the states. Each state would be plan she said. "This would al­ given space on the huge pas­ low the entire exposition to be senger ship that is now slated moved either in a bloc, in for the government's Reserve smaller groups or individually Fleet. Other inactive fleet ships to suitable locations with ade­ of the Navy and the Maritime quate port or anchorage could Administration, as well as some be an exposition site," she con­ seven aircraft carriers could tinued. also be part of the flotillas, she With numerous cities partic­ added. ipating by hosting pavilions at "A basic principle in the de­ their waterfronts, the Bicenten­ velopment of an economical nial could be "truly national," Bicentennial is the comprehen­ Mrs. Bentley said. i:-• o-ll �jflaiNSEK ximtrtuf,. Ifctil/ t-i If/ u. ^ ^SiAllt) ssAfApensie^ Unity in a Common Causo They all stood and cheered when labor's representative at the recent National Mari­ time Council dinner in Rochester, N.Y., finished his impassioned plea for better use of American flag ships by cargo ship­ ping companies in the area. They all stood, representatives of the cargo senders, representatives of the steam­ ship companies that have joined the NMC, representatives of concerned government agencies, and of comse, the other maritime labor representatives who attended. It proved dramatically that the National Maritime Council is making its presence known and is working hard to accomplish its twin goals of working for the develop­ ment of a first-rate U.S. merchant marine, and of obtaining more cargo, the lifeblood of any fleet, for U.S. flag ships. Unity dinners and seminar programs have been conducted from New York to San Francisco with stops in Boise, Idaho, New Orleans, La., Denver, Colo, and most re­ cently in Rochester. Soon the Midwestern Re^on Council will hold its first event in Chicago. In addition teams made up of representa­ tives of all three branches of the Council— management, government and labor—^visit cargo company traiffic managers and top level executives to plead the case for use of American-flag vessels on a face-to-face basis. Their arguments are familiar to those of us who care about the merchant marijie: it bolsters the American economy in general; it contributes mightily to the national secur­ ity; it provides dependable service to all comers of the world; and, it costs no more. Hearing those arguments come from these sectors of the industry, which in the past had divisions within themselves, and hearing of the new unity within the industry, many shippers have been impressed and reports are that some have been persuaded to send greater shares of their cargo under the U.S. flag. Those are small victories, so far. But significant victories nonetheless. Because, as the old proverb puts it, "a jouriiey of 1,000 miles begins with a single step." The National Maritime Council has taken that first vital step, and with it has forged a foothold for itself among the nation's sea traders. There is still a lot of treacherous road ahead, but the Council has started off on the right foot. Some Words to Remember The Boston Marine Guide recently pub­ lished an editorial which bears repeating. Here are portions: "No one has to be an expert on foreign affairs to realize that the present trend in U.S. foreign policy is moving steadily to­ ward a philosophy of letting each nation stand on its own feet. This means working toward competitive equality in international trade and commerce—something that has been lacking so far as the U.S. is concerned. "A highly important area in this respect has had to do with the merhcant marine. After years of effort . . . this country has undertaken a program of shipbuilding that in 10 years should give the U.S. one of the finest merchant fleet in the world—a fleet of high-technology ships, that, if given a fair opportimity, can compete with all comers in foreign trade. "However, the question has arisen on whether cargoes will be available for these ships. "Many nations have enacted laws that require a given percentage of their com­ mercial trade to move in their own flag ships. Others have decrees, taxes, customs, duties, etc. that achieve the same effect. The net result of this overt and covert discrimina­ tion against American cargo vessels is that today American ships carry by volume only two percent of total U.S. commercial ex­ ports. "An expanded U.S.-fiag merchant fleet, along with cargoes for its ships; is one of the first requisites of recognizing the inter­ national realities of the 1970's." The thou^t of expensive doctor's bills halted our ao tions at first, until we requested information about the hospifal. My husband was immediately admitted and he received me proper care. Had he gone to another - hr^pital, he probably woidd have had to wait for a bed and then I would have had to go to work to support our family during his convalescence. (We have three small children were S?iT f motional recovery as wfj ?]feny o£ 'the pat^r&'hf UM the sea and they aJl shs - m. f within dur"meam. At any other'1^ I^Jbeeji forced to pay a hri^r r This fact made his homecommg moto pel^ant. Haddi riO hotle PHS hospital, my husband might not have to the extensive and vitar treatment and ho-spital ft^ .care because of the sacrifice our family would have had to p;,make. But, the federally-flnaneed PHS hospital was theri''* •, c^e tor hku. y l^', ; We both tod that since we pay taxes, these hospfip • and clinics are but one way tlie citizens are repaid. P I would be ^diaaster to thotisands of people are allowed 3« fW® mvnf /"m'ntM)'iYTTl Volum* XXXiy. Mo. 5 May, 1972 •BArAB—BilLOO Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Executive Board Paul Hall, President Gal Tanner, Executive Vice-President Earl Shepard, Vice-President Joe DIGiorglo, Secretary-Treasurer LIndsey Wliiiams, Vice-President Ai Tanner, Vice-President Robert Matthews, Vice-President Published monthly at '810 Rhode Island Avenue N.E., Wash­ ington, D.C. 20018 by Seafarers international Union, Atlantic, Gulf, Lakes and inland Waters District, AFL-CIO 675 Fourth Avenue, Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Washington, D.C. !! . n A - �Labors Help Sought In Alcoholism Battle Sen. Harold E. Hughes (D-Iowa) • has called for increased union participation in company alcoholism-pre­ vention programs. Imported Oil Carriage MEBA Asks At Least 50% On U.S. Ships The Marine Engineers Beneficial Assn. (MEBA) called for immediate . legislation requiring that at least 50 percent of U.S. oil imports be carried • to this country's ports in ships under U.S. flag. MEBA, the 97-year-old organization which represents licensed . marine engineers, issued the state­ ment to rebuild and strengthen the > American merchant marine at its 91st convention in Bal Harbour, Fla. "It is unthinkable that this country • can permit further deterioration of its once great merchant marine," said • organization ofiicials. The statement continued: "Our country has the eco­ nomic resources, the technology, and , the skills and manpower to rebuild a , merchant marine which will bring fair , returns to its managers and investors." The union voiced "deep concern" J,- for the "steady decline" of the U.S. merchant fleet and said that all govern­ ment-financed cargoes should^ be car-^ • . lied in American-flag ships, provided - ^ thatfreight rates are equal to those - ^ charged by foreign ships. In connection with foreign imports ' policy, the delegates endorsed the B irke-Hartke Foreign Trade and In­ vestment Act of 1972 which adds V measures to regulate imports and place "much needed" controls on multina' tional corporations. The convention strongly voted its opposition to compulsory arbitration ' proposals which would effect various branches of the transportation indus­ try and destroy collective bargaining. "Many of the programs thus far have been operated by management with imion support but only limited, if any union participation," Hughes told the annual AFL-CIO National Conference on Community Services here. "As I see it, the optimum blue­ print for success is one that provides for full participation and joint control by labor and management." An admitted recovered alcoholic, Hughes asked labor and management for a joint effort to: • eliminate existing alcoholism: related exclusions and limitations that unfairly restrict employee health and income benefits; • provide comprehensive insurancebenefit protection for all aspects of physical or mental illness, including those relating to alcoholism; • remove unfair exclusions of alco­ holics from hospitals and other com­ munity-health facilities; • improve community alcoholismcontrol programs. Earlier, Dr. Morris E. Chafetz, di­ rector of the National Institute on Alcohol Abuse and Alcoholism, told i the 500 conference delegates that "re­ cent findings show that management ' is generally unaware of, or at least unconvinced, that five percent or mOre of their employees may be in trouble with alcohol." Chafetz said that management must fully realize its responsibility to labor the job as well as on "before vfe will have effective programs capable of reducing alcohol abuse in industry." The four-day conference was high­ lighted by a review of price and rent controls led by Sen. William Proxmire (D-Wisc.), Leaders of local AFL-CIO price-monitoring watch-dog units across the country attended the ses­ sions, later engaging in workshop dis­ cussions. Also on the agenda was the Philip Murray-William Green Award dinner in honor of A. Philip Randolph, Presi­ dent-Emeritus of the Brotherhood of Sleeping Car Porters. No-Fault Car Insurance Lowers Consumers' Costs The insurance plan went into effect in that state Jan. 1, 1971. It provides out of court settle­ ments for liability claims up to $2,000 without regard to blame in the accident. It requires a motorist's own insurer to pay a claim of less than $2,000 and prohibits suits for "pain and suffering" unless medical ex­ penses exceed $500. The "nofault" concept was extended to property damage in the 1971 legislature but the rate struc­ ture is not yet established. Meanwhile, in Washington, D.C., hearings have been com­ pleted on the legislation in both the House and Senate. Action is expected to be taken in the second session of the 92nd Congress. Organized labor's campaign for national legislation provid­ ing for "no-fault" auto insur­ ance has received a major boost in Massachusetts. State officials have ordered a 27.6 percent reduction in the premium costs now and another 27.6 percent cut in one year. The industry was ordered to make cuts in_ premium costs for compulsory bodily injury auto insurance because of what Massachusetts officials term excess profits earned during 1971. Savings' under the law have proven greater than anticipated and Coy. Francis W. Sargent said, "We're going to try to get those excess charges back for motorists in the form of premi­ um credits." Unfair to Labor i - DO DDI BUV!! BARBER EQUIPMENT— Wahl Clipper Corp., pro­ ducers of home barber sets. (Int'l. Assoc. of Machinists and Aerospace Workers) CIGARETTES—R. J. Reyn­ olds Tobacco Co.—Camels, Winston, Salem, Tempo, Brandon, Doral, and Cava­ lier. (Tobacco Workers Un­ ion) CLOTHING—-Reidbord Bros., Co., Siegal (H. I. S. brand) suits and sports jackets, Kaynee boyswear, Riclunond Brothers men's clothing, Sewell suits. Wing shirts, Met­ ro Pants Co., and Diplomat Pajamas by Fortex Mfg. Co. (Amalgamated Clothing, Judy Bond Blouses—(Inter­ national Ladies Garment Workers Union) CONTACT LENSES AND OPTICAL FRAME S—DalTex Optical Co. Dal-Tex owns a firm known as Terminal-Hudson. They op­ erate stores or dispense to consumers through Missouri State Optical Co.; Goldblatt Optical Services; King Op­ tical; Douglas Optical, and Mesa Optical; Lee Optical Co.; and Capitol Opticd Co. COSMETICS—Shulton, Inc. (Old Spice, Nina Ricci, Desert Flower, Friendship Garden, Escapade, Vive le Bain, Man-Power, Burley, Corn Silk and Jacqueline Cochran). (Glass Bottle Blowers Association) DINNERWARE—M e t a 1 o x Manufacturing Co. (Int'l. Brotherhood of Pottery and Allied Workers) FILTERS, HUMIDIFIERS— Research Products Corp. (Int'l. Assoc. of Machinists and Aerospace Workers) FURNITURE—^James Sterling Corp., White Furniture Co., Brown Furniture Co., (Unit­ ed Furniture Workers) MEAT PRODUCTS—Poultry Packers, Inc. (Blue Star label products). (Amalga­ mated Meat Cutters and Butcher Workmen) Holly Farms Poultry Indus­ tries, Inc.; Blue Star Label products (Amalgamated Meat Cutters and Butcher Workmen) • .J. rcil'S'tvVr-- •: M PRINTING—^Kingsport Press "World Book," "Childcraft." (Printing Pressmen, Typog­ raphers, Bookbinders, Ma­ chinist, Stereotypers, and Electrotypers) NEWSPAPERS—Los Angeles Herald-Examiner. (10 unions involved covering 2,000 workers)' Britannica Junior Encyclo­ pedia (Int'l. Allied Printing Trades Assn.) RANGES—Magic C h e f. Pan Pacific Division. (Stove, Fur­ nace and Allied Appliance Workers) r-i-l •i. . • •' I5 J - •' SHOES—Genesco Shoe Mfg. Co—work shoes; Sentry, Cedar Chest and Statler, men's shoes; Jarman, John­ son & Murphy, Crestworth (Boot and Shoe Workers) SPECIAL—All West Virginia camping and vacation spots, (Laborers) I TOYS—^Fisher-Price toys (Doll & Toy Workers Union) temal Revenue Service, which en­ forces the Pay Board decisions, to for­ bid LTV's proposed increase in the scabs' wages. "If the government stalls in acting against LTV, then it is saying in ef­ fect that certain wage increases are excessive and inflationary if negoti­ ated across the bargaining table but are permissible if put into effect by a company to fight a strike," said Ken Worley, director of UAW's Region 5 which includes the Texas area. ^ Page 11 May 1972 r LIQUORS—Stitzel-Weller Dis­ tilleries products—Old Fitz­ gerald, Cabin Still, Old Elk, W. L. Weller. (Distillery Workers) UAW Challenging Pay Raise Granted Texas Firnt Scabs The United Automobile Workers is challenging a 17 percent pay raise to 87 scabs of the LTV Electrosystems of Greenvile, Tex., in an effort by that company to break a strike of UAW Local 967. "For its own self-serving ends, LTV instituted a huge wage increase in fighting its own workers and their legitimate and legal strike," said UAW President Leonard Woodcock. The UAW has called on the In- ... L ' i i-'JI �• r "- " , • • :( Carrier Dove Again Bound for India The most recent voyage of the SlU-contracted freightship Carrier Dove (Waterman) was a four-month trip that took her to pmts ~^n the Persian Gulf, Red Sea and India. Built in 1944 in the pmf San Frandsco, the 8,027-ton ship is 491 feet long. She dropped anchor in the port of Baymme, New Jersey to take on a new cargo bound fmr India, and she won't be back in the port of New Yoik again until August In the photo at rig^t, J. Warfidd, chief cook Oefl) and Mi Mayor, night cook and baker go about chores in the galley aboard the Carrier Dove. Ship to<d( on plenty of fresh stores for outboard voyage. And in the photo below, SIU Representa^ tive Teddy Babkowski (seated, center) sits in on a decisitm between Carrier Dove crewmembers. Topics of conversation included the SIU contract and SIU's political activity in Wash­ ington. Messman A. J^laneslv gnd al^le seaman J, B. Cienton are looking forward to :.i.-v.;.y i/.J- Page 12 T^e Carrier Dove's third cook, V. Ferguson, not only helpi turn out fine meals i �Charleston crewmembers, wearing life jackets, await order to begin lifeboat drill by releasing brake mechanism on gravity davit which will lower boat to boarding level. A cool head in an emergency, especially an un­ expected-. emergency at sea, can save not only one man's'life, but the lives of an entire crew, Today's Seafarem, more than eVer before, are better prepared to handle emergencies at sea. This preparednMS is in large part due to the SIU's Life­ boat Training Program, conducted by the union's Harry Limdeberg School at Piney Point, Md. This vitally important program as enabled countless Seafarers, veterans and first trippers alike, to secure their lifeboat endorsements following passage of a Coast Guard conducted examination. In addition, in order to maintain Seafarers' life­ boat skills at razor-sharp perfection, every SIUmanned lifeboat drill a minimum of once every seven days. Crewmembers aboard the containership.CAar/eston (Sea-Land), conducted one such driU in Port Newark Channel last month. Their lifeboard was lowered and in mid channel within three minutes. The coxswain's order Is "Stand by to give way, give way tojgether," and the Charleston's lifeboat moves out into open water to complete the emer­ gency drill. |v i '^1 Lifeboat is in proper boarding position as last man prepares to join shipmates before coxswain (standing, extreme right) gives order to lower away. Lifeboat angles away from alongside of the Charleston after oars were placed in upright position by crewmembers. Page 13 �Domestic Shipping Conference Suggests Industry Reforms (Continued from Page 3) She decried the current state of the merchant marine in both its overseas and domestic branches. She pointed to the Great Lakes fleet as a particularly sore point, but one that is getting government as­ sistance now. Labor's Share She said she believed that to lift the domestic industry out of its doldrums, it ought to have the same consideration,, in construction aid as is presently given the deep sea portion of the industry. McKay, representing the AFL-CIO Maritime Trades Department, with which the SIU is aflSliated, told those attending that "labor expects its fair share" of the new wealth in domestic shipping and its cooperation with in­ dustry portends. He indicated that labor would ex­ pect industrial help in organizing the large segment of the inland shipping industry that it currently not imionized. McKay, if we are to protect our­ selves against those who would build barriers against our futures, we will have to do it as a team." He said that time had come, "to end old prejudices and hates of the past in the interest of moving our in­ dustry forward." Labor is helping to put an end to those practices, McKay said, by work­ ing in close asociation with manage­ ment and government in the National Maritime Council and elsewhere. He deemed that kind of cooperation a success, saying, "we see a new op­ timism in our labor-management-govemment campaign to bring vital cargo to the American flag fleet." That same kind of effort can help build a better domestic flet as well, he asserted. An industry leader, George M. Steinbrenner of American Shipbuild­ ing Co., agreed that unity would be needed. He pointed to the Merchant Marine Act of 1970 as an example of "what can be accomplished for an industry through labor's willingness to work for its betterment." Delegates will reassemble June 8 to hear the Maritime Administration report on the panel recommendations. Constitutional Committee Makes Recommendations (Continued from Page 4) strike. The proposed amendment so provides, and we approve the same. 5) One of the qualifications for nomination to office in our District is that the candidate has at least one hundred (100) days of seatime between January 1st and the time of nomination in the election year. Such qualification, although easy to meet for one of our members sailing deep sea, is quite difficult for a Great Lakes member, since the Great Lakes are iced in from January through early April. Accordingly, the pro­ posed amendment requires that a candidate who sails solely on the Great Lakes need have only sixty-five (65) days of seatime. As previously stated, there are other amendments proposed whcih are more technical in nature. The amendment to Article X, Section 12(a) inserts pre­ viously omitted references to "jobs" and "job holders" who are delegates to the Seafarers Intemationl Union of North America Convention; the amendment to Article XI updates the next election year from 1971 to 1975; the amendment to Article XXIV changes the date of the last time our Constitution was amended from August 1968 to December 1971. These amendments constitute part of the merger agreement, the whole of which, with the propositions constituting the amendments of our present Constitu­ tion, shall be available for our membership at Head­ quarters and Ports no later than May 27, 1972. We earnestly suggest that all of our members read the full text thereof to become familiar with all of its terms and provisions. We believe that our membership, based upon all the facts, will approve the merger agreement and the Constitutional amendments, and we recom­ mend such approval. Your committee recommends that in connection with the ballot to be used by the membership in the vote on your Committee's recommendations, in accordance with the merger agreement, there be one proposition to be voted YES or NO, reading as follows: Shall the merger agreement between Atlantic, Gulf, Lakes and Inland Waters District and Great Lakes District, including the proposed constitutional amendments, be approved? YES • NO • If this Constitutional Committee's report and rec­ ommendation is concurred in by the membership at the May 1972 membership meetings, it is recommended, as provided in the merger agreement, that the ballot on the above proposition be held by referendum vote in accordance with Article XII, Sections 3, 4 and 7 of our Constitution, subject however to the following: The election shall be held commencing at all ports on June 1, 1972 and ending at midnight on June 30, 1972. The Committee further recommends that the Royal National Bank 1212 Avenue of the Americas, New York, New York shall be the depository of all ballots. In accordance with Article XXV of our Constitution, the Unio3 Tallying Committee shall consist of six (6) full book memters, two (2) from each of the three (3) departments of the Union, elected from Headquarters Port at the regular meeting to be held there on July 3, 1972 and shall begin their duties on July 5, 1972. Requests for absentee ballots must be postmarked no later than 12:(X) Midnight on June 15, 1972 and must be delivered to the Secretary-Treasurer at Hearquarters no later than June 22, 1972. Absentee ballots shall be mailed by the Secretary-Treasurer no later than June 23, 1972. All ballots to be counted must be received by the depository no later than July 5, 1972 and must be postmarked no later than Midnight, June 30, 1972. The Committee finally recommends, in accordance with the merger agreement, that this report and rec­ ommendations be read at Headquarters and all branches at the regular May 1972 Meetings for the purpose of , acting on this report and recommendation in accordance with Article XXV of our Constitution. Dated: April 14, 1972 John S. Sweeney (S-1147) Edward A. Parr (P-1) J. Prochownik (P-162) Walter A. Karlak (K^47) TV.itiW .A. A Otis Paschal (P-752) Warren Cassidy (C-724) Activity—^legislative and administra­ tive—at the national level can, and does, affect every Seafarer every day of his working life. For ours is a fed­ erally regulated occupation, and prog­ ress must come through the legislation passed by Congress, and a favorable action by the executive branch of gov­ ernment A| • It takes constant attention to assure continuing progress for Seafarers and for their industry. Like attention to the bills currently being considered by Congress. For instance: m • The bill to require that 50 per­ cent of U.S. oil imports be carried on American-flag vessels. • The bill that would fund con­ struction of 40 liquefied natural gas ships. • The bill that would close the Virgin Islands loophole in the Jones Act. v'ii V.J si must be pressed onjbehalf of Seafarers, such as the battle to keep the U.S. Public Health Service Hospitals open and the fight to improve the U.S. bal­ ance of trade situation. And the plain fact of the matter is that no one will do our fighting for us. We either carry the freight our­ selves, or the fight is lost These are a few of the measures in Congress that bear directly on job op­ portunities for Seafarers, and thus bear on all facets of their lives. And the Seafarers way of protecting their interests and winning the battles is through voluntary contributions to the Seafarers Political Activity Dona­ tion. ' And' there art other matters that SPAD works on the fundamental principle of labor's political action, first enunciated by Samuel Gompers, first president of the American Fed­ eration of Labtn^ - "Labor must reward its friends and defeat its enemies/' There is no substitute for the sup­ port of friends who have been tried and tested many times over on critical legislation. SPAD is bur way of giving them that support. ''l „ ' It is our way of assuring continuing legislative progress which will, in turn, insure the continuation of the profes-. , sicMial sehtnen's way of life. " % ••A • •• V'J A->•' ;Si • ^ i' ^ (j llj �Etna Elizabeth on Unique Mission The SlU-contracted Erna Elizabeth has - successfully completed the initial phase of a . first-ever experiment designed to evaluate the U.S. merchant fleet's capability to provide ' underway replenishment for U.S. Navy ships ' in operational conditions. The experiment, generated during discus­ sions between Assistant Secretary of Com­ merce for Maritime Affairs Andrew E. Gib• son and Chief of Naval Operations Adm. . Elmo R. Zumwalt and called Charger Log I, involved the refueling of U.S. and Allied ' warships in simulated combat exercises termed Operation Springboard, which were conducted in the Caribbean. During the operation the Erna Elizabeth was responsible for supplying logistical sup­ port for the combat ships, as well as partici­ pating in the "mock warfare" games. The Erna Elizabeth tests involved an evaluation of rigging procedures, fuel oil transfer rates, intership communications, speed and course stability, and safety meas­ ures. In addition to U.S. Navy vessels, ships and aircraft from the Netherlands, Germany, Britain, Brazil, Venezuela, the Dominican Republic and Colombia participated in the exercise. Favorable Reactions The first reactions upon completion of the initial phase of the program were encourag­ ing for supporters of the merchant fleet. Gib­ son drafted a letter (See Page 18) to the Master of the Erna Elizabeth praising the officers and crew for their exceptional percformance. Additional praise for the "professional seamanship" exhibited by the crew of thd vessel came from U.S. Navy and Allied ship commanders who worked with the Erna Elizabeth during the exercise. The Erna Elizabeth was chartered by the Navy Department according to Adm. John D. Chase, commander of the Navy's Military Sealift Command. The ship is owned and operated by Albatross Tanker Corp., a sub­ sidiary of Seatrain Lines, Inc. ' At the conclusion of the exercises in the Caribbean area, the Erna Elizabeth sailed to the Mediterranean where she will con­ tinue to operate with the U.S. Sixth Fleet before being releasd for normal duties with SIU crew members aboard the Erna Elizabeth secure coupling between, two hoses as the ship makes ready to pump oil to a U.S. Navy carrier, .,, the MSC>, •' . . •* ^ The SIU and other leading proponents of America's merchant marine have long sought increased merchant fleet participation in sup­ plying military needs. This experiment was designed to test the feasibility of such parti­ cipation. The results of this experiment and the favorable reactions could mean a significant gain for the U.S. merchant fleet and those who man her ships. If the Navy begins to rely more heavily on merchant ships to pro­ vide logistical support in the absence of its own support ships, it will mean more U.S.flag vessels in operation and, in turn, more Seafarers sailing. Crew members and officers aboard the Erna Elizabeth check hose/pipe coupling before pro­ ceeding to replenish the Franklin D. Roosevelt Page 15 �.Providing At-Sea Logistical Si /ft.,..- .-../v-"' X^"""®'" "' •; ' •'•' -a;/j si^-£ ;, ' • ""*' ^. ' _ *j t '•^V?^J '<r*^ '*^' •r,. iU' -v: ^^>.r^-^' r.» A photo taken from the deck of the Navy refueling operations between her and .t^' I f-V ^ H-.hM:M -'• -«' jj/ /fj-" 1 '^7 ^'r Is ^ ^ L * • Afrrtegl^ ~ 'WSBB^M ?™BW| .///V ' ' • - .-'1 ' .;"31 -• '-Vl ..-:^>vl As the Erna Elizabeth makes to come alongside a navy vessel for refueling operations, crew, members break out the hoses which will be used to pump oil from the SlUcontracted ship to a waiting, 'thirsty' Navy ship. This close-up shot of refueling operatic ship Erna Elizabeth won the praise ofj �ipport for U.S. Navy Operations. . . . h v.* ,barrier, USS Franklin D. Roosevelt, gives a look-range view of the he Erna Elizabeth during the Navy's Atlantic operations. In ad- dition to the U.S. Navy, the Erna Elizabeth also worked in conjunction with ships from the British, Dutch and German navies. )0S v«as deck of a Navy ship. The merchant cpnduct^ t^t^^^ of utilizing the U.S. merchant fleet to provide logistical support for the Navy and civilian personnel during this first-ever experiment Navy in operational conditions. Page 17 �And Earning a Deserved 'Well Done The first part of the Ema Elizabeth's mission is over. The role she played in replenishing U.S. and Allied naval ships during operations in the Atlantic was an experimental and important one. Words of praise were lavished upon the ship, its officem and crew. The com­ manders of U.S. Navy vessels and Allied vessels that had the opportunity to work with the Ema Elizabeth all said that she fulfilled her function well, exhibiting the jst traditions of professional seamanship The ship is now in the Mediterranean providing logistical support for ships of the U.S. Navy's Sixth Fleet. Upon completion of these tasks she will resume normal operations under charter to the Military Sealift Conunand. The performance of her crew during the initial phase of these operations has drawn letters of praise from among others. Assistant Secretary of Commerce for Maritime Affairs Andrew E. Gibson and the ship's Master, Capt. Harold G. Van Leuven. Gibson's original letter is reprinted below. Capt. VM Leuven's letter, addressed to SIU Headquarteis," was^rdhSS*!a content anJione to the one re­ printed here. March 24, 1972 Captain Harold G. Ym Leuven Master SS Ema Elizabeth Dear Captain Van Leuven, I have watched with keen interest as the SS Ema Bhzabeth has demonstrated the superior resources and skills of the Ameri­ can merchant marine during the imderway refueling of Naval ships in the course of Project Charger Log 1. This project was designed to test the hypothesis that a mer­ chant tanker with no prior training or experience could effec­ tively refuel Naval ships at sea. The voyage of the SS Ema Elizabeth has clearly proven the validity of that hypothesis and has also shown the skills of our merchant crews to. be of the cali­ ber needed to do the job in a highly professional manner. The praise heard from the Commanding Officers of many of the American and Alhed naval vessels which you refueled expresses the great value given your efforts by the Naval forces. >^en he sent his maritime program to the Congress in 1969, President Nixon stated that it was a program of "opportunity and challenge.'* The voyage of the SS Ema Elizabeth was both an "opportunity and challenge;" she took the "opportunity" and met the "challenge." My congratulations and thanks to you, your officers and your crewmembers on the completion of this most significant test. Sincerely, A. E. GIBSON Assistant Secretary for Maritime Afhurs V" • • 'a:" .';r" -1':- :ti.Iv'i • y •* • v-i ' v'rlT ' f-l : • ..'I r ' ^ 11:®® •. ''J, SS Ema Elizabeth Marrh 9, 1972 1; • ^ 1 - ''"•'-"••"J-"''' Dear Sir, r r .V, " • -• - Our refueling at sea with the U.S. Navy has, in my opinion, been a great success. We have accompUshed almost every type of refueling and have been able to give what has been asked of us. The crew has been exceptional and has worked hard at prov­ ing this project feasible and at making it a success. You can be proud of your men as I am. From all reports, the ships we have operated with have been sending nothing but good reports of out­ standing performance by the Ema Elizabeth. I want to thank you and to thank the crew of the Ema Elizabeth for doing a welldone job. If the results of this operation are what is needed to promote the prospect of more merchant ships being used to supply the Navy, then the men here have more than proven what can be done with so Httle to work with and in a very short time. The first half of our project is over with and we are on our way to the Mediterranean and the second half. I see no reason why this part will not be as successful and add more prestige to the merchant marine and the SIU crew members. Once again let me express my thanks to my crew for working with me and doing such a good job. Sincerely yoms, Harold G. Van Leuven Master Page 18 Seafarers Log i �State Education Official Visits HLS The educational programs of the Harry Lundeberg School won the praise of a top official of the Maryland State Department of Education who in­ spected the school's facilities recently. Warren Smeltzer, Assistant Director of Voca­ tional and Trchnical^ucation for the State Depart­ ment of Education, made a special trip from Balti­ more "to see this school that I had heard so much about." Accompanying him on the tour were Dr. Robert E. King, Superintendent of Schools for St. Mary's County, and Will Dorman, Supervisor of Vocational Education for the county. During their visit, they met and talked with Hazel Brown, HLS director of education, who personally conducted the visitors on their tour. They also met with the school's academic teachers, vocational in­ structors and other staff members, and they had an opportunity to talk with a number of the young men in training. While he was visiting the school, Smeltzer watched as Coast Guard examiners from Baltimore were administering lifeboat examinations to a class of 20 trainees, and he expressed admiration for the manner in which the trainees launched and handled the lifeboats. Smeltzer also witnessed the various "leaming-bydoing" techniques used in the Lundeberg School's vocational program, and had the programs explained to him by vocational instructors Bernard Kasmierski, a veteran able seaman and Bosun; Victor Ard and Garrett Qark, deck instructors; and Hans Spiegel, a chief cook and steward with more than 21 years experience at sea. Smeltzer said he was particularly impressed with the practical aspects of the Lunde^rg School's vo­ cational program, and with the competence of the SIU instructors. In the photo below, from left ib right; .Ace^Aslick,* HLS vocational instructor, explains to Smeltzer, Dr. King and Mr. Dorman the school's unique aca­ demic-vocational program. Looking on at the rig^it is Miss Hazel Brown, HLS academic director. In the photo at the right. Dr. King and Doorman inspect the handiwork of HLS trainee Charles Meeks during their tour of the facilities. A $25 Savings Bond New Arrivals Share in Seafarers' Benefits Plan m" Donald Franks, born Mar. 22, 1971, to Seafarer and Mrs. Larry J. Franks, Savannah, Tenn. Kevin McGowan, bom Nov. 3, 1971, to Seafarer and Mrs. Blanton L. McGowan, McCool, Miss. James Hagner, born Sept. 25, 1971, to eSafarer and Mrs. James F. Hagner, Staten Island, N.Y. Soledad Armada, bom Mar. 12, 1972, to Seafarer and Mrs. Alfonso A. Armada, Baltimore, Md. Eric Robinson, born Mar. 4, 1972, to Seafarer and Mrs. Richard O. Robinson, Chesapeake, Va. Felix Carrion, bom Mar. 27, 1972, to Seafarer and Mrs. Samuel Carrion, Rio Piedras, P.R. Michael Johnson, bom Oct. 10, 1971, to Seafarer and Mrs. Mickal Johnson, New Orleans, La. Melisha Delaune, born Jan. 3, 1972, to Seafarer and Mrs. Larry A. Delaime, Avondale, La. Anna Hllhura, born Dec. 15, 1971, to Seafarer and Mrs. Daniel A. Hilburn, Gulf Shores, Ala. Catrina Holland, born Sept. 2, 1971, to Seafarer and Mrs. William M. Hol­ land, Maco, Tex. Jessie Jordan, bom Mar. 8, 1972, to Seafarer and Mrs. John E. Jordan, Seafarer and Mrs. E. Cuenca and their two-month old daughter Marina re­ cently paid a visit to SIU headquarters in New York. Child received a $25 U.S. Savings Bond from the SIU. 1972 Plateau, Ala. Michelle Vincent, bom Jan. 1, 1972, to Seafarer and Mrs. Whitney Vincent, Jr., New Orleans, La. Joseph Ferras, bom Feb. 11, 1972, to Seafarer and Mrs. Daniel Ferras, New Orleans, La. Lydia Ortiz, born Feb. 12, 1972, to Seafarer and Mrs. Raul G. Ortiz, Galveston, Tex. Anthony Miles, bom Mar. 11, 1972, to Seafarer and Mrs. Charles J. Miles, Bronx, N.Y. MSnerva Torres, bom Jan. 30, 1972, to Seafarer and Mrs. Jose J. Torres, Hitchcock, Tex. Joan Fontaine, bom Mar. 30, 1972, to Seafarer and Mrs. Arthur J. Fon­ taine, Providence, R.I. William Hudson, bom Feb. 19, 1972, to Seafarer and Mrs. William M. Hud­ son, Mobile, Ala. Stacy Hood, bom Feb. 9, 1972, to Seafarer and Mrs. Charles H. Hood, Jr., Memphis, Tenn. Meredith Senn, bom Feb. 17, 1972, to Seafarer and Mrs. Donald Senn, Jr., Elberta, Mich. Christopher Gihhs, bom Feb. 14, 1972, to Seafarer and Mrs. Leslie W. Gibbs, Galveston, Tex. Seafarer and Mrs. Ralph Stahl are shown with their son Ralph Stahl III after child received a $25 U.S. Savings Bond from the SIU in the Port of Toledo. Tiny tot catches forty winks. Pag» 19 �?• • <s SlU Ships Committees A Seafarer's work is unique in that work. Everyone agrees that it has had established within the SIU—^the prinknows that he can speak up freely and he is separated for long periods of a unique and outstanding success. ciple of democracy, without hesitation and bring up any time from what happens on shore For The operation of the ship's commitWhen the meeting is called each matter important to his union, his any Union organization to function tee is in line with the firm principle ^ Sunday aboard ship every Seafarer ship and his job. •""Ufifeiively it iS''importaiii that thet^"**^ His right to speak out is one of the be constant communications between rights which the ship's committee pro­ Union headquarters and the members tects for every member of the un­ at sea and ashore. licensed crew. There are many methods of comThere are six members of the mimications when the membership is ship's committee-r-chairman, secre­ ashore, but the bulk of our members tary-reporter, education director and must be away at sea to earn their three delegates, one from each of the living. three departments aboard ship. Since very important things hap­ The chairman calls and directs the pen on shore, it is vital that there be meeting. The secretary-treasurer is re­ ships' committees to act as a bridge sponsible for all of the committee's from vessel to shore. correspondence with union head­ No matter how long the voyage or quarters amd must keep the minutes how far away the vessel may sail, the of the meeting and report actions tak­ ship's committee provides the solid en tp headquarters. bridge of communication that keeps education director is in charge working Seafarers constantly aware of of ^ mamtaining and distrilmting v all vital issues. ' .pubiicationsi films and mecbanical To strengthen this bridge of com­ equipment to Seafarers wishing to munication from ship to shore is the . shidy upgrading, safety, headth and goal of the ship's committee. That is sanitation. ' • why each ship's member who is on The department delegates, elected the committee does his job with the by members of the deck, engine and knowledge that he is helping not only steward departments, represent their TRANSINDIANA (Hudson Waterways)—^The Transindiana has just returned his Union and his fellow Seafarer but men on the committee and contribute from Puerto Rico. From left around recreatlbn room table are; J. Fandll, also himself. heavily to its decisions. steward delegate; R. Prater, engine delegate; A. Hanstvedt, ship's chairihan; The ship's committee has been in AU these men are part of that S. Zielewski, educational director; E. Heimila,^ deck defe^te, and K. Hatgir operation long enough to gauge its misios, secretary-reporter. ^ bridge between ship and shore. ii , PHILADELPHIA (Sea-Land)—From left are members of ship's committee: H. Filder, secretary-reporter; E. Kanim, deck delegate; B. Speegles, engine delegate, E. Walker, educational director, and T. Trainor, ship's chairman. STEEL ADMIRAL (Isthmian)—Members of ship's committee from left are: K. Amat, ship's chairman; N. Zervos, deck delegate; E. Avecilla, !secretaryreporter, and D. Bronstein, steward delegate. t| �'i^ ••".* '• •r;;K.''>^'^-r.v''.' " -t-'f' "' • . •;,. 1 .'ViVV'''''- i- -• • I ' I l| I' !• , > .,. I'l' •v.. !'. -V |v.»- V . V- >' OVERSEAS VIVIAN (Maritime Overseas)—Ship's committee from left are: J. Rivera, steward delegate; B. Tyarbrough, deck delegate; F. Mitchell, educa­ tional director; B. Brewer, engine delegate; M. Masanueva, ship's chairman, and W. Oliver, secretary-reporter. NEWARK (Sea-Land)—^Assigned to the Puerto Rican run, the Newark made a stop in Port Elizabeth, NJ. From left, seated are: 0. Dammeyer, ship's chairman; R. Hinojosa, engine delegate; B. Feleciano, deck delegate. Stand­ ing are, V. Silva (right), steward delegate and J. Utz, secretary-reporter. ' I I i - CARRIER DOVE (Waterman)-^Preparing to leave for India aboard the Carrier Dove are, from left: D. Ransome, ship's-chairman; S. Wright, secretary-re- I'' ^ /. porter; R. Carroll, engine delegate; F. Grant, deck delegate; J. Dodd, steward delegate; J. Dodd, steward delegate, and 0. Guerrero, educational director. Ships Meetings r.c May 1972 OVERSEAS ULLA (Maritime), Mar. 5Chairman G. Harding; Secretary J. Doyle. $29 in ship's fund. Some disputed OX in each department V COLUBMIA (United States Steel), Feb. 13—Chairman C. lannoli; Secretary M. S. Sospina; Deck Delegate J. S. Rogers; En­ gine Delegate W. B. Addison; Steward Delegate C. W. Hall. Everything is running smoothly with no beefs. Vote of thanks was extended to the steward department for a job well done. DETROIT (Sea-Land), Mar. 12—ChaiUman Felix Aponte; Secretary V. Perez; Deck Delegates J. JcLaughlin; Engine Delegate James T. Cochran; Steward Dele­ gate G. H. Hiers. Some disputed OT in deck department. Vote of thanks to the steward department for a job well done. SPITFIRE (American Bulk Carriers), rrrrr Jan. 30—Chairman Walter Buttertcm; Sec­ retary Marvin Deloatch; Deck Delegate Gerald Edwards; Engine Delegate Lester Carver; Steward Delegate William E. Grimes. Everything is running smoothly. Vote of thanks to the steward department for a job well done. ACHILLES (Newport Tankers), Feb. 29 Chairman W. Mitchell; Secretary W. Goff. Disputed OT in Deck and Engine Depart­ ments. Safety meeting held on February 22, 1972. SEATRAIN FLORIDA (Hudson Water­ ways), Feb. 13—Chairman B. R. Scott; Secretary P. S. Holt; Deck Delegate N. Williams; Engine Delegate George E. Zukos; Steward Delegate J. E. Ward. Cap­ tain is very pleased with the conduct of the crew in all foreign ports. $9 in ship's I Uift'.'l fund. Some disputed OT in deck depart­ ment. SAN FRANCISCO (Sea-Land), Feb. 19—Chairman M. Woods; Secretary H. Galicki. $80 in movie fund. Few hours dis­ puted OT in engine department. CONNECTICUT (Ogden Marine). Jan. 31—Chairman Carl Linebery; Secretap^ Ed Kaznowsky. Few hours disputed OT in deck department to be settled at payoff. Discussion held regarding no launch serv­ ice in New Haven, Connecticut. ANCHORAGE (Sea-Land), Mar. 5— Chairman B. Gillain; Secretary R. Spencer; Deck Delegate H. A. Bjerring; Engine Dele­ gate Sol Vecchione; Steward Delegate Armando Frissora. $30 in ship's fund. Some disputed OT in each department. Vote of thanks to the steward department for a job well done. l.'->• • . I , -. Rage 21 1 �> Digest of SiU t^,. V YELLOWSTONE (Ogden Marine), Jan. 16—Chairman Danny Merrill; Secretary George W. Luke; Deck Delegate Joe Cave; Engine Delegate Joe Scaramutz; Steward Delegate William Gonzalez. $15 in ship's fund. Few hours disputed OT in deck and engine departments. SPITFIRE (American Bulk Carriers), Jan. 26—Chairman Walter Butterton; Secretary Marvin Deloatch; Deck Delegate G. L. Edwards; Engine Delegate Lester J. Carver. No beefs were reported. Vote of thanks to the steward department for a job weU done. SEATRAIN DELAWARE (Hudson Waterways), Jan. 9—Chairman Walter Nash; Secretary C. DeJesus. No beefs and no disputed OT. Vote of thanks to the steward department for a job well done. MONTFELIER VICTORY (Victory Car­ riers), January 30—Chairman Carl C. Olesen; Secretary R. DeBoissiere; Deck Dele­ gate William J. Thompson; Engine Delegate Edward Terrazzi; Steward Delegate Thom­ as E. Harris. Disputed OT in deck and engine departments. Vote of thanks was extended tb all departments for a job well done. CHICAGO (Sea-Land), Jan. 31—Chair­ man Dan Butts; Secretary J. M. Davis. $112 in ship's fund. No beefs were reported. WESTERN CLIPPER (Western Agency), Jan. 9—Chairman H. Libby; Secretary J. T. Myers. $42 in ship's fund. Some dis­ puted OT in deck and steward departmmts. New repair list to be made up. YELLOWSTONE (Ogden Marine), Feb. 27—Chairman Danny Merrill; Se<^tary George William Luke; Deck Delegate Drew H. Dowd; Engine Delegate Claude D. Berry; Steward Delegate J. A. Naylar. $15.15 in ship's fund. Everything is run­ ning smoothly with no beefs and no dis­ puted OT. SL 181 (Sea-Land), Feb. 27—Chairman John Davies; Secretary G. Walter, Deck Delegate Fred Jensen; Engine Delegate M.F. Lopez; Steward Delegate Stonewall Jackson. $15 in ship's fund. No beefs. Everything is miming smoothly. ERNA ELIZABETH (Albatross Tank­ ers), Feb. 27—Chairman L. R. Smith; Sec­ retary P. L. Shauger; Deck Delegate A. W. Mann; Engine Delegate W. L. Smith; Steward Delegate Walter Cutter. Some dis­ puted OT in engine department. Vote of thanks was extended to the steward depart­ ment for a job well done. OGDEN WABASH (Ogden Marine), Feb. 10—Chairman Walter W. LeClair, Secretary F. Mitchell; I^k Delegate Charles W. Marshall; Steward Delegate H. G. Cracknell. $32 in ship's fund. Few hours dbputed OT in deck department. TRANSINDIANA (Hudson Waterways), Mar. 19—Chairman A. Rivera; Secretary W. Datzko. No beefs were reported. Vote of thanks was extended to the steward de­ partment for a job well done. THETIS (Rye Marine), Mar. 12—Chair­ man J. Northcutt; Secretary S. J. Davis. $20 in ship's fund. No beefs were reported. Everything is nmning smoothly. Vote of thanks to the steward department for a job well dcme. ^ PITTSBURGH (Sea-Land), Feb. 6— Chairman A1 Oromaner, Secretary S. Mc­ Donald; Deck Delegate W. Kmszewski; Engine Delegate J. Sanchez; Steward Dele­ gate H. Pressley. $58 in ship's fund. Some disputed OT in deck department. COMMANDER (Marine), Mar. 1— Chairman A. Hovde; Secretary A. Morales. No beefs were reported. Vote of thanks was extended to the steward department for a job well done. TRANSIDAHO (Hudson Waterways), Feb. 26—Chairman Frank Caspar; Secre­ tary Aussie Shrimpton. $139 in ship's fund. No beefs were reported. Good Crew on board. The steward department extended a vote of thanks to the 4-8 watch for good cooperation in cleaning messhall and pantry. Vote of thanks was also extended to the steward department for a job well done. STEEL APPRENTICE (Isthmian), Oct. 17—Chairman Karl A. Hellman; Secretary Paul-P. Lopez; Deck Delegate Charles E. Baggett; Engine Delegate Robert C. Arnold; Steward Delegate Joseph Simpson. $10 in ship's fund. No beefs were reported. Vote of thanks to the steward department for a job well done. BEAUREGARD (Sea-Land), Feb. 20— Chairman James Tanner, Secretary E. Har- Page 22 ;##, m ^ Ships iWeetings ris; Deck Delegate B. Hager, Engine Dele­ gate Richard F. Feddem; Steward Delegate John Silva. $45 in ship's fund. No beefs were reported. Vote of thanks to the steward department for a job well done. PENN CHAMPION (Pam), Oct 31— Chairman James Mann; Secretary Francis. Burley; Deck Delegate Willy Fontcna^ Engine Delegate W. Guillory; Steward Delegate Cleo Jones. Some disputed OT in each department Vote of thanks to the steward department for a job well done. AZALEA CITY (Sea-Land), Jan. 30— Chairman E. J. Jordan; Secreta^ S. Segree. Everything is nmning smoothly- with no beefs. Few hours disputed OT in deck department Vote of thanks to the steward department for a job well done. WACOSTA (Sea-Land), Feb. 4—Chair­ man D. C. Gray; Secretary K. Hayes. Some disputed OT in each department Vote of thanks was extended to the Captain for taking care of the repairs. Vote of thanks to the steward department for a job well ' ! dcMie. PITTSBURGH (Sea-Land), Feb. 6— Chairman A1 Oramaner, Secretary S. Mc­ Donald; Deck Delegate W. Kmszewski; Engine Delegate J. Sanchez; Steward Dele­ gate H. Pressl^. $58 in ship's fund. Some disputed OT in deck department OVERSEAS VIVIAN (Maritime Overseas), Feb. 8—Chairman M. Casanueva; Secretary W. E. Oliver. $15 in ship's fund. Small amount of disputed OT in deck department, otherwise everything else is okay. TRANSCOLUMBIA (Hudscm Water­ ways), Feb. 13—Chairman H. Braunstein; Secretary F. Hall. $12 in ship's fund. Some disputed OT in deck department and some minor beefs in engine department Vote of thanks to the steward department for a job well done. JEFFERSON CITY VICTORY (Victory Carriers), Jan. 30—Chairman Leo Gillikin; Sroretary Paul Franco; Deck Delegate Richard C. Mason; Engine Delegate James B. O'Keefe. Some disputed OT in deck department. Vote of thanks to all depart­ ments for a job well done. OVERSEAS ALASKA (Maritime Over­ seas), Mar. 6—Chairman E. W. Nicholson; Secretary John H. RatUff. No beefs were reported. Vote of thanks was extended to the sttward department for a job well done. PORTLAND (Sea-Land), Mar. 12— Chairman N. Bechlivanis; Secretary Ange M. Panagopoulos. Everything is mnning smoothly, ^me disputed OT in deck de­ partment to be taken up with boarding patrolman. STEEL EXECUTIVE asthmian), Feb. 21—Chairman None; Secretary John C. Reed; Deck Delegate C. Blake. Some dis- One Order Comin Up Messrrian J. Mattos would ask "What's Cooking," but he already knows. He's busy taking orders of food from galley to waiting crewmembers aboard the Stonewall Jackson. Vessel was outbound for Saigon and ports in the Far East. puted OT in deck department, otherwise everything is running smoothly. TRENTON (Sea-Land), Mar. 5—Chair­ man J. A. Shortell; Secretary Gus Siendelas; Deck Delegate E. Steward. $37 in ship's fund. Everything is running smoothly with no beefs. TRENTON (Sea-Land), Mar. 5—Chair­ man J. A. Shortell; Secretary Gus Siendelas; Deck. Delegate E. Steward. $37 in ship's fund. Everything is miming smoothly with no beefs. DELTA BRASIL (Delta), Feb. 27— Chairman James F. Cuimingham; Secre­ tary Thomas Liles Jr.; Deck Delegate Ali Angelo; Engine Delegate John Brolenok; Steward Delegate Joseph C. Busch. Some disputed OT in steward department JACKSONVILLE (Sea-Land), Mar. 6— Chairman V. T. Nielsen; Secretary I. Buckley; Deck Delegate D. DeJesus; Stew­ art Delegate Frank LaRosa. $11 in ship's fund. Some disputed OT in deck and en­ gine departments. i| 4 71 Seafarers' Ingenuity Gets Vessel Underway Just as the SlU-contracted Western Clipper made ready to leave Yokosuka Harbor, Japan recently, her windlass winch took an unexplained "holiday" that threatened to delay sailing because the anchor couldn't be raised. The good seamanship and ingenuity of Alex Pulies (left) and Robert Gustafson (right) saved the day when they rigged another winch with lines so that the anchor could be heaved and the ship put on its way. Captain Demie Papas (center) master of the vessel, extended a "job well done" to Pulles and Gustafson for their quick solution to the problem. Seafarers Log �The 'Sparkling' Mediterranean Is'Filthy |i r » * r U 4. • 1U To many Seafarers, bathers, visitors and residents the serene and picturesque waters of the Mediter­ ranean Sea are a familiar sight. But, their knowledge of the famous sea is only a surface evaluation, for hidden beneath the blue dwells dangerous pollutants and unimaginable filth. According to scientists who have made numerous ecological and biological studies of the area, the cradle of western civilization is dyin|. It is a grave situation for the 16 surrounding nations which are now engaged in a race against time to keep the Mediterranean alive. "The health of milli(ms will be in danger . . . the quality of life will be diminished," unless a com­ mon policy or conservation and heritage is devel­ oped by these nations, said British scientist Lord Ritchie-Calder. He expects "things will get worse" before they get better because oS increases in in­ dustrial activities and the lack of "ade%iuate services to deal with the wastes." The future of the Med focuses upon whether pro­ grams can be established to fi^t pollution and if governments will accept them, he added. Thus, the Pacem in Maribus studies were organized by the Center for the Study of Democratic Institutions. Beaches Closed Already, many sandy beaches that encircle the waterways have been closed to the public for health reasons. Animals, fish, trees and marine plant life have been the victim of poisonous pollutants that cause a continued dwindling of their species. French underseas explorer Jacques Costeau, vdio has txTen diving in this area for 25 years, said "You can hardly see a fish three inches long." He esti­ mates the vitality of the Med has declined between 30 and 50 percent in the last two decades. Swiss marine scientist Jacques Piccard predicts that within 25 years, life in the Sea will be dead un­ less society acts immediately. The abnormal or excessive growth of single plants or animals, such as algae, are encouraged by other pollutants. Algae gives off an obnoxious smell and kills other forms of life as it deoxygenates water thus producing a "sea desert." Still other forms of DDT and pesticides concentrate on similar species without harming themselves and are often passed up the food chain in increasing dosages to other species, including humans. Beneath the quiet waters of the Med are also explosive storages of some three million tons of . Max.. allied shipping that were sunk during World War II. Live ammunition, chemical weapons and bunkers full of oil from these ships rest on the bottom of the sea. The major rivers that feed into the Med continue to defile the coastal waters with the sewage of the hinterlands population. One Italian science writer claims the saturation point has been reached and, in fact exceeded, as some 70 percent of the state's coasts are now polluted. The in-flowing Atlantic waters along with Spain's Ebor, France's Rhone, Italy's Po and Egypt's Nile rivers are the main sources of replenishing the Medi­ terranean Sea. Cool continental air masses that flow across the Provencal Basin, the upper Adriatic Sea and the Aegean Sea act as lungs for the sea by pro­ viding the needed oxygen to sustain sea life in the water—^but they are competing with pollutants. The current malady of the Med is not new. Manmade pollution dates back to the copper workings of Cyprus, the iron mines of Asia Minor and the tin diggings of the Phoenicians. Today, the "roman­ tic" canals of Venice overflow with waste and garbage. As the surroimding Mediterranean nations be­ come more aware of the unfortunate ccHiditions of their sea, and as plans are implemented via informa­ tional, comprehensive conferences, then a further degeneration of this famous sea will not be allowed to exist. Page 23 �° .^'U' * W * • *" ''V; •-: • • ^ V-.,./: : > '."^V;:r& -" .t " - ,rf • >'• ;.".r^ • i. -r.- , . Simply Superstitious ? ' •'V V'; ' ..1 V"V" .' : ••X";' :.•- >.v- Page 24 ' '• •• f>c/. vl.,'-.- :•• ;«5^V.':''-' •*:•'•fw 5*. . T Ifn - ,t t - �}. '•r-' 1 ... Litde children have grown up yell­ ing such superstitions as "Step on a crack, you'll break your mother's back!" and carried these myths over into adulthood when they get chills as a black cat crosses their path, which only goes to prove that superstitions are a part of our daily life. You don't have to be the seventh son of a Sea­ farer to know the mysteries surround­ ing the sea and the perils of the deep. Many superstitions are so old that their origins have been lost but Sea­ farers treasure them just out of habit. Some legends have washed ashore and been accepted by landlubbers while others remain the private collection of the men of the sea. From the early days mariners be­ lieved the world was flat with wild sea monsters waiting at the water's edge to devour all ships which dare venture near. Man's imagination has added to the history of superstitions. While the ancient sailors were perched on top the crow's nest, the clouds and vast stretches of open sea would take control of the lookout's mind, helping him conjur up phantoms and spirits. Wherever the superstitions were in­ vented . . . they continued to make interesting reading. The Flying Dntchnuui Probably the most popular legend known to the Seafarer is the story of the Flying Dutchman, whose skipper, Capt. Barnard Fokke, cursed the Al­ mighty thereby causing his ship to sail forever. The legend tells that the cap­ tain was desperately trying to round the Cape of Good Hope with a cargo of aromatic spices from India, but torrential rains and adverse winds pre­ vented the passage. Shaking his fists at the heavens, the cantankerous captain pledged he would round the Cape if it took tUl "Judgment Day." Another account says the Flying Dutchman's cargo was bullion, and blames a murder committed aboard that closed all ports to the ship. And, still another version says the aimless wanderings of the Flying Dutchman were the fault of the master, Herr von Falkenberg. He was con­ demned to saU around the North Sea in a ship without a helm or steerman playing dice with the devil for his soul. Many an old -timer claim that "with my own eyes, mind you, I swear by the bones of Cap'n. Kidd, I've seen the Flying Dutchman,.cltdit as day!" They describe the ghostly wooden ship with all its sails aloft. Whether the crew of the Flying Dutchman is still sailing or has gone to Davy Jones' locker brings up an­ other familiar legend. Mythology has it that Davy presides over all that is evil and dwells beneath the sea. His domain is the final resting place of every ship that has sunk beneath the waves. He is also reasponsible for every soul that sails the sea. During the 17th Century, Carib­ bean natives warned sailors of a spirit known as "Davy" who would rise from the sea at night to carry away anyone foolish enough to walk the beaches. The surname "Jones" is believed to refer to Jonah, the indigestible Biblical character who spent three days in the stomach of a whale. Of course, a seaman's standard ex­ planation for the sinking of certain ships was, "After all, her name does begin with an 'S'.^' Much like the land­ lubber's warnings of Friday the 13th, so too does the letter "S" connote bad luck. In fact, in the 18th Century, mari­ time insurers hesitated to insure even cargoes put aboard vessels whose names began with the letter "S" Names and Coins A book published in 1855 claims that one-ei^th of all ships whose names started with an "S", i.e.; Suwanee, Saranac, Sacramento and San Jacinto, had been lost at sea. Ship owners should also ponder well the naming of a ship with the letter "O" the book warns. However, to assure good fortime on a ship vrith the letters "S" or "O", a coin should be nailed to the bottom of the mast. This tradition comes from the Roman custom of placing coins in the mouths of the dead to pay Charon for transportation across the River Styx. With the coins nailed on the ship, in case of a mishap, all hands were prepaid. As recently as 1934 when the USS New Orleans was commissioned there were 10 pennies placed beneath the foremast were 10 pennies at the heel of the main mast. All coins were "heads up," of course. With coins in place, the next impor­ tant superstition appeared—the chris­ tening. Ships which failed to remember the champagne—^failed. In 1878, a ship was launched without the cham­ pagne bottle broken over her bow. The vessel was to sail from Norfolk to New York but was never seen again. A Grand Banks fisherman gave his vessel, the Paid For, a dry launching. It ran agroimd twice, stove her garboards and broke off the rudder within a year. With this "luck," the owner hauled her out of the water for repairs and gave her another name and an appropriate christening. The famed frigate Constitution was christened twice with a bottle of water in 1797. But, in each case the ship refused to slide into the waiting waters. Finally, on the third time, according to Rear Admiral George H. Preble's his­ tory of the Boston Navy Yard, the Constitution was launched "with a bottle of choice old Madeira from the cellar of the Honorable Thomas Russell, a leading Boston merchant." Friday Fears As many a seaman has heard no one in his right mind sails out on a Friday, and some British mariners still appear to respect this legend. In the early 1930s, two large sailing vessels were scheduled to leave from South­ ampton on a Friday, but even the passengers refused to sail. Whether or not the Friday was the 13th of the month is not known. The Spanish also had a custom which left its mark on maps, the "Horse Latitudes." During their early sailing ventures, the Spanish sailors took animals with them in case an unexplored area was found. It was the custom of every Spanish adventur­ er to take his horse aboard with him. However, the slow moving galleons often had problems of an adequate supply of fresh water. When the water was nearly exhausted, the horses on­ board the ship became crazed with thirst and many broke loose in revolt, plunging into the sea. Legend has it that the horses' owners also often were dying of thirst and disease would ride the backs of the horses into the water. And, to this day, the lati­ tudes near the West Indies where the Spanish riders and their horses alleg­ edly disappeared are known as the "Horse Latitudes." The wind has always played an important part of the sailors life and has left a few superstitions such as don't whistle on a windy day or a fierce storm will develop. There are times that whistling is permitted—^when ships drift willy-nilly in a calm sea. This tradition of "whistling up a wind" was handed down by the Norsemen to the Spanish and British seamen. To demonstrate the ship's need for wind, all hands would whistle in the hopes that the Norse god, Thor, would join their tune and thus with his mighty breath fill the sails and^ move the sWp. While many a stem sailingcaptain would not allow his crew to talk, much less whistle, no objections were made when the breeze was slight and the sails were motionless. Another story tells that at the turn of the century, a superstitious skipper tossed a 50 cent piece into the water to conjur up a wind. Before the coin sank, alio mph hurricane sprang up and dashed his ship on the rocks. To this the drenched skipper muttered, "By God, if I'd known His wind was so cheap, I wouldn't have ordered so much!" Multiple Myths However Seafarers refer to these superstitions, myths, folklore, legend, tradition or coincidence, there is an abundance of them. A few short super­ stitions without stories are: • If a sailor meets a minister going in the same direction as he is, bad luck follows. • Anything furry onboard is un­ lucky, while feathers are lucky—par­ rots were a favorite of many pirates. • Don't knock a swab or bucket overboard. • Never hand a shipmate anything through the open steps of a ladder. • Never let a piece of rope hang loose over a beam or plank or wood— it is a reminder of a hangman's noose. • If the hatch cover is left bottom side up, it is a guaranteed sign of bad luck. • Never go onboard a ship carry­ ing a black suitcase or an umbrella. If either items is spotted in someone's hand, pitch it over the side immedi­ ately—^but first be sure to let go of the handle, otherwise double trouble! Not all seafaring legends are harm­ ful, but those that add mystery and stir the imagination are more fun to read about, simply superstitiously speaking, of course! Page 25 �rr J ' \ '"'A"' ^ • thrconmm Seafareis of great oppivciatioii of the ^ We l^w that, and m an effort to biii% it to pubOc fiew the Loe is hiterested in receiving contributions of pocticy fr^ aO Seahiieis who have a pom_vrafti^ to be published. Addn^ contrihtdions to the Seafarers Log, 675 Fourth Ave., Bnxddyn, N.Y. 11232. Questions Answered About Social Security Q. I was reviewing my insurance coverage recently. In considering dis­ Social Securify ability protection under Social Security, I know there is a six-month waiting Booklets Available period. Can you tell me how long it would take after a disabled worker In Spanish files an application to get his first The Social Security Adminis­ For A Season monthly cash payment? tration now has 23 pamphlets A. It normally takes from 75 to Again, available in Spanish to explain 80 days to get all the medical reports : in the darkness, the rights and responsibilities together and for a decision to be made grow cold with waiting. under Social Security. Spanish is on an application for Social Security A hundred lights the primary language for about ;S?? disability benefits. line the horizon. seven million people living in the Sii However, many things are involved : I watch each :one, „ : U.S. in making a disability determination * ' r ' And as the doves herald dawn, These pamphlets inform work­ and a delay in any one step could I . j. . ' ^ begin to move. ers and their families how they mean a delay of a number of weeks ISlow I hear her mournful arrival, are protected by the four major in getting the first monthly benefit And see her at last. programs—^retirement, disability, check. Cold, dark and lonely, survivors and Medicare. That is why it is most important for y ' ^ iV ; Slowly slipping up the channel, :dv For your individual copy a worker to apply as soon as he knows yiitiiSi;'' * " Home to her berth. check your local Social Security that his disability is severe and he ' '--iW And still I wait, oflSce or write to the U.S. De­ might be disabled for a year or longer. for mooring lines, safety nets, partment of Health, Education Q. I have been getting monthly So­ Customs, and other incidental and Welfare, Social Security Ad­ cial Security disability benefits for nonsense. ministration, Washington, D.C. lis® nearly six months. Now I find I'm also As sun's first;rays . •. Pamphlets available include Si eligible for benefits under a private touch the mast, .. ^ Se Incapacita (If You Become plan from my employer. Will my dis­ the yellow flag descends. Disabled), Informacion sobre el -----• " ,>;i ability payments from Social Security Ail is clear. -"''v lAl Seguro Social para Jefes de Cuadstop? Now he is mine, y Agricultores (Information rilla A. No. Disability benefits from only for a season— i ;® , " flli about Social Security for Crew your employer will not affect your igain he heeds the call =5 ®|; Leaders and Farmers), El Seguro monthly benefits from Social Security. of the ship and the sea. * > Social y las Propinas (Social However, workmen's compensation Security and Cash Tips), and benefits could affect your Social Se­ Cuando Ingresa al Hospital, curity disability payments, and if you Como Le Ayuda Medicare? become entitled to workmen's com­ (When You Enter a Hospital, pensation, you should report it to the How Does Medicare Help?). Social Security Administration right WM away. Q. My mother Is 67 and gets mon^y Social Security retirement 72nd birthday. But will my employer checks. She is, healthy and wants to also stop deducting Social Security work. Why won't she get aU of her ' Life As If Is ' -• ®; contributions out of my weekly pay benefits if she earns over a certain checks then? • , Back to the beautiful mountains. amount? A, No. Regardless of your age, as Down t» the troubled crystal sea. A. Monthly benefits are not intended long as you continue to work in em­ Encamped by throbbing fountains. as an annuity to be paid to a person ployment covered by Social Security * kind ones \wth me. , ,' regardless of the amount of earned in­ you pay Social Security contributions. . ^' - '• ««ils, unto the scamps. come he or she may have. They are Q. I am 66 and enrolled in Medi"' / Up to midway festival spring. intended to partially replace the in­ cme. After spending a week in a hos­ J" J I enjoy rejoicers of Ae camps. come your mother or any other work­ pital, I was told that I must transfer . \ For here tramp and prince are both the king. er l(Kes when he or she retires. Ac­ to a nursing home for the skilled cording to the law, a person under 72 nursing care I need, and Medicare Roy LeeHhumi receives monthly payments only if he would still help pay my bills. How has fuUy retired or has limited earn­ much of my bills will Medicare pay? ings (usually she will not get all of her A. If you are found eligible for ' ''">-S'benefits if she earns more than $1,680 Medicare benefits while you are in a per year). However, many people work specially qualified kind of skUled • " '®'® *•' ' / ' ' J : part time and still receive all or most nursing home that is called an extended of their Social Security retirement care facility, the program will pay for 'i/'' ^ ""J' ' ~ " benefits. Of course, your mother is all covered services for the first 20 eligible for Medicare protection no tm days. For the next 80 days. Medicare 1 ® / V ' Moloch's Stone Men matter how much she earns. Wi"smim will pay for all the covered services Q. I get monthly Social Security re­ Hail conquerors— except $8.50 a day. tirement benefits on my husband's rec­ silent men. ord, even though we aren't living to­ M Relic of the ages, gether anymore. If we get divorced, Wmm.mm Hewed efilgies of fame, will I still get my checks? ' Work Stoppages :V . » ' You stand stones A. If you and he were married 20 •m Reach Lowest Deaf to the whispered vows. years or longer, you will continue to get monthly benefits on his work rec­ ilBl? Level in 3 Years Giants carved for eternity, -ipord after the divorce. You should re­ mm Dead to the grinding century— The number of workers engaged in Wsmm port the divorce to any Social Security 1 Cold and terrible is your scorn work stoppages is currently at the low­ office when it becomes final. Of the cry for life. est level in more than three years. Q. When I became 65 recently, I J. Curtis Counts, director of the Garlands lie at your feetr--^ signed up for Medicare. Can I use this Federal Mediation and Conciliation Tribute from the Moloch coverage for all doctors and hospitals? Service, reported that as of the end For the rivers of blood A. You can of course go to any of February, Federal mediators were Iff '/<, For the mountains of gold. physician of your choice. Most hos­ involved in 161 strike situations in­ pitals participate in Medicare, but not volving 30,463 idled workers. The Hail conquerors of time all. Any Social Security office can tell Heartless idols— lowest previous such figure was the you whether a hospital participates in 120 disputes involving 27,079 work­ The marching people Medicare. ers as of December 27, 1968. The Will topple your caster ' Q. I will be 72 next month and t Agency's highest recent work stop­ am still working. I know that I can Henri Fereikoi^f; page total involved 407 disputes with collect my full Social Security benefits 499,723 workers during the week of and still keep on working after.; my July 21, 1971. . . v.' i 1 •I '< (? .j! , • •' i- ri yf- AS?;', Page 26 Seafarers Log �\v FHA Housing Program Scandal Affects Poor By Sidney Maig<diiis Consumer Expert Another FHA program which was supposed to help moderate-income families obtain livable houses has erupted into a scandal involving large mortgage companies, real estate speculators and brokers, banks, lawyers and even FHA employees. The gov­ ernment itself stands to lose millions of dollars, while many families who were victimized by the program al­ ready have lost or soon may lose their homes. The latest corruption involves the government's housing subsidy pro­ gram. Under Section 235 of the 1968 Housing Act, families with incomes not more than 135 percent of the limits necessary to qualify for public housing in their localities, can get mortgage subsidies. Depending on family size and income, the subsidy can reduce the mortgage rate to as V' Form Agency To Promofe Waterway Use ^ The states of Arkansas and Oklahoma have formed a bistate agency to promote use of the Arkansas-Verdigris river waterway in domestic and in­ ternational shipping. Officials of the agency re­ ported that the waterway handled five million tons of cargo in inbound and outbound ships last : year. They hope to double that figure in the next five years. The riverway system includes the ports of Catoosa, Muskogee, Carl Albert in Oklahoma, and Van Buren, Fort Smith, Dardanelle. Little Rock and Pine Bluff in Arkansas. r little as 1 percent, with the govern­ ment paying the balance of the regular FHA rate. The required down pay­ ment can be as little as $200 and the mortgage can run as long as 40 years to cut monthly payments further. Other government programs pro­ vide help for families with a little higher income but still below average for their areas; for example, the mort­ gage subsidies available under the Housing Opportunity Allowance Pro­ gram of 1970. Dubious Practices However, in a number of large cities speculators seized on the subsidy pro­ grams to buy substandard houses and resell them to low-income families at inflated prices. With the aid of the mortgage companies, and the alleged connivance of some FHA appraisers, the houses were approved for the sub­ sidized mortgages. The first results of this exploitation were exposed last year by Rep. Wright Patman (D., Tex.). In some reported cases speculators would buy substand­ ard houses for $3,000 to $4,000 or so (in one case as little as $1,500), paint tile houses and make' a few repairs, and then sell them for as much as $10,000 to $12,000 and more. In Detroit, government authorities reported last year that FHA already has had to repossess several thousand such homes financed with subsidized mortgages. Some families were unable to meet the payments on the inflated mortgages. Some abandoned the dwellings because they were basically in bad condition despite superficial re­ pairs made by the speculators. The chief inspector of the Detroit fine de­ partment last winter charged^ that some of the homes were burned down by investment companies to collect the fire insurance. More recently in New York City, 10 corporations and some 40 indi­ viduals, including a number of FHA employees, have been indicted by a Federd grand jury for arranging in- Seafarers Welfare, Pension and Vacation Plans CASH BENEFITS PAD) For Month of April 1972 FOR PERIOD DECEMBER 1, 1971 thm APRIL 30, 1972 NUMREB OF BENEFITS SEAFABEB8 WELFABE PEAN -• V AMOITNT PAID Scholarship Hospital Benefits Death Benefits Medicare Benefits Maternity Benefits Medical Examination Program Dependents Benefits (Average $436.16) Optical Benefits Meal Book Benefits Out-Patients Benefits Summary of Welfare Benefits Paid 24 8 1,556 32 97 641 2,760 390 245 4,283 10,036 4,800.00 1,714.86 39,974.54 88,440.26 546.50 19,160.00 120,380.85 5,525.82 2,453.60 32,678.00 315,674.43 Seafarers Pension Plan—^Benefits Paid 1,919 468,821.70 888 471,027.23 Seafarers Vacation Plan—Benefits Paid (Average $530.43) Total Welfare, Pension & Vacation Benefits Paid This Period flated appraisals of subsidized houses. Almost 2,000 dwellings already are involved, with additional suspect tr^sactions imder investigation. Among the indicted firms are Eastern Service Corp., a big mortgage broker, and the well-known Dun & Bradstreet creditrating company. Worst Part Perhaps the cruelest irony is that the government has said it expects the victim home buyers to continue the payment swithout any reduction on their inflated mortgages. In New York City alone, the gov­ ernment's Housing and Urban Devel­ opment department is now the reluc­ tant owner of 2-672 FHA-insured homes it has had to take over because of mortgage default or abandonment. To add to the government's problems, squatters have moved into some of the abandoned houses and refuse to move out. The problem of government repos­ session of houses bought by moderateincome families under Section 235 and other programs, is by no means con­ fined to Detroit and New York, but has occurred in Philadelphia, Chicago, V £ 12,843 $1,255,523.36 ' .^1 St. Louis, Washington State and many other areas. The existence of hundreds of thousands abandoned homes is es­ pecially ironic in a time of critical housing shortage. While not all of the abandoned homes in the large cities today stem from corruption of the subsidy programs, government offi­ cials themselves estimate that there are, for example, 100,000 abandoned dwelling units in New York City; some 20,000 in Philadelphia; 10,000 in St. Louis, and 5,000 in Chicago. The Section 235 and other govern­ ment mortgage subsidy programs are continuing although on a more limited, careful basis. Ironically, the National Assn. of Real Estate Boards is pres­ suring FHA to speed up approvals and to reduce safeguards requiring that technical experts must certify that the roof won't leak in a few years, that the water heater won't break down or the furnace fail. Apparently not con­ cerned about the harm already done to many low-income home buyers, and the millions the government has lost, the realtors now complain that FHA is making "excessive demands for re­ pairs." . i ' ( . i ! i Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the SecreUry-Treasurer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District arc administered in accordance with the provisions of varipus trust fund' agree; inents. All .these agreements specify that the'trustees in charge of these funds shall equally consist of Union and. management representatives and their alternates. All expen­ ditures and disbursements of trust funds are made <mly upon approval by a majority of the trustees. All trust fund finan­ cial records ate available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union ; and the shipowners. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniori^ rights hs' contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is; Eari Shepard, Chainnan, Seafarera Appeals Board ' 275-20th Street; Biooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles de«med harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason imless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a re­ ceipt, or if a member is required 'to make a payment and is given an official receipt, but feels that he should not have been required to make sildi payment, this should immediately be reported to headquarters. i I CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employ­ ers. Consequently, no Seafarer may be discriminated agmnst because of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTTVITY DONATIONS. One of the basic rights of Seafarers is the right to pursue legislative and political objectives which will serve the best interests of themselves, their families and their Union. To achieve these objectives, the Seafarers Political Activity Do­ nation was established. Donations to SPAD are entirely voluntary and constitute the funds through which legislative and political activities are conducted for the membership and ffie Union. If at any time a Seaforer feels fihat any of the above rights have been violated, or that he has been denied his constitntional ritffit of acc^ to Union records or infonnatioo, be should immediately notify SIU Prcrident Paul Hall at beadquarters by certified mail, return recent requested. Page 27 �lit-R-M.. . a TS?" /k Emfl G. Gaare, 71, is a native of Parley, Minn, and now makes his home in Gretna, La, He joined the union in 1951 and sailed in the stew­ ard department. Brother Gaare re­ tired after sailing 26 years. William Alvaro, 55, is a native of Hawaii and now resides in Centereach, N.Y. He joined the union in 1944 in the Port of New York and sailed in the steward department. John L. Uknes, 53, is a pative of Norway and now lives in the Bronx, N.Y. He joined the union in 1942 in the Port of New York and sailed in tlie deck department. Brother Liknes was issued picket duty cards in 1961 and 1962. He has been sailing for 38 years. /• WlUiam E. Peterson, 65, joined the union in the Port of Baltimore in 1957 and sailed in the deck depart­ ment. A native of Baltimore, Md., Seafarer Peterson continues to make his home there. Joseph Gagllano, 55, joined the urn J ion in 1956 in the Port of New Orleans and sailed in the deQk de­ partment. A native of New Orleans," Brother Gagliano continues to make his home there. His retirement ended a sailing career of 26 years. • f Joseph E. Wilazak, 59, joined the union in 1944 in the Port of Boston and sailed in the steward department.A native of Massachusetts, Brother Wilaszak now resides in San Fran­ cisco, Calif." • . . • J' ' V " • f ^ i . li'r^ li- Andrew Robblns, 66, is a native of Auocka, N.C. and now resides in Norfolk, Va. He joined the union in the Port of Norfolk and sailed in the deck department Veferan SIU Members Receive Pension Checks .. . 'i A L • V , •' ' x" ' . - ' C"-x. \ -i' • Floyd L. White, 62, is a native of Matthews, Va. and continues to make his home there. He joined the union in the Port of Norfolk and sailed in the deck department. Roland Herbert, 55, is'one df the early members of the union having joined in 1939 in the Port of New Orleans. He sailed in the steward de­ partment. A native of Jeanerette, La., Brother Herbert now makes his home in New Orleans. Brother Joseph DiGrazia (left) receives his first monthly SIU pension check from San Francisco Port Agent Steve Troy. Di Grazia sailed in t>ie deck department. New SIU pensioners Arcadio Macapagal (left) and John Baliday (right), received their first pension checks from Steve Troy, port agent in San Francisco, during a membership meeting. Three veteran Seafarers received their'- first monthly SIU pension checks in the Port of New York in April. From left: Foo Hsing Tung, deck; John Liknos, deck, and Sixto Rodriquez, engine. Pensioners also received best wishes for smooth •sailing ahead from shipmates at port's monthly membership meeting. Hngo Loorents, 65, is a native of Estonia and now makes his home in Miami, Fla. He joined the union in 1942 in the Port of Tampa and sailed in the engine, department. Brother Loorents i was issued a picket duty card in 1962 during the Motve McCormack-Robin Line Beef. He served as department delegate while sailing. Loorents' retirement ends a sailing career of 40 years. Adolf T. Anderson, 65, joined the union in 1944 in the Port of New York and sailed in the deck departlAent. A native of Ohio, Brother Anderson now lives in Santa Rosa, Calif. , - ' • • '>• * ^ " " Page 28 �I- iyi«i......ii,i.i.i.M, PlitellIRS REPORT I •.:(- Afkmlle, Outf P fnloMl Wo^ ^ April 1^0. 1972 0!^ wikimsm :My;i3 TOTAL i^ton....... •New York,......... Philadelphia....,,... Baltimore..,. Norfolk Jacksonville..,......;..,,........... Tampa.. Mobile......,,....,.. New Orleans,.;.; Houston..,.,.,;....^ Wilmington........ San Francisco;.; Seattle Tbtals.,;......;....;., It, .<5» • An Gro^pi ;AllGrpii|Mi Chm A daull^ €3«BB 6 fe'6 5 . 11 • 56 35 109 57 8 5 • 14 9 18 40 • 11 7 8 8 14 16 yyyy.:i7 9 14 6 - 2 10 14 ^ > 22 8 2 17 38 12 91 41 48 41 ' 85 57 . , 15 8 8. 14 : 56 42 97 ; 56 33 37 -•37 341 209 572 320 0 1 0 0 0 0 0 0 0 2 0 0 0 3 RLjOaSTERED ON BEAl AH Gronpc ^;€ias9A OMWB 19 8 121 223 28 40 62 111 17 29 28 '43 14 86 37 200 130 155 118 40 56 173 172 25 47 1175. 816 :';4a! ENOiNE DEPARTMENT -V- TOIAL REGISTERED AUGioop^ Class A Oass B ,7 '5 . fiOSt-OD» *»• St •««•••• .5;.q .;:;73- M-58New York.. "8 8 Philadelphia,. 23 10 Baltimore...,'.;..i^;..;.,;, 17 . 9 Norfolk ;... ' 7 '25 Jacksonville.;.., . ,I13*.-4K'1I Tampa., 17. 17 Mobile,, -55« ' 49 New Orleans; 71 53 Houston. n.O 13-; Wilmington ISCO,,...,::-;-:.70 ..99..San Francisco,.., 40 Seattle,.,. 27 392 397 • Total S...V.j,.,i . Port • •'44«»«i'4'«^4*, « SHfPPED AnGroitps Clan A Clan B Class C 0 3 2 3 40 69 0 7 i''6' 0 12 9 1 vft t) 'vv.- •!!'''14 .••T40; 0 4 ;:,;:6:0 16 0 • 41 37 35 1 v-3. 0 10 0 49 57 0 19 30 5 239 270 REGISTERED ON BEACBI AllGroii{i|i; Clan A Clan B 6 9 143 157 26 19 45 74 26 29 37 21 9 10 43 64 160 163 140 107 49 19 182 116 27 21 877 825 STEWARD DB»ARTMENT TOTAL REGISTERED AUGroa^ ChnsA ClanB '"'2-4 Boston*••«>4*4***444««'44«4*4***4'«***«***- • .44,;. ^ New York^.. Philadelphia. i Baltimore . ,-r 17 9 Norfolk 14 9 Jacksonville. 16 6 Tampa,...a,, •rA 7 Mobile.,.........;...... 38 77 New Orleans;.,.••taa 57 Houston 38 10 6 Wilmington....; ". ....... 68 San Francisco. 55 11 Seattle... 31 s'" ' •-J'#'-.',, 44 441• 4V• .a»4 » *i r 4 »4* 4 •a 444 %4Via 444 •.«a4r*'4*«44»«»* 44*4 REGISTERED pN BEACHHI AUGroops AOGroi^ A C3an B , Cl ;CT^. A ;CainB-: 0 2 2 .. 3 • •• 0 95 137 35 34 7 13 21 38 .76 9 .4...M ym 9 0 . , .. 22 . 14 . 23 17 , 0 11 . 5 ., 16 , 4 2 0 ym- 3 68 32 0 175 110 110 23 7 24 ' 26 .:• 26 .7 0 11 95 41 ••• ;32T??;'-B;''••-•• ••x:;-; •. 97 35 14 2 16 154 16 ' " 806 .539 200 TOTAL SHIPPED l" >• - ,, , MEMBERSHIP MEETINGS' SCHEDULE SIU-AGLIWD Meetings New Orleans June 13—2:30 p.m. Mobile.......... June 14—^2:30 p.m. Wilmington ....June 19—2:30 p.m. San Francisco June 15—2:30 p.m. Seattle .....June 23—2:30 p.m. New York ;....June 5—2:30 p.m. Philadelphia June 6-^2:30 p.m. Baltimore . ..Jime 7—2:30 p.m. Detroit June 16—2:30 p.m. ^Houston ; June 12—^2:30 p.m. United Industrial Worirers New Orleans June 13—^7:00 p.m. Mobile... June 14—7:00 p.m. New York June 5—^7:00 p.m. .Philadelphia June 6—7:00 p.m. Baltimore. June 7—7:00 p.m. Houston....; June 12—^7:00 p.m. Great Lakes SIU Meetings Detroit June 5—2:00 p.m. Buffalo......... June 5—^7:00 p.m. Alpena.. .. June 5—^7:00 p.m. Chicago June 5—7:00 p.m. Duluth .....June 5—7:00 p.m. Frankfort... June 5—^7:30 p.m. Great Lakes Tug and Dredge Section tSault Ste. Marie June 15—7:30 p.ip, Chicago ...June 13—7:30 p.ni. rll 1972 . Buffalo June 14—^7:30 Duluth June 16—^7:30 Cleveland ...June 16—7:30 Toledo June 16—7:30 Detroit., June 12—7:30 Milwaukee ..June 12—^7:30 .. SIU biland Boatmen's Union New Orleans June 13—5:00 Mobile June 14—5:00 Philadelphia... June 6—5:00 Baltimore (licensed and unlicensed}.... June 7—5:00 Norfolk June 8—^5:00 Houston June 12—5:00 p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. ..Railway Mwine Region June 13—10 a.m. & 8 p.m. Baltimore June 14—10 a.m. & 8 p.m. •Norfolk, June 15—10 a.m. & 8 p.m. Jersey City.........;..,. June 12—10 a.m. & 8 p.m. tMeeting held at Galveston wharves. tMeetlng held in Labor Temple, Sault Ste. Marie, Mich. . .•Meeting held in Labor. Temple, Newport News. Philadelphia Directory of Union Halls SIU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers PRESIDENT Paul Hall SECRETARY-TREASURER Joe DlGlorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams A1 Tanner Robert Matthews HEADQUARTERS 675 4th Ave., Blyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. Second Ave. 49707 (517) EL 4-3616 BALTIMORE, Md 1216 E. Baltimore St 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St 14202 SIU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, III 9383 Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio 1420 W. 25th St 44113 (216) MA 1-5450 DETROIT, Mich. .10225 W. Jefferson Ave. 48218 (313) VI 3-4741 DULUTH, Minn 2014 W. 3d St 55806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287, 415 Main St 49635 (616) EL 7-2441 HOUSTON, Tex 5804 Canal St 77011 (713) WA 8-3207 JACKSONVILLE, Fla. 2608 Pear! St 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery St 07302 (201) HE 5-9424 MOBILE, Ala. 1 South Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3d St 23510 (703) 622-1892 PHILADELPHIA, Pa. 2604 S. 4th St 19148 (215) DE 6-3818 PORT ARTHUR, Tex. 534 Ninth Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. .1321 Mission St 94103 (415) 626-6793 SANTURCX, PJR 1313 Fernandez Juncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash 2505 First Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo 4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. ...; 312 Harrison St 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St 43604 (419) 248-3691 WILMINGTON, Calif 450 Seaside Ave. Termiiial Island, Calif. 90744 (213) 832-7285 YOKOHAMA, Japan Iseya Bldg., Room 810 1-2 Ka^an-Dori-Nakaku 2014971 Ext 281 Page 29 �X y Final Departures John Dovak, 60, was an SIU pen­ sioner who passed away Jan. 31 of heart trouble in USPHS Hospital in New Orleans, La. Dovak joined the union in 1955 in the Port of New York and sailed in the engine depart­ ment. Brother Dovak had been sail­ ing 23 years when he retired in 1968. A native of Wilkesbarre, Pa., he was a resident of . New Orleans when he died. Among his survivors is his sister, Mary Dovak of Philadelphia, Pa. Sea­ farer Dovak's body was removed to Philadelphia. Edward Ricliardson, 21, passed away Mar. 11 in Burlington County Memorial Hospital, Mt. Holly Town­ ship, N.J. as the result of injuries re­ ceived in an accident. A native of Passaic, N.J., Brother Richardson was a resident of Willingboro Town­ ship, N.J. when he died. He joined the union in 1971 and graduated that same year from the Harry Lundeberg &hool of Seamanship. Brother Richardson sailed in the engine de­ partment Among his survivors is his mother, Mrs. Sandra Richardson of Willingboro. Burial wasi in Odd Fel­ lows Cemetery in Burlington. j Gemge Martin, 49, passed away Mar. 18 in the University of Mary­ land Hospital, Baltimore, Md. A native of Cleveland, O., Seafarer Martin was a resident of Baltimore when he died. He was an Army vet­ eran of World War II. Martin joined the union in 1956 in the Port of Balti­ more and sailed in the engine depart­ ment. Among his survivors is his wife, Kay. Burial was in Lake View Memorial Park, Carrrfl County, Md. Joseph W. Coe, 68, was an SIU pensioner who passed away Jan. 20 after an illness of a month in Touro Infirmary, New Orleans, La. Brother Coe joined the union in 1946 in the Port of Norfolk and sailed in the deck department. When he retired in 1970, Seafarer Coe had been sailing 37 years. He was given a personal safety award for his part in making the Steel Surveyor an accident-free ship for the first half of 1961. A native of Honduras, Brother Coe was a resi­ dent of New Orleans when he died. Among his survivors is his mother, Leonella Coe of New Orleans. Burial was in Garden of Memories Cemetery in Jefferson Parish, La. Jack Chattin, 67, was an SIU pen­ sioner who passed away Jan. 12 of heart disease in New Orleans, La. A native of Alabama, Chattin was a resident of New Orleans when he died. He joined the union in 1949 in the Port of New York and sailed in the engine department. Chattin was is­ sued a picket duty card in 1961. Sea­ farer Chattin had been sailing 44 years when he retired in 1969. Among his survivors is his sister. Flora M. Schorr of Jacksonville Beach, Fla. Cremation was in Metairie Crematory in New Orleans. Morris M. Sciu^iro, 84, was an SIU pensioner who passed away Feb. 24 of pneumcmia in Central Islip State Hospital, Central Islip, N.Y. A native of Lithuania, Brother Schapiro was a resident of Manhattan, N.Y. when he died. One of the first members of the union, Schapiro had joined in 1938 in the Port of New Orleans. He sailed in the steward department. In 1961 Schapiro was issued a picket duty card. He began his retirement in 1956. Among his survivors is his sister, Mrs. Sylvia Katell of Bronx, N.Y. Burial was in the United Hebrew Cemetery, Staten Island, N.Y. William E. Lane, 62, was an SIU pensioner who passed away February 27 of heart disease in Summers Coun­ ty Hospital, Hinton, W. Va. Brother Lane joined the union in 1947 in the Port of New York and sailed in the engine department. A native of Raleigh, W. Va., Brother Lane was a resident of Hinton when he died. He served in the Army from 1926 to 1932. Among his survivors is his wife, Elva. Burial was in Crickmer Ceme­ tery in Rainelle, W. Va. Donald A. Trafethen, 58, passed away Feb. 3 of possible heart disease aboard the Ogden Yukon in Pearl Harbor, Hawaii. One of the first members of the union. Brother Trefethen joined in 1939 in the Port of Boston. He saUed in the deck depart­ ment. Trafethen was issued two pick­ et duty cards in 1961. A native of Exeter, N.H., Trafethen was a resi­ dent of Epping, N.H. when he died. Among his survivors is his wife, Ann. Trefethen's body was removed to Exeter, N.H. Ben G. Ladd, 65, pas.sed away Jan. 18, 1972 after an illness of two months in USPHS Hospital in Gal­ veston, Tex. Brother Ladd joined the union in 1951 in the Port of Mobile and sailed in the steward department. Ladd had been sailing 33 years when he died. He served in the Army for a number of years. A native of Ken­ tucky, Seafarer Ladd was a resident of Houston, Tex. when he died. Among his survivors is his grandson, Peter Katsaras, Jr. of Houston. Cre­ mation was in Brookside Cemetery in Houston. Jnllns Quinn, Jr., 33, passed away Feb, 15 in New Orleans, La. A native of New Orleans, Quinn was a resi­ dent there when he died. He joined the union in 1963 in the Port of New Orleans and graduated that same same year from the Andrew Furuseth Training School. Quinn sailed in the steward department. Among his survivors is his wife, Yvonne. Burial was in Providence Park, Metairie, La. WiOlam J. Heams, Sr., 61, passed away Feb. 14 in Mt. Sinai Hospital, Cleveland, O. Brother Heams was serving the SIU as Cleveland Tug Agent when he died. He had been in that post for more than 10 years. Reams began sailing on the Great Lakes in 1947 as a tug fireman. A native of Ohio, Brother Heams was a resident of Cleveland when he died. Among his survivors is his wife, Win­ ifred. Burial was in Holy Cross Ceme­ tery in Cleveland James R. Parcel!, 74, was an SIU pensioner who passed away Mar. 6 of illness in Veterans Administration Center, Bay Pines, Fla. A native of New York, Purcell was a resident of St. Petersburg, Fla. when he died. Brother Purcell was an Army veteran of World War I. He joined the union in 1943 in the Port of Boston and sailed in the engine department. Purcell had been sailing 43 years when he retired in 1963. Among his survivors is his wife, Johanna. Purcell's body was removed to Long Island National Cemetery in Pine Lawn, N.Y. John E. Stone, 71, was an SIU pensioner who passed away Mar. 4 of heart disease in Riverside Hospital, Newport News, Va. Stone joined the union in the Port of Norfolk and sailed in the Railway Marine Region as a barge captain. A native of Mathews County, Va., Seafarer Stone was a resident of Blakes, Va. when he died. Stone had been sailing 44 years when he retired in 1964. Among his survivors is his wife, Joyce. Burial was in Mathews Chapel Cemetery in Cobbs Creek, Va. Jamcfl H. Childress, 40, passed away Feb. 28 of heart disease in New' Orleans, La. He joined the union in the Port of Baltimore in 1956 and sailed in the engine department. A native of Maryland, Brother Childress was a resident of New Orleans when he died. Among his survivors is his wife, Ruth. Biu-ial was in Virginia. Frank B. Vorfltamp, 79, was an SIU pensioner who passed away Feb. 3 in St. Rita's Hospital, Lima, O. A native of Ohio, Vortkamp was a resi­ dent of Fort Shawnee, O. when he died. One of the first members of the union. Seafarer Vortkamp joined in 1939 in the Port of New York. He sailed in the steward department. He was issued a picket duty card in 1961. Among his siuwivors is his sister, Mrs. Spyker of Lima. Burial was in Gethsemani Cemetery in Allen County, O. Walter J. Robinson, 30, passed away Nov. 26, 1971 in Oakland, Calif. A native of New Orleans, La., Brother Robinson was a resident of San Francisco when he died. He joined the union in 1965 in the Port of New Olreans and graduated that same year from the Andrew Furuseth Training School. Robinson served in the Army from 1968 to 1969. Among his survivors is his daughter, Angela Robinson of New Orleans. Burial was in New Orleans. Joseph A. Konkel, 68, passed away Aug. 30, 1971 of heart trouble in St. Luke's Hospital, Milwaukee, Wis. A native of Wisconsin, Brother Konkel was a resident of Greenfield, Wis. when he died. He joined the union in 1961 in the Port of Milwaukee and sailed in the deck department on thb) Great Lakes. Among his survivors is his wife, Angeline. Biuial was in Mt Olivet Cemetery, Milwaukee. Bowman P. McNnlty, 49, passed away Mar. 6 in Mobile, Ala. Brother McNulty joined the union in 1943 in the Port of Mobile and sailed in the engine department. Brother McNulty was a resident of Mobile when he died. He was a Navy veteran of World War U. Among Bowman's survivors is his wife, Helen. Burial was in Pine Crest Cemetery in Mo­ bile. Amlel A. MItchke, 75, was an SIU pensioner who passed away Feb. 20 of heart disease in New Orleans, La. A native of Michigan, Mitchke was a resident of New Orleans, La. when he died. He joined the imion in 1944 in the Port of New York and sailed in the deck department. Brother Mitchke had been sailing 46 years when he retired in 1963. He was an Army veterans of World War L Burial was in St. Bernard Memorial Gardens in Chalmette, La. Daniel F. Bartlett, 19, passed away May 8, 1970 in Central Luzon General Hospital, San Fernando, the Philippine Islands as a result of injuries received in an accident. Brother Bartlett lived in Olongapo, Philippine Islands. Among his survivors is his wife, Cleo. Burial was in Olongapo City, Philippine Islands. Majorie ^ Moore Mohnn passed away Feb. 9, 1972 in Cowlesville, N.Y. Mrs. Mohun served as the director of the Oyster Bay Rehabilitation Center during World War II. Through the years* she was active in many philantropic and charity functions which benefitted many members of the SIU. She was the wife of Capt. Philip Meredith Mohun, a former skipper of the Sea Train Florida, who retired two years ago. Sympathies may be sent c/o Capt. Mohun, Cowlesville, N.Y. 14037. Page 30 •-T• • .-45,' .. "•X-v ^- �'• -., .1' f<-^ S'. , " •' • ', V ^ "• * ' ii ••', •,-. - i; ,• O'••'*-•-. • v. , -jV •» (tJ •'i. .' , •',••• . - •• '••. ^-f:.•;-K••••/••'. v^r ••••'T*. ._* , n, ' •• j: • 'T' . •• rfc-::- V -.•.^j.-f, ?'t:.;.t^jf'^:.:'?i IVarcotics & - The 'Grim Reaper' When it comes to problems that affect the American people and their society, it's quite obvious that this nation's No. i con­ cern is with the question of narcotics. That word "narcotics" covers the entire range of drugs. It in­ cludes everything from marijuana to heroin. It includes b^irbiturates and amphetamines—the so-called "uppers" and "downers" nd everything in between. The government has mounted a full-scale campaign against narcotics. In this fight, it has enlisted the press, radio and televi­ sion, the medical profession, the churches, the schools—every­ body. The attack is based on three key points: • The use of narcotics is illegal. • The use of narcotics is dangerous to the health—even the life—of the, user. • The use of neu-cotics involves a serious "moral issue." These are legitimate points. But for the Seafarer, the question of narcotics comes down to an even more basic issue: Any Seafarer using narcotics—ashore or asea—loses his sea­ man's.papers forever! A man who gets "busted" once on a nar­ cotics charge gets busted economically, too—because he loses his right to go to sea—not just for awhile, but for the rest of his life! That's a tough rap—losing your passport to life—but that's the way it is. A single "stick" of marijuana ... just a couple of grains of the hard stuff... and a man is through in the maritime industry! It's almost as tough on the shipmates of the man who uses—or even possesses—narcotics. Any Seafarer caught with narcotics in his possession makes his ship—and his shipmates—"hot." It subjects the men and their vessel to constant surveillance by narcotics agents in this country and abroad. And, of course, any Seafarer who is an addict—^who uses any drug that affects his mind and his ability to function normally— endangers the lives of his shipmates. The possibility of an emer­ gency is always present iaboard ship—and only alert minds can react to an emergency. Talk to Seafarers about the "grim reaper" and they'll tell you about accidents or storms at sea ... or about the hazards of com­ bat service. They should put narcotics at the top olF the list—because it can claim more lives, or it can threaten more livelihoods, than any other peril. Narcotics. The"grim reaper." It's sure something to think about. A _ •! •i J Page 31 .\ �SEAFARERSALOG Vol. XXXBV No. S OFFiClAL 0R«» OF THE SE»FA«E»S IHTERH.T,OH«. • .TIAHOC, OUIF, IHKSC ,HL.H0 »,TEES D,STR,CT • AFLOIO (ij.'.-'V ^ . , . ; • . For SlU Members and Their Families: The Seafarers Ihtenialioiial Union has long worked to attain Improved benefits—bo& on and off the lob—for Its members and their families. This is part of the onion's contmning effort to help achieve a Abetter life" for Its members. fa keeping with that tradition, the SIU again this year wiU provide anothiar vital service for Seafanss and their famlh^; The SIU Vacation Cmiter located at the Harry Lundeberg School In Pmey Point, McC ^^Ite Inception In 1970, this vacation resort, sltnated (m the shores of the Oiesapeake Bay, has proven ; nmt popi^ with members of the union. Each year mpre r wid more Seafarers, their wives and chddreh are duchyp ^ ^™^vantages of a vacation here in the he^ of Mair^ land's "T.and of Pleasant Living." Seafar^ are often away ffom their faM» far long ^ods of tune because of the v^ mdnfa of^ The vacation center at Plney Point afford th^ men and .• • • ... - . . ton th^ hu^es a real opportunity to escape the pressures oi every day life, to "get to know one another a^lo." Here, tfa Seafarer and his family can enjoy anythme and everything they could possibly find at the top^ meroal resorts—and for considerably less price. The rooms are spacious and afacondfaoned. Ifar lecrema )ust about anything dse you can think of. The food IS outstandh^ and priced benefit of the Sllj members and their famdi^. it is yours. Take advantage pf it ^ of Bie Increasing pppularily of the Vacathni Lmiter, it wo^ be wise to subndt a j^rvation^uiii^r^ soon as possible. The accon^anymjg cpu]^ out SUSQ mSUlcdl to tllfi I^AiitArL .Cin^A opportonHy of wfag fte fKlBfies of Ih. Sc j Flral choice: From Second choice: From My party will consist of .. rtoe send confirmation. adults and children. mm Signature Print Name Book Number Street Addrem &!' V : ;-'S'r ...... ' , T . ..FF., City State ZIP - � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource May 1972 Description An account of the resource Headlines: NATIONAL MARITIME DAY SET FOR MAY 22; EMPHASIZES COUNTRY'S MERCHANT FLEET ROLE DOMESTIC SHIPPING SESSION OFFERS HOPE DOMESTIC SHIPPING INDUSTRY REVIEWS COMMON PROBLEMS AT MARAD CONFERENCE AFL CIO EXECUTIVE COUNCIL CREATES TASK FORCE TO SUPPORT BURKE-HARTKE SIU CONSTITUTIONAL COMMITTEE SUBMITS ITS REPORT ON RESOLUTION FOR GREAT LAKES MERGER AND AMENDMENTS MARITIME INDUSTRY AND THE ENERGY CRISIS REP. ADDABBO CITES NEED TO USE U.S. FLAG SHIPS AND MARITIME TRADES DEPT. DOES THE SAME WHILE REP. FULTON CHIDES AGENCIES FOR COMPLACENCY SOCIAL REFORMS RANK AT TOP OF LABOR'S LEGISLATIVE GOALS WORLD PEACE FLEET CONCEPT OUTLINED A PROUD RELIC OF DAYS GONE BY MARITIME COUNCIL HAS ROCHESTER UNITY DAY REP O'NEILL URGES SUPPORT OF U.S. FISHING INDUSTRY STORM INFORMATION SERVICES EXPANDED TO WARN SEAFARERS MARITIME HISTORY THEME URGED FOR BICENTENNIAL UNITY IN A COMMON CAUSE SOME WORDS TO REMEMBER LABOR'S HELP SOUGHT IN ALCOHOLISM BATTLE MEBA ASKS AT LEAST 50% ON U.S. SHIPS NO-FAULT CAR INSURANCE LOWERS CONSUMERS' COSTS UAW CHALLENGING PAY RAISE GRANTED TEXAS FIRM 'SCABS' CARRIER DOVE AGAIN BOUND FOR INDIA LIFEBOATS AWAY! ERNA ELIZABETH ON UNIQUE MISSION... PROVIDING AT-SEA LOGISTICAL SUPPORT FOR U.S. NAVY OPERATIONS AND EARNING A DESERVED 'WELL DONE' STATE EDUCATION OFFICIAL VISITS HLS NEW ARRIVALS SHARE IN SEAFARERS' BENEFITS PLAN THE 'SPARKLING' MEDITERRANEAN IS 'FILTHY' SIMPLY SUPERSTITIOUS? QUESTIONS ANSWERED ABOUT SOCIAL SECURITY FHA HOUSING SCANDAL AFFECTS POOR Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 5/1/1972 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXIV, No. 5 1972 Periodicals Seafarers Log http://seafarerslog.org/archives/files/original/e959cbbbaf87030ffd491eeb4353225e.PDF 9b53bca8bbc0597383730aa94a46ec29 PDF Text Text Official organ of the SEAFARERS INTERHATIONAL UNION • Atlantic, Gulf, Lakcc and Inland mtcrc District-AFL-CIO > SEAFARERS LOG VQI. XXXIV No. 4 April 1972 li 1' I , •^:H. •' '.jl. �:• ilBtSUKi/jutSlaiKilff'iiliiSirTJ;, ; ' -r • -v- . i Receives For the tenth consecutive year, SlU-contracted Sea-Land Service, Inc. has been awarded the U.S. Public Health Service Special Citation for the excep­ tional "ship-shape" condition of its vessels. During the period from Jan­ uary 1, 1970 to June 30, 1971, Sea-Land, the largest Americanflag ship operator in the United States, had a fleet of fortyseven vessels in service. Thirty-nine of these vessels were inspected at regular in­ tervals by representatives of the U.S. Public Health Service and the Food and Drug Administra­ tion, and each received the Public Health Service's Certifi­ cate of Sanitation. In photo, SlU SecretaryTreasurer Joe DiGiorgio (sec­ ond, left), holds special cita­ tion awarded to SlU-contracted Sea-Land Service, Inc. by the U.S. Public Health Service. Others in photo are, from left: Captain Joe Moncrief, Sea-Land vessel operations manager; Bill Varn, Sea-Land commissary superintendent; Captain Warren Leback, Sea-Land vice presi­ dent, and Robert Martin, deputy director, Food and Drug Ad­ ministration, New York District. 1 i<i State—A Formidable Foe Our United States Merchant Marine can number among the ranks of its enemies a most unusual organization—the the United States State Department. As reported in a story elsewhere in this issue of the Log, the maritime industry for years has failed in every effort to get the State Department to abide by the will of the Congress and to act in the best interests of our own country by supporting the American-flag fleet. State Department operatives, along with those in a handful of other Federal agencies, have steadfastly interferred with the revitalization of the U.S. maritime industry. The State Department has never in recent decades favored the American-flag fleet in its competition with foreign-flag operators. Instead, as Carl E. McDowell, ex­ ecutive vice president of the American Institute of Marine Underwriters said recently, the State Department "has a 40-year history of trying to sell our maritime heritage down the river." IMR Sellout of U.S. Fleet This sellout of the U.S. Merchant Marine comes at the same time that labor, management and government repre­ sentatives are making a total commitment to bringing new cargo to our cargo-starved commercial fleet. Congress, in the Merchant Marine Act of 1970, specifi­ cally commanded the federal government to stimulate ex­ port trade in American-flag ships. Yet while the Maritime Administration is fighting with unprecedented vigor to carry out that command. State Department authorities curry favors with other nations by handing them Federal cargo at the expense of our own fleet. The State Department, as McDowell and others have pointed out, is always ready to trade away our maritime industry's interests to placate foreign critics—a fact that makes us wonder which side our State Department is on. Helping our allies is a proper thing to do. But when that help takes the form of scuttling our own American Merchant Marine, the time has come to make some basic policy changes. It is the State Department that, in carrying out its campaign to be loved by Latin American nations, has nurtured the practice of seizing American-flag fishing vessels and holding them for ransom. The Ecuadorians, in particular, look upon our timaboats as virtually their own special treasure chest. They seize the boats, wait for the State Department to pay off a unilaterally established ransom and then turn the boats and their American crews loose so they can return again— to be seized again. Unpardonable Shakedown This shakedown is unpardonable. Yet our State Depart­ ment has used virtually none of its wide-ranging powers to end the seizures. There is in our nation today the most united front of labor, management, governmental and Congressional leaders eVer formed to promote the development of a modern, efficient, stable and profitable maritime in­ dustry—an industry that will provide good and secure jobs for Seafarers for years to come. Snipping at our flanks and resisting our progress are a few bureaucrats like those in the State Department who hold themselves above the will of the nation. Each day we are working to penetrate the houses of our detractors and convince them that they, too, have a stake in the future of the maritime industry. The State Department ranks high on the list of those agencies whose policies must be changed so that we can get on with our job of revitalizing the American-flag fleet. lif Basic Policy Changes The State Department is primarily responsible for the fact that a hi^ percentage of our nation's trade is carried in Scandanavian-flag vessels. The reason they ^ve is that the Scandanavian nations, as members of the North Atlantic Treaty Organization (NATO) are allies. •) i I] 'I ... ' ' -I-'^ 7 .• . • -v L Paul Hall Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Avenue, Brookl New York 11232. Published monthly. Second Class postage paid at Washington, D.C. �Head of MSC Declares; 'h i '•f 4 US. Needs a Strong, Viable Merchant Fleet Rear Admiral John D. Chase, commander of the Navy's Military Sealift Command, has called for a strong commercial shipbuilding effort to enhance the nation's seapower. Adm. Chase, speaking at a luncheon in Washington sponsored by the AFL-CIO •' > Maritime Trades Department, said the maritime strength of America is threatened L by current world trends in shipbuilding, which he said show that America is being outproduced. f 'Obviously, we will not be able to merce or support our troops in Amer­ 1,' « maintain our relative position as a ican flag ships." world seapower," he cautioned, "if I That means, the admiral contended, other nations continue to outbuild us that "economic and national security are at stake." >• while our World War II vintage mer­ I'> chant fleet sails a steady course for the Admiral Chase said that Congress scrap yards." and the Administration recognized • However, he sees signs of hope and those realities in the Merchant Marine * encouragement for the American mer­ Act of 1970. chant marine, through recognition that He said the provisions of the act die nation needs a strong merchant can and should be used in three ways fleet. to achieve America's necessary sea­ The admiral cited five elements he power. described as "vital" to the nation's "First, we must build new ships," seapower requirements. They are: said the admiral. "Second, we must • A Navy combatant force second build ships which are truly competi­ to none. tive on the oceans of the world." • A merchant marine capable of The third solution, he said, was co­ carrying "our commerce in peace and operation among elements of the mari­ our military cargo in war." time industry. He decried what he said was the past practice of accentuating • A professional seagoing force which can operate the merchant ships the negative. both in peace and war. "That situation," he declared, "hap­ • A strong shipbuilding industry. pily, is rapidly changing." • Unity among all elements of the Encouragliig Signs . r maritime industry. He said he was encouraged by steps Lending dramatic effect to those like the founding of the National Mari­ elements of seapower, the admiral said, time Council, the "labor innovations" were the realities of today's shipping pledged by maritime unions at the world. AFL-CIO executive board session in February and by his own agency's new 'P Cites Soviet Growfli ! 'if cargo procurement policy. First, he said, was "the spectacular The new policy which requires that growth of the Soviet Navy and the shippers give 25 percent of their capa­ Soviet merchant marine; city to MSC cargoes on- a given route "The Soviet Navy is expanding its and the regulation of cargo so that sphere of operations and the Soviet no ship company obtains more than merchant marine ranges across the 75 percent of the military cargo sailing oceans of the world. Its fishing fleet on a route, will "improve service while and merchant ships are penetrating distributing our military cargo among new markets, developing new custom­ as many operators as possible," Adm. ers. Its oceanographic and scientific Chase said. fleet is seen everywhere. They track "By improving the competitive posi­ our navy ships, monitor our space tion of shipping companies, we help flights and observe our missile tests." encourage the expansion of our mer­ Also increasing the need for sea­ chant fleet. And that provides jobs," power, the admiral said, is the reality the admiral asserted. that, "today our seciu-ity, if riot our He concluded, "We can ill afford to survival, is threatened." tolerate weakness in any element of He said the threat lies in the nation's our seapower for to do so is to negate dependence on maritime fleets of other the effective application of national nations to import strategic materials policy, and make impossible the at­ for us. tainment of national objectives. "We no longer have the shipis to "It is no exaggeration in my mind carry our own commerce," he said. when I say our survival is threatened. "We do not have enough merchant If we must rely on foreign ships and ships to support our troops if there crews for the energy we need to fuel were another war. We have become our factories and light our homes, a maritime dependent." shops and streets, we make ourselves Emerging Energy Crisis dependent on foreign interests. The growing energy crisis is another "If we must depend on foreign factor that bears on the need for new ships for the strategic materials we ships, according to Adm. Chase. require, or to deliver the products we "The frightening fact that relates to produce, grow or manufacture, our. this situation is that we do not have power of decision and our choices are the ships to deliver our needs," he limited. declared. "Unless we do something f' about "If we cannot support and sustain it we will be dependent upon the military forces we now can airlift foreign ships for the energy which when and where needed in an emer­ fuels our ever expanding technology. gency they do not possess the mobility "Unless we build new ships which our foreign policy and doctrine de­ provide jobs and security for our sea­ mands of them. going men, we will not have the dedicated skilled labor force we need "The question we face is not: Do for emergency expansion. we need to maintain our position as a global superpower? It is, rather, how "Unless we buijd new ships we will 1; ' 1'^' are we going to do it, and when?" not be able to csrry our own com­ , > J u'! r F f Rear Admiral John D. Chase greets a group of students from the SiU's Harry Lundeberg School who attended the Washington luncheon as part of their overall education program. From the left are, Glenn Taylor, Efrian Rodrigues, Adm. Chase, Dale Reinhardt and Tom Mitchell. Insurers Say State Dept. Hurts U.S. Merchant Marine A leading maritime industry leader has attacked the United States State Department for selling the American Merchant Marine "down the river." Carl E. McDowell, executive vice president of the American Institute of Marine Underwriters, charged that the State Department is delberately foster­ ing policies that are detrimental to the U.S. maritime industry. The State Department, McDowell said, has decided that the American Merchant Marine is no longer a major power among the oceangoing com­ mercial fleets. (See President's Report, Page 2) "Therefore, they have decreed that the U.S. competitive interests are the same as those of Chile, India, Zambia and whatever country may have been created yesterday," he declared. He told an audience at the 202nd annual dinner of the Marine Society of the City of New York that the State Department policies are developed by theorists with no maritime understand­ ing. Those policies, he said, are designed to curiy favors with other nations at the expense of the American-flag fleet. "State's policy is that you have something to trade away in favor of something else they think is more im­ portant," he asserted. A Long Histmy In this case, the "something" that is being traded away is the cargo that U.S.-flag fleet must have to survive. The State Department, he said, "has a 40-year history of trying to sell our maritime heritage down the river." He deplored the fact that this policy is continuing at a time when manage­ ment, labor and government are work­ ing intensively and together in an effort to revitalize American-flag shipping. He noted that Congress, in adopting the Merchant Marine Act of 1970, legislated a wide range of new subsidy and other government support to in­ crease the construction, operation and cargo carryings of U.S. vessels. The Merchant Marine Act of 1970, he said, changed the basic national maritime policy for the first time since 1936. In changing that policy, the Act commits the Federal government to stimulate export trade for Americanflag ships. Mcltowell, in his address to 500 maritime industry leaders, suggested that the head of the State Department may not know what was going on in his vast bureaucratic jungle. "Does the Secretary of State know what is going on in his engine room?" he asked. Levels Chaiges He charged the State Department was being particularly derelict in carry­ ing to the Congress programs that the maritime industry has developed to increase the carriage of container car­ go. The State Department, he said, is more interested in shipper nations than with the U.S. Merchant Marine. "That is to say, the countries that ship coffee, rubber, ores and other raw materials and foodstuffs have more influence in the mentality of the State Department than do you and your customers and your bankers and your insurers and forwarders," he said. Maritime Aufhorizatian Bill Passes House by Wide Margin By an overwhelming majority, the House of Representatives pas^d and sent to the Senate a bill to authorize $559.5 million in maritime subsidies for the upcoming fiscal year. Passage of the bill came on a 364 to 13 vote. The money would be used by the Federal Maritime Administration for its operations as well as for ship con­ struction and operating differential subsidies. Part of the amoxmt is intended for the purchase of break-bulk vessels for layup in the national reserve fleet. The remainder is earmarked for construction of 17 new ships includ­ ing, tankers, general cargo ships, and specially designed liquid natural gas vessels. The authorization measure will now be considered by the U.S. Senate. Hearings on the bill are expected to begin shortly. �- "I Personcils Full Books Earned by Seafarers Each of these Seafarers have earned their full books after upgrading through the SlU's Harry Lundeberg School of Seamanship. In the top photo, front row, from the left are M. Kerby, M. Robinson, N, Smilley and T, Dodson. In the rear are J. Valle, M. Furbush, G. Johns, R. Hagood and S. Krylstosiak. In the bottom photo, from the left are J. Wilson, J. Sharpless, J. Collins, 0. Solas, G. Fuller, J. Windham and L. Croes. Leon Paul Dnrnimond Please contact Rev. Edward H. Duerksen by mail or phone, whichever is con­ venient. His address is 5828 Arapaho Dr., San Jose, Calif., 95123. His tele­ phone number is 408-225-8569. Ben Prifiken Please contact Nicolas Cappadona at 1734 West 13 St., Brooklyn, N.Y. 11223, telephone number CL 6-8781. Jimmy Davis Please get in touch with Mrs. Norma Stout who has lost your address. Her address is 5546 Little Lake St., Bellaire, Tex. 77401. Tony Eflcoto Your sister-in-law, Mrs. Lillian Escoto, asks that you contact her as soon as possible at her new address, 225 Douglas Drive, Harahan, La. 70123, telephone number 737-0910. Ronald A. Fredericks Please get in touch with Nancy York or Jose Coro as soon as possible at 1114 West 9 St., Austin, Tex. Gerald Eriinger Rex Sherwdl James Bolen Glenn SmnerviUe John Mahoney asks that you contact him as soon as possible C/0 Seaman's Mail, Rincon Annex, San Francisco, Calif. 94119. Ignathis B. Miller Your sister, Mrs. Edna Braun asks that you contact her as soon as possible at 4 Sewell St., Billenica, Mass., .tele­ phone number 663-6879. Carlos Canales Please contact your mother, Mrs. Lydia Canales by calling collect anytime after midnight at 947-2840. Tony Raia Your brother, S. Raia, asks that you call your father at 207-367-2382 or write to him at home. Stan Whitfield Ron Carraway asks that you contact him C/O Tarrayo, Polo San Miguel, Pilapil St., Pasig, Rizal, Philippines. John Bryant Please contact Walter E. Harris C/O Midship Bar, 606 Iberville St., New Or­ leans, La. 70130. Ralph DiPaoU Your sister, Mrs. Carmela Fornito asks that you contact her at 1135 South Seventh St., Philadelphia, Pa. 19147. Charles F. Bruike Please contact your daughter, Mrs. Larry H. Bishop at P.O. Box 51, Clinchport, Va. 24227. Amado E, Diaz Your wife asks that you contact her at her new address: 2208 West 34 St., Houston, Tex., telephone number 713681-3232. I V. •a•] 'i L NOTICE Seamen seekmg employment on vessels in Singapore must be able to show a round trip ticket purchased in the United States. -( "k Unclaimed Wages Await SlU Members The following Seafarers have checks awaiting them for un­ claimed wages as a result of voyages aboard Maritime Overseas Corporation ships. If your name appears on this list you may receive the amount due % contacting the Paymaster at Maritime Overseas Corpo­ Elmer Lamb James A. Tims Martin G. Smutek Ronald N. Perron Frederick O. Harris Lyman B. Turner Charles H. Kouchiyama William S. Rudd Vernon Thompson Milton Salnn D. MiUer D. Nomeo Oliver F. Meder Ennis Charles William M. Hudson Hendley J. Beaver Mahland C. Cann Henry Kaipowicz Marvin Hyman Juan Hopkins Robert E. Oliver Clyde Roysden Nathal Kisser John Graham Mack Brendle Winstmi Dupress John E. Vaughn Robert Zambrowski Vincent Hughes James A. Sullivan Winiield Downs, Jr. Don H. Shine Joseph Milukas Calvin M. Sheridan Coylle L. Cross Edwin V. Laday Wm. H. Gray John Keith James Williams Hany Resisaner Charley Davis Albert Coale George M. Bryant Gillum Mefford Stephen E. Burwdl Robert J. Hazenhal George C. Nickum WiUiam H. Lee Glenn E. Johnson Thomas A. Birchn' Paul R. R. Brown Salvatore Calvante Salomon R. Josefovicz John J. Frederick, Jr. Paul O. Kayton Curtis E. Lang Seymour Heinffing James H. Maxey Carl E. Yates Calvin H. Spears S. L. Anderson K. H. Hermausen R. Carbone B. E. Fowler E. C. Arndt J. S. Dzurik, Jr. L. K. Fallis K. L. Watson M. E. Taggert B. S. Cossiboin W. O. Cash R. J. Baiimgardner B. R. Stalsworth E. P. Savickas J. R. Smart C. R. Bivins T. V. Dagdag F. Sullins F. Hills J. V. Sivley J. Crivello H. J. Whitmore M. Perez O. B. Melanio J. D. Smith J. Jacobs R. Durden V. Santos J. McGauley H. A. Payne C. OTVeff J. H. Stirling C. Muscapdla C. Brewer, IH H. W. Roberts F. Strates T. L. Stanley H. Enriquez D. O. Coker C. Remper O. Motley F. Rizzo J. G. Huszar L. W. Peppett C. G.Hall E. L. Johnson G. N. Mclear A. M. Awad C. R. Lyons E. K. Bryan J. Federnak E. A. Hattaway J. D. Psathas B. A. Owen J. W. Parker O. E. Webher A. E. Larson F. R. Fisher S. Miller, Jr. R. T. Knoles C.A.Brown L. Parker A. Runiak ration, 511 Fifth Ave., New York, N.Y. 10017. Telephone (212) 867-3500. ' When writing to the above address, include your social secu­ rity number in your letter. B. B. Jenkins A. E. Anns C. C. Callahan J. E. Griffin H. S. Hogan A. Pocari A. F. DeRoche V. Guzman C. Nunez E. Gonim F. Knaope F. J. Hail R. O. Mills J. W. Hunter A. E. Hollis F. D. Moore E. F. Flanagan A. Ellingsen G. SUkowski C. W. Oatley B. B. Jenkins T. E. Howell A. Rodriguez A. E. Augers J. P. Cavanaugh W. J. Graut O. Feigusou F. Anderson El SUver S. A. Marshall M. J. Donnelly J. R. Nelson R. W. Newkirk A. W. Funk : W. Franklin, Jr. N. R. Petersen B. B. Bailey V. Egel W. W. Page T. R. Reading V. L. Williamson C. S. Galbraith J. L. Hart J. J. Salter J. F. S. Barron R. W. Smith J. J. Guard S. O. Bernaldes H. W. Riley F. T. Russell A. BeU R. J. Boyd C. H. Canales J. O. Dewell G. Atchersmi E. P. Moran R, G. Barr B. G. Morrow M. Spellman G. W. Stidham T. F. Ziezer P. T. Bahbin P. J. Feeley G. G. Bigger O. Pineo B. D. Saxon R. Powers J. S. Shafer E. R. Gil G. L. Zintz, Jr. C. Wodack R. F. McLain C. D. Whipp W. M. Conley V, Turner L. Makaffey R. Adams . E. V. Wehh, Jr. D. P. Davis K. Ji Sabot 1. |pf, |r:-' •J Seafarers �Resolution for Merger and Constitutional Amendments The following resolution for merger and constitU' tional amendments was submitted by SIU SecretaryTreasurer Joseph DiGiorgio. It deals with a proposed merger of the SIUNA Great Lakes District and the SIUNA Atlantic, Gulf, Lakes and Inland Waters Dis­ trict, and presents the language necessary for proper changes in the SIU Constitution. It was pres^ted to the membership for action at meetings in April, 1972 in all Constitutional ports. In each meeting the mem­ bership coiKurred and accepted the proposed resolution. P• i * I f 1+ ; > i . • V li i ' I >• !• 1i » Whereas, this Union—the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District—and the Seafarers International Union of North America, Great Lakes District are each labor organizations chartered separately by and affili­ ated with the Seafarers International Union of North America, AFL-CIO; and Whereas, the membership of this Union essentially represents unlicensed seamen employed aboard Ameri­ can flag merchant vessels operating upon the oceans and deep seas; and Whereas, the Great Lakes District essentially repre­ sents unlicensed seamen employed aboard American flag merchant vessels operating upon the Great Lakes located between the United States and Canada; and Whereas, both of such labor organizations as affili­ ates of the Seafarers International Union of North America representing American unlicensed seamen have for sometime past worked with each other upon numerous commoh problems for the betterment of their respective memberships; and Whereas, both of such labor organizations are each union parties to common union management trusts that provide for their respective memberships, various welfare, pension, vacation and other .fringe benefits and each organization has worked intimately with the other and their respective contracted employers with respect to matters arising under and in the administra­ tion of such trusts for the respective memberships; and Whereas, it is believed th&t it would be in the best interests of both labor organizations and their member­ ships by reason of their respective histories and back­ grounds and the resultant reduction of operating ex­ penses and the affording of greater continued strength and resources to the membership if they were merged into one organization; and Whereas, the executive officers of each such organiza­ tion have agreed to merge into one organization, preserving however the long established job and shipping rights of the respective memberships with their two separate groups of employers, consistent with past practices and subject at all times to the determination Activity—legislative and administra­ tive—at the national level can, and does, affect every Seafarer every day of his working life. For ours is a fed­ erally regulated occupation, and prog­ ress must come through the legislation passed by Congress, and a favorable action by the executive branch of gov­ ernment. It takes constant attention to assure continuing progress for Seafarers and for their industry. Like attention to the bills currently being considered by Congress. For instance: • The bill to require that 50 per­ cent of U.S. oil imports be carried on American-flag vessels. • The bill that would fund con­ struction of 40 liquefied natural gas ships. of the membership and in accordance with applicable law; Now therefore, in the interests of our membership and in the interests of the unlicensed American seamen and in the interests of a stronger trade union capable of preserving and protecting and enhancing the rights of our membership, it is hereby Resolved, that the merger agreement between this Union and the Great Lakes District, dated March 22, 1972 be in all respects approved; and it is further Resolved, that in order, to effectuate the said merger agreement, certain constitutional amendments are neces­ sary and that our Constitution shall be amended in the following respects: 1) Section 3(e) of Article III shall be amended by adding a new sentence as follows: Provisions of this subsection (e) shall be inapplic­ able when such merchant vessel is operating upon the Great Lakes." 2) A new Section 6 shall be added to Article VI as follows: "Section 6. No member may retire his member­ ship during the period of a strike or lockout." 3) There shall be added to Article X, Section 11 the following: "Notwithstanding the provision of Section l(j) of this Article X, the Executive Board, by majority vote, may determine not to fill any vacancy in any office or job for all or any part of an unexpired term." 4) Section 12(a) of Article X shall be amended by changing that portion of the second sentence thereof starting with the words "The following," and ending with the words "order of priority:" to read as follows: "The following officers and job holders, upon their election to office or job shall, during the term of their office or job, be delegates to all Conventions of the Seafarers International Union of North America in the following order of priority:" 5) Section 13(d)(1) of Article X shall be amended by inserting a comma at the end of thereof, and adding the following: "Or segment of the Union, whichever applies." 6) The last paragraph of Section 1 of Article XI shall be amended by changing "1971" to "1975" and replacing the comma with a period, striking the balance of the sentence beginning with the word "notwithstand­ ing" and ending with the word "appointment." 7) Section 1(c) of Article XII shall be amended by deleting at the end thereof after the words "election year." the "; and" and inserting a comma and then adding the following: "Except if such seatime is wholly aboard such merchant vessels operating solely upon the Great Lakes, in which event he shall have at least sixtyfive (65) days of such seatime instead of the fore­ going one hundred (100) days; and" B) Section 8 of the Article XXIV shall be amended by changing the date "August 1968" to "December 1971." It is further resolved, that as Constitutionally pro­ vided, if this Resolution be accepted by a majority vote of the membership, a Constitutional Committee shall hereafter be elected at a Special Meeting at Head­ quarters on April 14, 1972, to report upon the amend­ ments as proposed, to the May 1972 membership meet­ ings; and it is Further resolved, that if the membership accepts such report of the Constitutional Committee, Ae propo­ sition constituting the merger agreement including the proposed Constitutional amendments be voted upon by secret ballot with the vote to be held conunencing June 1, 1972 and ending on June 30, 1972; and it is Further resolved that on the balloting to be taken on the proposed amendments, as well as the merger agreement, said amendments and merger agreement be voted "up" or "down" as one proposition; and it is Further resolved, that copies of the proposed merger agreement, without paragraph 14 thereof, but with the propositions constituting the aforesaid amendments of the Union's Constitution as presently constituted shall be available at A&G Headquarters and Ports for its membership no later than May 27, 1972; and it is Further resolved, that the merger agreement, including the proposed amendments, shall not become effective unless a majority of the members of the Great Lakes District voting, vote aflBrmatively as to each proposition tp be set forth on their ballot, and unless a majority of the members of this Union voting, vote affirmatively on the propositions to be voted upon by them; and that if both groups vote affirmatively, the merger agreement and the amendments to the Consti­ tution shall become effective on the latest date that the Tallying Committee of both organizations certifies that each of the propositions have been voted upon affirma­ tively by their respective memberships and it is Further resolved, that if either of the memberships shall not vote affirmatively on all of the propositions set forth on their ballot, then the merger agreement, includ­ ing the proposed amendments to the Constitution set forth above, shall be deemed cancelled, null and void, and of no force and effect. Submitted by Joseph Di Giorgio Secretary-Treasurer Virgin Islands loophole in the Jones Act. the Seafarers Political Activity Dona­ tion. These are a few of the measures in Congress that bear directly on job op­ portunities for' Seafarers, and thus bear on all facets of their lives. SPAD works on the fundamental principle of labor's political action, first enunciated by Samuel Gompers, first president of the American Fed­ eration of Labor: And there are other matters that must be pressed on behalf of Seafarers, such as the battle to keep the U.S. Public Health Service Hospitals open and the fight to improve the U.S. bal­ ance of trade situation. "Labor must reward its friends and defeat its enemies." • There is no substitute for the sup­ port of friends who have been tried and tested many times over on critical legislation. SPAD is our way of giving them that support. And the plain fact of the matter is that no one will do our fighting for us. We either carry the freight our­ selves, or the fight is lost. It is our way of assuring continuing legislative progress which will, in turn, insure the continuation of the profes­ sional seamen's way of life. And the Seafarers way of protecting their interests and winning the battles is through voluntary contributions to • The bill that would close the : J 'T' • . 1 •- �MTD's Moody Optimistic On U.S. Maritime Future M Rep. William Anderson (D-Tenn,), has introduced legislation to au­ thorize construction of 40 liquified natural gas carriers within the next eight years. Under the provisions of his bill, H.R. 13832, the Secretary of Commerce would enter into contracts with U.S. shipbuilders for the construction, out­ fitting and equipping of the ships to be delivered no later than January 1, 1980. The bill further provides that the LNG's can be sold, upon completion, to U.S. operators for domestic trade. At the present time, there are no U.S.-flag LNG's, and none arc under construction in U.S. shipyards. Implementation of H.R. 13832 would provide jobs in shipyards, aboard ships, on unloading docks, and in plants which convert the gas to its natural state from a liquid. This would revitalize the American merchant marine, stimulate the national economy, and meet the increasing need for fuel. It is estimated that within the next 10 years, we will need 80 LNG's to supply these needs. The bill has been referred to the House Merchant Marine and Fisheries Committee for action. Appropriations TTie House of Representatives, on April 11, passed an approriations authorization bill for maritime programs for fiscal 1973. The bill, H.R. 13324, had been introduced by Rep. Edward Garmatz (D-Md.), chairman of the Merchant Marine and Fisheries Committee. The authorization includes construction differential subsidies, operating differential subsidies, and research and development funds as well as funds for operation of the reserve fleet. Kings Point Academy and the state maritime schools. The bill was amended in committee to increase the construction differ­ ential subsidy from $250,000,000 to $280,000,000. Some $30 million of this amount is for the purchase of modem break-bulk U.S.-flag ships. Pending Measures Two bills of interest to Seafarers because of their direct effect on the maritime industry and the national economy are being considered by the House Merchant Marine and Fisheries Committee. They are: H.R. 12324, to require at least 50 percent of all imported oil be carried on U.S.-flag ships. Public hearings on this measure have concluded on the House side. Siinilar legislation soon will be considered by the Senate. H.R. 12886 would amend the Jones Act to include the Virgin Islands. Action of this measure is expected in the near future. O. William Moody Jr., administrator of the AFL-CIO Maritime Trades De­ partment, said the nation's maritime industry now has the direction, per­ spective and determination to win its fight for life. Moody spoke to the Propeller Club of the U.S. meeting in New York City, and reviewed maritime's progress in recent years and the problems that still must be overcome. Today's maritime outlook. Moody said, contrasts with the view of the 50s and the 60s "when only a few of us dared hope that we could save our fleet." Moody said the factors contributing to the brighter outlook were enact­ ment of the Mechant Marine Act of 1970, renewed dedication to the mer­ chant marine on the part of the Fed­ eral Maritime Administration and unity within the industry itself. Face Tough Fig|it Moody said, "yes, we have accu­ mulated a lot of plusses in the past two years. But we are still faced with a long, hard grind before we can say we have succeeded." Part of the problem, he contended, arises from government agencies that "continue to balk" despite the strong support for the merchant marine given by the White House and the Maritime Administration. Moody catalogued a number of fail­ ings in the U.S. State Department, which he said favors "ships flying the flag of NATO nations, ships flying the flags of developing countries, even ships flying the flags of convenience," over ships flying the U.S. flag. And he criticized the U.S. Depart­ ment of Agriculture saying,, "it some­ times seems that the Department of Agriculture is mesmerized by the sight of a foreign flag and completely turned off by the sight of the U.S. colors flying from a ship." The great problem in the resistance of those two departments, Moody as­ serted, is that "at this time we are nearly totally dependent on govern­ ment cargoes for our survial." Suggests Solution The answer to the problem, accord­ ing to Moody, is to "continuously ham­ mer at those government ofScials who would strip us of an American-flag fleet in order to do their peculiar favors for our foreign competitors." He also criticized major newspapers who are opposed to maritime subsi­ dies and said the maritime industry must convince them that "our govern­ ment is right, is just and is fair and is acting in the national interest in lend­ ing a helping hand to the merchant marine." He said that while those are serious problems, "we are ahead. And we are gaining ground." As evidence, he cited a speech given by Assistant &cretary of Commerce Andrew Gibson in Sweden recently in which Gibson told an international trade audience that protection of mari­ time fleets was the current reality in the world and that reality suggests that bUateral agreements between ship­ ping nations will be the prevailing fact of life. Moody said Gibson's speech shows that he is "replacing empty rhetoric with bold and realistic leadership." Moody declared that success lies ahead, "if we continue to work hard at our problems and build on the accomplishments of the; past two years." He concluded, "There will be rough days ahead but we will win because we have the direction, we have the perspective and we have the deter­ mination to win." Maritime Council of Midwest Established As part of its program to promote the U.S. maritime industry the National Maritime Council has been forming regional groups throughout the country. One of the latest to be formed is the Maritime Council of the Midwest. Shown here, standing, from the left are: F. "Scotty" Aubusson, SlU representative and Chicago port agent; Lou Lucci, NMU business agent, Port of Chicago; Paul Drozak, SlU port agent, Houston; Bob Luttenberger, Sea-Land Central States manager; J. N. Kelly, Farrell Lines Great Lakes resident manager; C. A. Marsh, American Mail Line Midwest regional manager; P. H. Gilbert, MARAD, Chicago; R. A. Thomson, Pacific Far East Line Midwest regional Page 6 manager; Wally Johnson, International Brotherhood of Boilermakers, St. Paul, Minn.; S. Buschbacher, American Export Lines, Chicago; and Capt. C. R. Davenport, Lykes Lines district manager, Chicago. Seated are: A. J. Mclnar, MARAD, Chicago; F. A. Wendt, Delta Line vice president; New Orleans; J. M. Smith, Mocre-McCormack Lines vice president, Chicago; T. J. Smith, Farrell Lines president. New York; L. C. Paine, Jr., MARAD, Washington; W. J. McGowan, American Mail Line, Seattle; J. H. Crosthwaite, American Export Lines general sales manager. New York, and Barton Jahncke, Lykes Line assistant vice president. New Orleans. «l 'I J 41 4l �Andrew E. Gibson, assistant secretary of com­ merce for maritime affairs, recently spoke at a "Freedom of the Seas" discussion at Gothenburg, Sweden. Because of the importance of his re­ marks, and the possibility of future impact, they are reprinted here. They should be of special in­ terest to every Seafarer. The economic relations between the trading nations of the world are going through a period of extensive revision. Last year, President Nixon's new economic policy signalled the United States' determination to seek new and far more equitable ground rules for its international trade, and as a result, there has been a growing re-examination of the assumptions underlying world com­ merce in order to seek more realistic and practical standards on which to base future relations. For many, it has become increasingly clear that the broad principles which for many years governed international trade relations have be­ come outdated and must be restructured. The world today is a far cry from the one existing after World War II when many of the past trade policies evolved. A ravaged Europe has transformed itself into the Common Market, the world's largest trading bloc; Japan has literally risen from the ashes of war to become one of the most powerful industrial nations the world has ever seen; and a completely new entity, the multi­ national corporation, has come into existence. Yet, until recently, the rules governing trade rela­ tions have remained essentially. unchanged for the last quarter century. President Nixon, in announcing his new eco­ nomic policy, described the situation in these words: "At the end of World War II the econ­ omies of the major industrial nations of Europe and Asia were shattered .... Today, largely with our help, they have regained their vitality. They have be­ come our strong competitors, and we welcome their success. But now ... the time has come for them to bear their fair share of the burden of defending freedom around the world." The new Secretary of Commerce, Mr. Peter­ son—while serving as President Nixon's Assist­ ant for International Economic Affairs—analyzed the situation in a similar fashion. He said: "The old policies were based partly on early postwar realities, and sometimes reflected lags between changes in these realities and the world's perception of those changes .... We as a nation and the world as a whole were too slow to realize that basic structural and com­ petitive changes were occurring; as a result, international policies and prac­ tices were too slow in responding." In the world of ocean shipping there is a similar need to reexamine longstanding ideas and policies, since it is becoming increasingly clear that they have not kept pace with changing reality. And it is from, this viewpoint that I believe we should reconsider the concept of "freedom of the seas." Freedom of the Seas The freedom of vessels to go where they wish on the high seas is of course long-standing, and there is also a long tradition among nations to open their ports to all who come in friendship or in need. As an economic concept, however, "free­ dom of the seas" is a product of classical eco­ nomic theory, the body of thought which extols the virtues of pure competition and goes all the way back to Adam Smith and Grotius. In its simplest form the concept holds that vessels of every flag should have the right to engage in the movement of cargoes from and to all nations, so that the market for shipping serv­ ices will be international and truly competitive. In particular it states that the needs of the world economy are best served by promoting an international division of labor, in contrast to mercantilist policies which had emphasized and protected interests, narrowly conceived. So much for the theory. As an economic abstraction it seems to make good sense and, indeed, has sufficient validity to retain an important place in our thinking about today's problems. It gets particular support, of course, in those nations who have benefited most from it, and whose shipping companies are highly developed and have a predominant role in the shipping world. It has lost much of its support, however, in other parts of the world where people basically question whether "freedom of the seas" really exists—at least for them. They are aware that conditions in ocean shipping today are, in fact, nothing like what the theorists assume them to be. They see a fundamental divergence between theory and practice. Contradictions Noted They see concentrations of economic power, especially through the closed conference system, whereas the theory assumed a multitude of small operators with equal opportunities to compete. With rates fixed by conferences, they see very little price competition under normal conditions. In fact, they see the conferences sometimes closed to them, or to any outsider. They observe that the same lines that talk most about "freedom of the seas" also appear to be willing partners in various types of restrictive shipping agreements when it serves their purposes. They begin to think that "freedom of the seas" may actually mean freedom for shipping lines to do as they wish and, above all, that it means simply that governments should not inter­ fere. Clearly, there are contradictions between what is being said and what is actually happening. And this has given rise to substantial problems. Let us look at some of them. Like the international economy itself, ocean shipping is in the process of rapid change. Those few Atlantic nations who provided most of the world's shipping services in the pre-war era are being challenged by a growing array of emerging national lines, led by the Soviet Union but also representing many of the developing nations of the world. We are all familiar with the concerted efforts of the Latin American nations to expand their merchant fleets. The British Committee of Inquiry into Shipping, under the chairmanship of Lord Rochdale, has reported that the fleets of develop­ ing nations have increased more than seven times over in the period 1939 to 1968—from under 2 million gross tons to more than 14 million. It is apparent that these nations have not only the desire but a growing ability to carry their trade, and this is finding its expression in hard steel— the ultimate commitment. These growing merchant fleets are a direct result of a national drive for industrialization and economic independence. Today these countries see their national-flag fleets as providing constant and reliable shipping services for the exports and imports on which their economic growth is based. Through these fleets, also, these nations seek to retain a large measure of control over the move­ ment of their trade, particularly freight rates. Furthermore, these fleets—frequently govern­ ment owned—provide a source of foreign ex­ change. It also must be recognized that having a national-flag merchant marine is a sourcfc of patriotic pride for many of these nations, and a symbol of their developing nationhood. These are ail powerful stimulants. Before anyone condemns these motives, they should review the maritime history of some of the developed nations such as Japan and the Soviet Union, since it must be apparent that these same motives guided their efforts to expand their merchant fleets in the past. To date I've heard no one seriously challenge their right to do so, for the development of a strong, efficient merchant fleet has generally been the hallmark of a successful trading nation. The less developed nations admittedly often do not have at their command the more sophisti­ cated methods used by their larger trading part­ ners to promote and maintain their fleets, and they usually do not afford direct support. For this reason, they have employed government regulation to obtain a desired level of nationalflag participation in trade. The Rochdale Commission has estimated that some 30 nations pursue direct flag-discrimination policies of one sort or another. Some of these result in bilateral agreements under which trading nations tend to divide the cargoes by reserving a substantial portion for their own ships. Among the Latin American nations, some of these governmental edicts and resulting bilateral agreements date back more than 15 years, and they have been instrumental in encouraging the development of modern national-flag fleets in these countries. I would point out, in this con­ nection, that not only the United States, but many of the Western European shipping lines are parties to such agreements with the South Amer­ ican countries. Efforts All Inclusive These efforts to increase national-flag participa­ tion are by no means limited to the liner trades. In the wake of the steadily increasing world demand for energy, many oil and natural-gas producing nations appear to have the clear inten­ tion of owning bulk carriers to participate in the transport of these resources to world markets. Whether we may approve or not, this trend is becoming well defined and must be dealt with. Most importantly we need to recognize that the desire of the developing nations to create and maintain merchant fleets under their own flags is a natural one, and is not about to diminish. In Santiago, Chile, at the Third United Nations Conference on Trade and Development, the de­ bate on this subject was continued and there was much talk about "freedom on the seas," competi­ tion and the development of future shipping policy. In this debate, where does the United States stand? Before I try to answer that question, let (Continued on Page 12) Page 7 �SlU Clinics: A Vital Service An important arm of the SlU benefits program is the system of clinics available to Seafarers and their dependents across the country. For the Seafarers, the clinics are vital because examinations there are the means by which the annual health cards are issued. And for his dependents, they provide that extra measure of care that makes a seaman's life more secure and more worthwhile. • "'•y • Before going to see one of the doctors at the clinic, Mrs. Paquita Colazzo stops in the reception room to talk with Nurse Phyllis Gallo. Mrs. Colazzo's daughter, Evelyn was also at the clinic that day getting an eye examination. i - - This little baby gets a mouthful of nourishment from her daddy as she waits to be examined. She is Ayanna Kane and her father, Cyric, brought her in for a regular check-up. Swas two months and 16 days old at the time of this photo. Maurice Rivkin, M.D. checks Mrs. Stephanie Mucia's blood pressure and finds no problems. Mrs. Mucia's husband, Joseph, works on the SeaLand shore gang. •• jKv'' Mrs. Colazzo waits to see the doctor along with Mrs. Lillian Combos, lieft, and other SlU dependents. Mrs. Combos' husband, Xenefon, is a member of the affiliated Sailors Union of the Pacific. ' Page 8 J ,f'r Cp-faro,- I na �I,: •• sAi. SIU Medical Director, Joseph 6. Logue, M.D., talks with Mrs. Helen Gages at the New York Clinic. Mrs. Gages' husband, Frank, sails in the deck department. Roland Darbonne, a medical tech­ nician, is about to take a blood sam­ ple from Mrs. Marie Carbone whose son, Robert Carbone, sails in the deck department. Mrs. Carbone came in for a check of her blood pressure. Nine-year-old Wayne Truhart gets his chest examined by Joseph A. San Filippo, M.D. Wayne's father, Fenner Truhart, sails in the engine department. Little Cheryl Gibbons, six years old, has her arm x-rayed by Benjamin A. lannotti, L.X.T. A short while later, seven-year-old sister, Michelle, gets a hand x-ray. Both are daughters of John Gibbons, Jr. who sails as chief cook. Nurse Sheryl Edel adjusts the elec­ tro-cardiogram o.n Carmen Camacho. Miss Camacho's father, Fructoso Camacho, is an SIU pensioner. April 1972 Sixteen-year-old Evelyn Collazzo has her eyes examined at the New York clinic by medical technician R. C. Brigham. Evelyn's father is Seafarer Edward Collazzo. Page 9 �Letters to the Editor A Sad Situation New Light on Energy Crisis "I think I can see the day when the country might have to ration electricity." Those are the words of James R. Schlesinger, chairman of the Atomic Energy Com­ mission. They apeared in a Page 1 story in the Washington Post an in-depth article on the nation's energy crisis by writer Thomas O'TooIe. The article declared that "the richest nation in the world has discovered it is energy poor and that this sudden poverty threatens the balance of trade, our attempts to clean up the air and water, and the efforts we've made to hold down the prices of prod­ ucts from gasoline to electricity." We're ^ad the Washington Post has given an energy crisis story front page coverage. We hope other newspapers will follow suit. Because we've reconized the crisis for a long time and have tried to warn the nation. But sometimes it takes a bigger spotlight on a subject for people to become aroused and concerned. As writer O'Toole says, "the energy crisis in America threatens the American way of life." He also says that "the United States will import oil and gas worth an esti­ mated $3 million this year, but that's just a trickle alongside the flood that will pour into this country" in the future. The article fails to say just how that oil and gas will come to our shores .. . whether on foreign ships or American. The SIU and other maritime unions have given their support to legislation that will guarantee that at least 50 percent will come on U.S. ships. We think that's important— important for our economy, our secmity, our industry. We've said so, many times, publicly and privately. And now, we think that the mes­ sage is getting through. Take note of these developments: / Rep. William Anderson (D-Tenn.) has introduced a bill calling for government con­ struction of 40 liquefled natural gas carriers over the next eight years—^American ships to be built in American yards and leased to American firms under the U.S. flag. / Subsidiaries of El Paso Natural Gas Co. have applied to the Maritime Adminis­ tration for construction subsidy to build six 125,000 cubic-meter LNG's. These are hopeful signs that a begining has been made. With our help, it will continue. A Part of the Game To the utter dismay of club owners and sports writers, major league baseball players have struck a blow for recognition on the bread-and-butter issue of the major league pension fund. But, oh, how that dismays management. None other than Ted Williams, manager of the Texas Rangers team, has condemned the players' strike, calling it "a crime that anything as big and good as baseball can get hung up like this." And his remarks have been echoed by sports editors across the land who have spent a few million words condemning the players. Yet these same sports editors rarely com­ plain when baseball's owners pass players from team to team like so many indentured servants. They rarely cry about the disdain with which the owners move franchises from city to city (except when it is their city that the team is leaving), stranding hosts of fans and admirers. To these sports editors and Mr. Williams "it's all part of the game." And now, thank goodness, the players have asserted their rights as workingmen. They have simply used labor's strongest tool —the strike—as a means to obtain better lifetime security for themselves and their families. That's no crime, Ted, that's economic justice. I read with considerable interest a series of articles ih ^ I the March issue of the Log concerning U.S. oil imports, v' Each of the various articles had the same basic point to pi inake: That the SIU and others are making every effort to; insure that at least 50 percent of any oil import into this ^ g country be carried aboard, American-flag ships. A noble commitment on the part of the union and other interested i groups, whether union or management. What really startled me about the whole affair is the II fact that such legislation is even needed. Does not the entire p|issue cpncem jobs for America's working men—the ones |||l who pay U.S. taxes, spend their monies in U.S. stores and, ^in general, help make this country what it is? I fail to perceive, perhaps because of some personal/-'! ignorance, how our own government, i.e. the State Depart- I ^ment and Agriculture Department specifically, can consider >- any alternative to shipping any imports or exports on any-thing but American-flag ships. . It is a fine example these government agencies set for private industry groups. Nor do I think it is to their credit-^ anyone that ships American imports or exports on a foreign-flag vessel—that they are merely exploiting other working men around the world. And, that is just what | they are doing. It amounts to doing almost anything to save themselves a buck or two here and there, and damn the J poor slob who is willing to work for substandard wages. The American union man fought long and hard through­ out the years to eliminate such treatment. Now that he has ; gained respectability and has attained a comparatively de­ cent way of life, these people turn to other countries where the workingman is still exploited much as he was in the first half of this century in this country. As I said, it amazes me that legislation such as the 50 percent minimum is needed, but since it obviously is a : reality I would m^e one suggestion: Don't settle for 50 . | percent; keep after them until American-flag ships get *'| 100 percent of American imports and exports. ^ Michadl O'Rourice I New York ll ' ; - Thank you for my portfolio souvenir of my stay at Piney Point during the Seafarers Educational Conference. I appreciated it very much. I learned a lot at the conference. I think that the Hari^ Lundeberg School of Seamanship is one of the finest op­ portunities available to a young man today. I wish I had such an opportunity during my youth. These students should be as proud to be affiliated with the Siy as I am. Watter F. Muellor/ Tampa; F!a=^ Volum* XXXIV, No. 4 April, 1972 SBAFAKBKS^LOO Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Executive Board Paul Hall, President v Gal Tanner, Executive Vice-President Earl Shepard, Vice-President Joe DiGiorgio, Secretary-Treasurer Lindsay Williams, Vice-President Robert Matthews, Vice-President Al Tanner, Vice-President Published monthly at 810 Rhode Island Avenue N.E., Wash­ ington, D.C. 20018 by Seafarers International Union, Atlantic, Oulf, Lakes and Inland Waters District, AFL-CIO 675 Fourth Avenue, Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Washington, D.C. �Kirkland Sees National Health Care Progress AFL-CIO Secretary-Treasurer Lane Kirkland has claimed that "some im­ portant progress" has been made toward the goal of national health in­ surance "despite the delaying tactics" Lane Kirkland of some influential people and groups. In a Washington address to some 200 delegates attending a conference of the Committee for National Health Insurance, Kirkland said that "some are disappointed at the slow pace of legislation. They should not be. The Meany Criticizes Commerce Dept. AFL-CIO Pres. George Meany has charged the Department of Com­ merce with utilizing distorted data, omissions and biased analyses in an attempt to refute organized labor's charge that American multinational firms are contributing to unemploy­ ment in the U.S. Meany said that a recent Commerce Department report not only misrepre­ sented AFL-CIO views on internation­ al trade and investment but its "rele­ vant data" deliberately sought to give an impression of job gains by omitting multinational industries where employ­ ment has fallen. Instead of employment gains "nearly equal" to all of U.S. industry, as the report contends, Meany declared that U.S. multinational corporations are lagging far behind the remainder of the U.S. in jolvcreation. "A fair analy­ sis would show that total U.S. employ­ ment rose two and one-half times faster than employment in the 14 industries selected" in the Commerce Dept. report on multinational firms, Meany stated. He called upon Commerce Secre­ tary Peter G. Peterson "in the interest of accurate public information"—to correct the report's distortions and its conclusion that "relevant data . . . does not bear out labor's contention that overseas investment operations result in declining employment." lU rej^pe^ attend the fii^t National Planning Cdnferencd on Domestic Shipping , April 30-May 4 in St. Louis, Md; , The conference, sponsored by the Maritime Administration's Office of Marketing and Development, will consider Great Lakes, in­ land waters and coastwise domesr tic shipping problems, j.. ^ fact that we are all here, working to­ gether, imited, is progress." He said "millons of Americans, who have been shortchanged by the health insurance industry are demanding a rational health system—one predicat­ ed on the individual's right to health care, not on the devices of the insur­ ance industry." The millions who are denied health care now because they are "poor risks"—a phrase that means they are black or old or poor or they get sick— are demanding their right to quality medical care, Kirkland said. "The voice of the health Consumer in America is getting louder and an­ grier. The insurance industry is tiuming up the volume of its commercials, but they can't drown us out. Lists Opponents "The Administration, the insurance lobby and some of their friends in the Congress are resorting to delaying tactics. They know that a powerful and persuasive case is being docu­ mented against the performance of insurance companies. "The Administration has pulled the cloak of secrecy over some of the evi­ dence. For instance, HEW Elliot Richardson is refusing to release what are called 'Contract Performance Re­ view Reports.' These reports docu­ ment the failure of insurance compa­ nies to control costs under Medicare. He knows that if these reports are made public the Administration is going to have a difficult time explain­ ing why they want insurance compa­ nies to administer a national health insurance program. "The American people have a right to know what is happening to their tax dollars. Freedom of information would be served and the national se­ curity would not be damaged by re­ lease of these reports. The only dam­ age would be to the political security the insurance industry now receives from the Nixon Administration. "These reports are just one piece in the puzzle—and we are putting that puzzle together. When it is together, it will spell National Health Security Three Tasks Looking to the future Kirkland said that in the election of 1972 "we can make the greatest single stride to en­ actment of National Health Security. However, this effort, important as it may be, must not cause us to ignore the legislative scene. Here, we face three tasks: One, to continue our work toward the best possible bill out of the Ways and Means Committee, consistent with our commitment to health care as a right of all Americans. Two, vigilance against attempts to delay needed reforms in the health care system. Specifically, I mean the so-called catastrophic sickness insur­ ance concept. Catastrophic insurance alone is a political expedient. It is a step backward. It is the worst possible solution. Third, we must work for reform in the health care system, such as devel­ opment of Health Maintenance Or-, ganizations, expanded training pro­ grams and other methods of improving the delivery of health care. As long as the old and the poor must depend on Medicare and Medicaid, we must improve these programs. We can do all this and not lose sight of our goal—the early enactment of National Health Security. Unfair to Labor DO DDI BUV!! BARBER EQUIPMENT— Wahl Clipper Corp., pro­ ducers of home barber sets. (Int'l. Assoc. of Machinists and Aerospace Workers) LIQUORS—Stitzel-WeUer Dis­ tilleries products—Old Fitz­ gerald, Cabin Still, Old Elk, W. L. Weller. (Distillery Workers) CIGARETTES—R. J. Reyn­ olds Tobacco Co.—Camels, Winston, Salem, Tempo, Brandon, Doral, and Cava­ lier. (Tobacco Workers Un­ ion) MEAT PRODUCTS—Poultry Packers, Inc. (Blue Star label products). (Amalga­ mated Meat Cutters and Butcher Workmen) CLOTHING—^Reidbord Bros., Co., Siegal (H. I. S. brand) suits and sports jackets, Kaynee boyswear, Richmond Brothers men's clothing, Sewell suits. Wing shirts, Met­ ro Pants Co., and Diplomat Pajamas by Fortex Mfg. Co. (Amalgamated Clothing, Judy Bond Blouses—(Inter­ national Ladies Garment Workers Union) CONTACT LENSES AND OPTICAL FRAMES—DalTex Optical Co. Dal-Tex owns a firm known as Terminal-Hudson. They op­ erate stores or dispense to consumers through Missouri State Optical Co.; Goldblatt Optical Services; King Op­ tical; Douglas Optical, and Mesa Optical; Lee Optical Co.; and Capitol Optical Co. DINNERWARE—M e t a 1 o x Manufacturing Co. (Int'l. Brotherhood of Pottery and Allied Workers) HLTERS, HUMIDIFIERS— Research Products Corp. (Int'l. Assoc. of Machinists and Aerospace Workers) FURNITURE—blames Sterling Corp., White Furniture Co., Brown Furniture Co., (Unit­ ed Furniture Workers) Holly Farms Poultry Indus­ tries, Inc.; Blue Star Label products (Amalgamated Meat Cutters and Butcher Workmen) PRINTING—^Kingsport Press "World Book,""Childcraft." (Printing Pressmen, Typog­ raphers, Bookbinders, Ma­ chinists, Stereotypers, and Electrotypers) NEWSPAPERS—Los Angeles Herald-Examiner. (10 unions involved covering 2,000 workers) Britannica Junior Encyclo.pedia (Int'l. Allied Printing Trades Assn.) RANGES—Magic C h e f. Pan Pacific Division. (Stove, Fur­ nace and Allied Appliance Workers) SHOES—Genesco Shoe Mfg. Co—^work shoes; Sentry, Cedar Chest and Statler; men's shoes; Jarman, John­ son & Murphy, Crestworth (Boot and Shoe Workers) SPECIAI^All West Virginia camping and vacation spots, (Laborers) TOYS—^Fisher-Price toys (Doll & Toy Workers Union) Rubber Workers Issue Sharp Rebuttal to Industry Claims President Peter Bommarito United Rubber Workers has issued a sharp rebuttal to rubber industry propa­ ganda that workers and unions are responsible for the country's economic difficulties. Bommarito especially turned his criticism on the chairman of the Good­ year Company who recently gave an interview to the press in which Amercan workers were characterized as lazy, unproductive and over-paid through the excessive power of labor unions. "This is the same old story that U.S. industry has been handing the American people since labor began to organize and demand equitable treat­ ment," Bommarito declared. Citing the great increase in produc­ tivity by rubber workers, Bommarito accused the Goodyear official with using loaded statistics to play down productivity increases. He noted that while the industry spokesman com­ plained of a 49 percent increase in wages during the past five years, corp­ orate salaries and dividends have in­ creased at a higher rate. "Why is it okay for dividends to increase by 54.5 percent (a corporate management decision) but condemn the 49 percent increases in wages?" Bommarito asked. He also pointed to salary boosts in executive management running as high as 78 percent. �A'^iI^KSBS«aaSk-,V;:4£^<lS»^a;flRaSTmSI8QBMHte, Si. HLS trainees talk with Falcon Lady crewmember Houston White during their visit to the supertanker last week. Visits to tankers and freightships in Piney Point, Baltimore and Norfolk are a regular part of the trainees' program. The SlU-contracted supertanker Falcon Lady is shown tied up at the Steuart Petroleum docks at Piney Point. Whfle the vessel was in port, trainees and staff members from HLS had the opportunity to go aboard her.. Lundeberg Trainees, Staff Tour Falcon Lady There's no substitute for the real thing—so trainees at the Harry Lundeberg School are given every op­ portunity to go aboard and take a look at the freightships and tankers they will soon be sailing. Each class makes a trip to Baltimore or Norfolk to spend a day aboard one of the SlU-contracted ships in port. While on board, they get an opportunity to talk with the Ship's Committee and other crewmembers, and to become familiar with the machinery and gear of the modern seagoing vessel. Sometimes they don't have to travel far for the chance to visit a ship, as when the big supertanker Falcon Lady came into Steuart Petroleum's terminal in Piney Point recently—and gave trainees and teachers from the Lundeberg School the chance to go aboard to inspect her. Crewmembers took the groups on guided tours of the pilot house, high above the deck of the 600foot tanker, and down deep in her engine room where they saw the automated controls for the two big diesel engines which generate 15,000 horse­ power. They watched as pumpmen attached dis­ charge hoses as they made ready to pump out their cargo of gasoline, kerosene and fuel oil. The Lundeberg trainees also had an opportunity to sit in as Gerry Brown, Seafarers Union port agent for Piney Point held a union meeting with crewmembers. Several of the Falcon Lady's crew also visited the school while their ship was here. They had an op­ portunity to see the school's facilities, and to talk with trainees, teachers and other staff members. MARAD's Gibson Speaks on Trade Realities^ Bilateralism (Continued from Page 7) me remind you of some of the essential interests and attitudes that determine our position. • First, as a major world power the United States needs a strong merchant fleet to contribute to an effective implementation of its foreign and defense policies. President Nixon's concept of the United States' role in the world, known as the Nixon Doctrine, places renewed stress on the foreign policy and defense missions fulfilled by a strong merchant marine. In de-emphasizing the role of overseas bases and large concentrations of American troops around the world, his policy places increased reliance on a strong Navy and merchant fleet to carry out our policies abroad. To do this we need a first-class merchant marine, and we intend to have it. • Second, as the world's largest trading nation, the United States is also the largest user of inter­ national shipping services and has much to gain from the developm.ent of shipping on a sound basis. We depend heavily upon efficient economic and regularly available ocean transport, whether under our own flag or others. Healthy competition is important to us. For more than half a century we have had shipping legislation which directly supports the general concept of freedom of the seas. • Third, it has been reliably forcasted that the energy requirements of the United States will double by 1985. To meet this vast increase in demand much of the supply will have to be ob­ tained from overseas sources. Heretofore, we have produced virtually all of our power requirements domestically. This has now changed. Thirteen years from now we expect to be importing 14 to 18 million barrels of oil per day. It has been estimated that more than 160 million tons of shipping will be necessary to meet this require­ ment. This is approximately equal to the total tonnage of the entire world's tanker fleet in 1971. It is our intention to exert effective and direct Page 12 control over a reasonable portion of this fleet. • Fourth, as a major maritime nation, the United States is working constantly to reestablish a position for the U.S.-flag merchant marine which is consistent with its security requirements and its position in world trade. Our basic shipping legslation long ago established as a goal that we should carry a substantial part of our foreign commerce in our national merchant marine. To­ day we are far from achieving that goal, but through the President's maritime program we have every intention of increasing U.S.-flag par­ ticipation in our trade to a more substantial level. I would point out that, with few exceptions, no major maritime nation carries less than 30 percent of its own trade and many approach 50 percent, or at least have that as an objective. Although our basic interests and goals remain constant, our policies must of course deal with the realities of the shipping world today. Among these realities are the efforts of shipping lines to cope with the problems of technological change, especially through pooling and other means of rationalizing their services, and the efforts of governments to increase the participation of their national lines through extensive cargo reservatons. Our policy generally has been that we support the maximum freedom possible in trade and shipping consistent with our national security requirements. As interpreted by past Administrations, this had had unfortunate consequences for American ship operators. Caught between the demands by many of our trading partners for bilateral divi­ sions of their trade and the U.S. Government's insistence on free access to it, the American shipowner was left in the middle—with empty rhetoric on one side and empty ships on the other. Fallacy Pointed Out The fallacy of these policies finally became all too apparent between 1967 and 1969 in the U.S.­ Brazil trade. Despite the best efforts to solve the problem, one American carrier saw his level of participation drop from 60 percent to 15 percent in two years. It was not until this Administration intervened directly with the Brazilian authorities that an equitable arrangement was reached that would protect U.S.-flag participation in this trade, and it is our intention that such a situation will not be allowed to develop again. We have finally realized that our shipping companies are too valuable a national asset to allow them to be victimized through an imrelenting adherence tp a slogan or concept. To date I know of no realistic way of maintain­ ing open access to trade in the face of any nation's insistence on reserving a portion of it for its own fleet. At the moment, the only alternative that has been offered is to recognize the right of the U.S. to carry a portion of its trade, and then to make that portion alone available to the third-flag carriers. Such a solution is totally unacceptable particularly when one considers the relatively small portion of our present trade carried on American-flag ships. We have no illusions that it will be easy to find internationally acceptable rules in the near future, for this is a complex subject that needs and deserves careful study. It cannot be dealt with on the basis of ready-made formulas or of sim­ plistic slogans. In our view, governments should examine the whole question of the role of compe­ tition and of rationalization in international shipping, with particular attention to present and future realties and with due regard to the experi­ ence gained in the past. It is our hope that soon a firm basis can be laid for the negotiation of equitable agreements leading to a fair participation by the ships of the trading nations, and at the same time maintaining a position for "third-flag" vessels as well. But it will be increasingly difficult and it can only be accomplished if we recognize that the world that gave birth to many of our past shipping policies and theories has long since ceased to exist. Seafarers Loi �• 'v:' \•' I •'.' i:'"' '\--':L'^-'r.- •• •'^ ; TEXT OF : ;, f'- ".X •.X'.. •••• l^V-t --. {S'fi" •• '. -. •. ,\^'y'-' ':X.:'- - y.- . •, • i' • i; t.% ' .„ ^u/ > r ,1. • A V For SIUAtlantic f Gulf, Lakes And Inland Waters District "'in•n'i-'V-i' (Effective March, 1972) '••, :> . _ . • -••J:-:' :; ••n--7;f>,''.-'j.^,_ "' •':'- ' ••yi; V'' n,, ,^ vy' ^;-yy •-••••-:' yy%yyy:yyyy:.vy.y.:,y:^^y•:y^y:^ yy^^yysC-iuyyy^yi-.jy-^^-;, :yy•^'•^:• :v. .^vy.-y • ;ii >;•.•' 'j' • --••yyyryv.v';• v.r,'-,-:'^:...» y, y y . ;.yyy. 'y!^:- • ; ; . -^ . -y. •. :. ^ M• , e.Astoiie55iH^iS^^ yy/}'•-• y -'y^/.y'--•- - '••' 'ia, ^ �-tfi, :^iv;.y .-uV:!<:f^!V.':-'" - '-'.i^:-' -• • ' ..*". •."•J. CONSTITUTION THE SEAFARERS INTERNATIONAL UNION OF NORTH AMERICAATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT AfRliQted with American Federation of Labor — Congress of industrial Organisations (As Amended January 1, 1970) PREAMBLE As maritime and aUied workers and realizing the value and neccMity of a thorough organization, we are dedicated to the forming of one Union for our people, the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, based upon the following principles: All members shall be entitled to all the rights, privileges and guarantees as set forth in this Constitution, and such rights, privileges and guarantees shall be preserved in accordance with its terms. We declare that American seamen are entitled to receive their employment without interference of crimps, shipowners, fink halls or any shipping bureaus maintained by the Government. We affirm that every worker has the right to receive fair and just remuneration for his labor, and to gain sufficient leisure for mental cultivation and physical recreation. We proclaim the right of all seamen to receive healthful and sufficient food, and proper forecastles in which to rest. We defend the right of all seamen to be treated in a decent and respectful manner by those in command, and. We hold that the above rights belong to all workers alike, irrespective of nationality or creed. Recognizing the foregoing as our inalienable rights, we are conscious of corresponding duties to those in command, our employers, our craft and our country.' We will, therefore, try by all just means to promote har­ monious relations with those in command -by exercising due care and diligence in the performance of the duties of our profession, and by giving all possible assistance to our employ­ ers in caring for their gear and property. Based upon these principles, it is among our objects: To use our influence individually and collectively for the purpose of maintaining and developing skill in seamanship and effecting a change in the maritime law of the United States, so as to render it more equitable and to make it an aid instead of a hindrance to the development of a merchant marine and a body of Amer­ ican seamen. To support a journal which shall voice the sentiments of maritime workers and through its columns seek to maintain their knowledge of, and interest in, marit'me affairs. To assist the seamen of other countries in the work of organ­ ization and federation, to the end of establishing the Brother­ hood of the Sea. To form and to assist by legal means other bona fide labor organizations whenever possible in the attainment of their just demands. To regulate our conduct as a Union and as individuals so as to make seamanship what it rightly is—an honorable and use­ ful calling. And bearing in mind that we are migratory, that our work takes us away in different directions from any place where the majority might otherwise meet to act, that meetings can be attended by only a fraction of the membership, that the absent members, who cannot he present, must have their inter­ ests guarded from what might be the results of excitement and passions aroused by persons or conditions, and that those who are present may act for and in the interest of all, we have adopted this Constitution. Statement of Principles and Declaration of Rights In order to form a more perfect Union, we workers in the maritime and allied industries, realizing the value and necessity of uniting in pursuit of our improved economic and social wel­ fare, have determined to bind ourselves together in the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, and hereby dedicate ourselves to the following principles: In promoting our economic and social welfare, we shall ever be mindful, not only of our rights, but also of our duties and obligations as members of the community, our duties as citizens, and our duty to combat the menace of communism and any other enemies of freedom and the democratic principles to which we seafaring men dedicate ourselves in this Union. We shall affiliate and work with other free labor organiza­ tions; we shall support a journal to give additional voice to our views; we shall assist our brothers of the sea and other workers of all countries in these obligations to the fullest extent con­ sistent with our duties, obligations, and law. We shall seek to exert our individual and collective influence in the fight for the enactment of labor and other legislation and policies which look to the attainment of a free and happy society, without distinc­ tion based on race, creed or color. To govern our conduct as a Union and bearing in mind that most of our members are migratory, that their duties carry them all over the world, that their rights must and shall be protected, we hereby declare these rights as members of the Union to be inalienable. pelled to be a witness against himself in the trial of any pro­ ceeding in which he may he charged with failure to observe the law of this Union. Every official and job holder shall be bound to uphold and protect the rights of every member in accordance with the principles set forth in the Constitution of the Union. IV Every member shall have the right to he confronted by his accuser whenever he is charged with violating the law of this Union. In all such cases, the accused shall be guaranteed a fair and speedy trial by an impartial committee of his brother Union members. No member shall be denied the right to express himself freely on the floor of any Union meeting or in committee. VI A mili!ant mmhership being necessary to the security of a free union, the members shall at all times stand ready to de­ fend this Union and the principles set forth in the Constitu­ tion of the Union. VII The powers not delegated to the officers, job holders, and Executive Board by the Constitution of the Union shall be reserved to the members. CONSTITUTION Article I Name and General Powers This Union shall be known as the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District. Its powers shall be legislative, judicial, and executive, and shall include the formtiiion of, and/or issuance of charters to, subordinate bodies and divisions, corporate or otherwise, the formation of funds and participation in funds, the establishment of enterprises for the benefit of the Union, and similar ventures. This Union shall exercise all of its powers in aid of subordinate bodies and divisions created or chartered by it. For convenience of administration and in furtherance of its policies of aid and assistance, the Union may make its prop­ erty, facilities and personnel available for the use and on behalf of such subordinate bodies and divisions. A majority vote of the membership shall be authorization for any Union action, unless otherwise specified in the Constitution or by law. This Union shall at all times protect and maintain its jurisdiction. Article II Affiliation Section 1. This Union shall be affiliated with the Seafarers International Union of North America and the American Fed­ eration of Labor—Congress of Industrial Organizations. All other affiliations by the Union or its subordinate bodies or divisions shall be made or withdrawn as determined by a majority vote of the Executive Board. No member shall be deprived of any of the rights or privileges guaranteed him under the Constitution of the Union. Section 2. In addition to such other provisions as are con­ tained herein, all subordinate bodies and divisions seeking a charter from and/or affiliation with this Union, shall be re­ quired to adopt, within a time period set by the Executive Board, a constitution containing provisions as set forth in Exhibit A, annexed to this Constitution and made a part hereof. All other provisions adopted by such subordinate bodies and divisions as part of their constitutions shall not be inconsistent therewith. No such constitution or amendments thereto shall be deemed to be effective without the approval of the Executive Board or this Union, which shall be executed in writing, on its behalf, by the President or, in his absence, by any other officer designated by it. Such approval shall be deemed to be recog­ nition of compli.ince herewith by such subordinate body or division. Where a subordinate body or division violates any of the foregoing, and, in particular, seeks to effectuate any constitu­ tional provision not so authorized and approved, or commits acts in violation of its approved constitution, or fails to act in accordance therewith, this Union, through its Executive Board, may withdraw its charter and/or sever its affiliation forthwith, or on such terms as it may impose not inconsistent with law, in addition to exercising any and all rights it may have pur­ suant to any applicable agreements or understandings. Section 3. This Union shall also have the power, acting through its Executive Board, and after a fair hearing, to impose a trusteeship upon any subordinate body or divisions chartered by and affiliated with it, for the reasons and to the extent provided by law. II Ai^icle III Every qualified member shall have the right to nominate him­ self for, and, if elected or appointed, to hold office in this Union. Membership III No member shall be deprived of his membership without due process of the law of this Union. No member shall be com­ Page 14 SetJisa I. There shall be two classes of membership, to wit full book members and probationary members. Candidates for membership shall be admitted to membership in accord­ ance with such rules as may be adopted from time to time, by a majority vote of the membership and which rules shall not he inconsistent with the provisions of this Constitution. All candidates with 360 days or more seatime in a consecutive 24 calendar month period commencing from January 1, 1968, in an unlicensed capacity, aboard an American-flag merchant vessel or vessels, covert by contract with this Union, shall he eligible for full membership. All persons with less than the foregoing seatime but at least thirty (30) days of such seatime, shall be eligible for probationary membersliip. Only full book members shall be entitled to vote and to ho d any office or elective job, except as otherwise specified herein. All probationary members shall have a voice in Union proceedings and shall be entitled to vote on Union contracts. Section 2. No candidate shall be granted membership who is a member of any dual organization hostile to the aims, prin­ ciples, and policies of this Union. The membership, by majority vote, shall at all times have the right to determine the membership status of pensioners. Section 3. Members more than one quarter in arrears in dues shall he automatically suspended, and shall forfeit all benefits and all other rights and privileges in the Union. They shall be automatically dismissed if they are more than .two quarters in arrears in dues. An arrearage in dues shall be*computed from the first day of the applicable quarter, hut this time shall not run: (a) While a member is actually participating in a strike or lockout. (b) While a member is an in-patient in a USPHS or other accredited hospital. (c) While a member is under an incapacity due to activity in behalf of the Union. (d) While a member is in the armed services of the United States, provided the member was in good standing at the time of entry into the armed forces, and further provided he applies for reinstatement within ninety (90) days after discharge from the armed forces. (e) While a member has no opportunity to pay dues, because of employment aboard an American flag merchant vessel. Section 4. A majority vote of the membership shall be suf­ ficient to designate additional circumstances during which the time specified in Section 3 shall not run. It shall be the right of any member to present, in writing, to any Port at any regu­ lar meeting, any question with regard to the application of Section 3, in accordance with procedures established by a majority vote of the membership. A majority vote of the mem­ bership shall be necessary to decide such questions. Section 5. The membership shall be empowered to establish, from time to time, by majority vote, rules under which dues and assessments may be excused where a member has been unable to pay dues and assessments for the reasons provided in Sections 3 and 4. Section 6. To preserve unity, and to promote the common welfare of the membership, all members of the Union shall uphold and defend this Constitution and shall be governed by the provisions of this Constitution and all policies, rulings, orders and decisions duly made. Section 7. Any member who gives aid to the principles and policies of any hostile or dual organization shall be denied further membership in this Union to the full extent permitted by law. A majority vote of the membership shall decide which organizations are dual or hostile. Section 8. Evidence of membership or other affiliation with the Union shall be in such form or forms as determined by the Executive Board, and shall at all times remain the property of the Union. Members may be retfuired to show their evidence of membership in order to be admitted to Union meetings^^or into, or on Union property. Article IV Reinstatement Members dismissed from the Union may be reinstated in accordance with such rules and under such conditions as are adopted, from time to time, by a majority vote of the member­ ship. Article V Dues and Initiation Fee Section I. All members shall pay dues quarterly, on a calen­ dar year basis, no later than the first business day of each quarter, except as herein otherwise provided. The dues shall be those payable as of the date of adoption of this Constitution as amended and may be changed only by Constitutional amend­ ment. Section 2. No candidate for full book membership shall be admitted into such membership without having paid an initia-' tion fee of Five Hundred ($500.00) Dollars, except as other­ wise provided in this Constitution. In addition, the candidate shall pay a Ten ($10.00) Dollar "service fee" for the issuance of his full book. Each candidate for probationary membership and each pro­ bationary member shall, with the payment of each of his first four quarterly dues, as required by Section 1, pay at each such time the sum of One Hundred and Twenty-five ($125.00) Dollars as partial initiation fee. The total of such initiation monies so paid shall be credited to his above required initiation fee for a full book member upon completion of the required seatime as provided for in Article III, Section 1. Monies paid to the Union by any non-fiill book member prior to the effective date of this amended Constitution, on account of initiation fee and assessments, not exceeding Two Hundred and Fifty ($250.00) Dollars, shall be credited to such mem­ ber's payment of his initiation fee as required by this section. Section 3. Payment of dues and initiation fees may be waived for organizational purposes in accordance with such rules at are adopted by a majority vote of the Executive Board. Section 4. All members shall be and remain in good standing. Article Vl Retirement from Membership Section I. Members may retire from membership by sur­ rendering their Union books or other evidence of affiliation and paying all unpaid dues for the quarter in which they retire, assessments, fines and other monies due and owing the Union. When the member surrenders his book or other evidence of affiliation in connection with his application for retirement he shall be given a receipt therefor. An official retirement card shall be issued by Headquarters, upon request, dated as of the day that such member accomplishes these payments, and shall he given to the member upon his presenting the aforesaid receipt. Seafarers Log �Stction 3. All the rights, priirileges, duties and obligations of menibership shall be suspended during the period of retirement, except that a retired member shall not be disloyal to the Union nor join or remain in any dual or hostile organization, upon penalty of forfeiture of his right to reinstatement. Soction 3. Any person in retirement for a peric period of two quarters or more shall be restored to membership, except as herein indicated, by paying dues for the current quarter, as well as all assessments accruing and newly levied during the period of retirement. If the period of retirement is less than two quarters, the required payments shall consist of all dues accruing during the said peri(^ of retirement, including those for the current quarter, and all assessments accrued and newly levied during that period. Upon such payment, the person in retirement shall be restored to membership, and his member­ ship book, appropriately stamped, shall be returned to him. Soction 4. A member in retirement may be restored to mem­ bership after a two-year period of rietirement consisting of eight full quarters only by majority vote of the membership. Section S. The period of retirement shall be computed from the first day of the quarter following the one in which the retirement card was issued. Article VII Systems of Organization Section 1. This Union, and all officers, headquarter's repre­ sentatives, port agents, patrolmen, and members shall be gov­ erned in this order by: (a) The Constitution. (b) The Executive Board. (c) Majority vote of the membership. Section 2. The headquarters of the Union shall be located in New York and the headquarters officers shall consist of a President, and Executive Vice-President, one Vice-President in Charge of Contracts and Contract Enforcement, a SecretaryTreasurer, one Vice-President in Charge of the Atlantic Coast, one Vice-President in Charge of the Gulf Coast, and one VicePresident in Charge of the Lakes and Inland Waters. Section 3. The staff of each port shall consist of such per­ sonnel as is provided for herein, and the port shall bear the name of the city in which the Union's port offices are located. Soction 4. Every member of the Union shall be registered in one of three departments; namely, deck, engine and stewards department. The definition of these departments shall be in accordance with custom and usage. This definition may be modified by a majority vote of the membership. No member may transfer from one departm.ent to another except by ap­ proval as evidenced by a majority vote of the membership. Article VIII Officers, Headquarters Representatives, Port Agents and Patrolmen Section 1. The officers of the Union shall be elected as other­ wise provided in this Constitution. These officers shall be the President, an Executive Vice-President, one Vice-President in Charge of Contracts and Contract Enforcement, a SecretaryTreasurer, one Vice-President in Charge of the Atlantic Coast, one Vice-President in Charge of the Gulf Coast, and one VicePresident in Charge of the Lakes and Inland Waters. Soction 2. Port Agents, Headquarters Representatives, and Patrolmen shall be elected, except as otherwise provided in this Constitution. Article IX Other Elective Jobs Section 1. In addition to the elective jobs provided for in Article VIII, the following jobs in the Union shall be voted upon in the manner prescribed by this Constitution: Committee members of: . (1) Trial Committees (2) Quarterly Financial Committees (3) Appeals Committees (4) Strike Committees (5) Credentials Committees (6) Union Tallying Committees (7) Constitutional Committees Soction 2. Additional committees may be formed as provided by a majority vote of the membership. Committees may also be appointed as permitted by this Constitution. Article X Duties of Officers, Headquarters Representatives, Port Agents, Other Elected Job Holders and Miscellaneous Personnel Soction 1. Tho Prosidont. (a) The President shall be the executive officer of the Union and shall represent, and act for and in behalf of, the Union in all matters except as otherwise specifically provided for in the Constitution. (b) He shall be a member ex-officio of all committees, except as otherwise herein expressly provided. (c) The President shall be in charge of, and responsible for, all Union property, and shall be in charge of headquarters and port offices. Wherever there are time restrictions or other con­ siderations affecting Union action, the President shall take appropriate action to insure observance thereof. (d) In order that he may properly execute his responsibil­ ities, he is hereby instructed and authorized to employ any help he deems necessary, be it legal, accounting or otherwise. (e) Subject to approval by a majority vote of the member­ ship, the President shall designate the number and location of ports, the jurisdiction, status, and activities thereof, and may close or open such ports, and may re-assign Vice-Presidents and the Secretary-Treasurer, without reduction in wages. He may also re-assign Headquarters Representatives, Port Agents, and Patrolmen, to other duties, without reduction in wages. The Ports of New York, Philadelphia, Baltimore, Mobile, New Or­ leans, Houston, Detroit and San Francisco may not be closed except by Constitutional amendment. Where ports are opened between elections, the President shall designate the Union personnel thereof. The President shall designate, in the event of the incapacity of any Headquarters Representative, Port Agent or Patrolman, or any officer o'ther than the President, a replacement to act April 1972 as such during the period of incapacity, provided such replace­ ment is qualified under Article XII of the Constitution to fill such job. At the regular meeting in May of every election year, the President shall submit to the membership a pre-balloting report. In his report he shall recommend the number and loca­ tion of ports, the number of Headquarters Representatives, Port Agents and Patrolmen-which are to be elected. He shall also recommend a bank, a bonded warehouse, a regular officer thereof, or any similar depository, to which the ballets are to be mailed, except that the President may, in his discretion, postpone the recommendation as to the depository until no later than the first regular meeting in October. This recommendation may also specify, whether any Patrol­ man and/or Headquarters Represeritative, shall be designated as departmental or otherwise. The report shall be subject to approval or modification by a majority vote of the membership: (f) The President shall be chairman of the Executive Board and may cast one vote in that body. (g) He shall be responsible, within the limits of his powers, for the enforcement of this Constitution, the policies of the Union, and all rules and rulings duly adopted by the Executive Board, and those duly adopted by a majority vote of the mem­ bership. Within these limits, he shall strive to enhance the strength, position, and prestige of the Union. (h) The foregoing duties shall be in addition to those other duties lawfully imposed upon him. (i) The responsibility of the President may not be delegated, but the President may delegate to a person or persons the execution of such of his duties as he may in his discretion decide, subject to the limitations set forth in this Constitution. (j) Any vacancy in any office or the job of Headquarters Representative, Port Agent, or Patrolman shall be filled by the President by temporary appointment of a member quali­ fied for the office or job under Article XII of this Constitution, except in those cases where the filling of such vacancy is other­ wise provided for by this Constitution. (k) The President is directed to take any and all measures and employ such means which he deems necessary or advisable, to protect the interests, and further the welfare of the Union and its members, in all matters involving national, state or local legislation issues, and public affairs. (1) The President shall have authority to require any officer or Union representative to attend any regular or special meet­ ing if, in his opinion, it is deemed necessary. Section 2. Executive Vice-President. The Executive Vice-President shall perform any and all duties assigned him or delegated to him by the President. The Executive Vice-President shall be a member of the Executive Board and may cast one vote in that body. Section 3. Vice-President in Charge of Contracts and Contract Enforcement. The Vice-President in Charge of Contracts and Contract En­ forcement shall perform any and all duties assigned him or delegated to him by the President. In addition, he shall be responsible for all contract negotiations, the formulation of bargaining demands, and the submission of proposed collective bargaining agreements to the membership for ratification. He shall also be responsible, except as otherwise provided in Article X, Section 13(d) (1), for strike authorization, signing of new contracts, and contract enforcement. He shall also act for headquarters in executing the administrative functions as­ signed to headquarters by this Constitution with respect to trials and appeals except if he is a witness or party thereto, in which event the Secretary-Treasurer shall act in his place. In order that he may properly execute these responsibilities he is hereby instructed and authorized to employ such help as he deems necessary, be it legal, or otherwise, subject to approval of the Executive Board. The Vice-President in Charge of Contracts and Contract Enforcement shall be a member of the Executive Board and may cast one vote in that body. Section 4. Secretary-Treasurer. The Secretary-Treasurer shall perform any and all duties assigned him or delegated to him by the President. He shall be responsible for the organization and maintenance of the correspondence, files, and records of the Union; setting up, and maintenance of, sound accounting and bookkeeping sys­ tems; the setting up, and maintenance of, proper office and other administrative Union procedures; the proper collection, safeguarding, and expenditure of all Union funds, port or otherwise. He shall submit to the membership, for each quar­ terly period, a detailed report of the entire Union's financial operations and shall submit simultaneously therewith, the Quarterly Financial Committee report for the same period. The Secretary-Treasurer's report shall be prepared by an inde­ pendent Certified Public Accountant. He shall also work with all duly elected finance committees. The Secretary-Treasurer shall be responsible for the timely filing of any and all reports on the operations of the Union, financial or otherwise, that may be required by any Federal or state laws. In order that he may properly execute his responsibilities, he is hereby instructed and authorized to employ any help he deems necessary, be it legal, accounting, or otherwise, subject to approval of the Executive Board. The Secretary-Treasurer shall be a member of the Executive Board and may cast one vote in that body. The Secretary-Treasurer shall be a member ex-officio of the Credentials and Ballot Tallying Committees. In addition he shall make himself and the records of his office available to the Quarterly Financial Committee. Section 5. Vico-Prosident in Charge of the Atlantic Coast. The Vice-President in Charge of the Atlantic Coast shall be a member of the Executive Board and shall be entitled to cast one vote in that body. He shall supervise and be responsible for the activities of all the ports, and the personnel thereof on the Atlantic Coast, including their organizing activities. The Atlantic Coast area is deemed to mean that area from and including Georgia through Maine and shall also include the Islands in the Carib­ bean. In order that he may properly execute his responsibilities he is empowered and authorized to retain any technical or professional assistance he deems necessary, subject to approval of the Executive Board. Section 6. Vice-President in Charge of the Gulf Coast. The Vice-President in Charge of the Gulf Coast shall be a member of the Executive Board and shall be entitled to cast one vote in that body. He shall supervise and be responsible for the activities of all the Ports, and the personnel thereof on the Gulf Coast including their'organizing activities. The Gulf Coast area is deemed to mean the State of Florida, all through the Gulf, including Texas. In order that he may properly execute his responsibilities he is empowered and authorized to retain any technical or pro­ fessional assistance he deems necessary, subject to approval of the Executive Board. Soction 7. Vico-Proiident in Chargo of the Lakos and inland Wators. The Vice-President in Charge of the Lakes and Inland Waters shall be a member of the Executive Board and shall be entitled to cast one vote in that body. He shall supervise and be responsible for the activities of all the ports, and the personnel thereof on the Lakes and Inland Waters, including their organizing activities. In order that he may properly execute his responsibilities be is empowered and authorized to retain any technical or pro­ fessional assistance he deems necessary, subject to approval of the Executive Board. Section 8. Headquarters Representatives. The Headquarters Representatives shall perform any and all duties assigned them or delegated to them by the President or the Executive Board. Section 9. Port Agents. (a) The Port Agent shall be in direct charge of the admin­ istration of Union affairs in the port of his jurisdiction subject to the direction of the area Vice-President. (b) He shall, within the jurisdiction of his port, be respon­ sible for the enforcement and execution of the (Constitution, the policies of the Union, and the rules adopted by the Executive Board, and by a majority vote of the membership. Wherever there are time restrictions or other considerations affecting port action, the Port Agent shall take appropriate action to insure observance thereof. (c) He shall be prepared to account, financially or other­ wise, for the activities of his port, whenever demanded by the President, the Vice-President of the area in which his port is located, or by the Secretary-Treasurer. (d) In any event, he shall prepare and forward to the Sec­ retary-Treasurer, a weekly finattcial report showing, in detail, weekly income and expenses, and complying with all other accounting directions issued by the Secretary-Treasurer. (e) The Port Agent may assign each port Patrolman to such duties as fall within the jurisdiction of the port, regardless of the departmental designation, if any, under which the Patrol­ man was elected. (f) The Port Agent shall designate which members at that port may serve as representatives to other organizations, affilia­ tion with which has been properly authorized. Section 10. Patrolmen. Patrolmen shall perform any duties assigned them by the Agent of the Port to which they are assigned. Section 11. Executive Board. The Executive Board shall consist of the President, the Executive Vice-President, the Vice-President in Charge of Con­ tracts and Contract Enforcement, the Secretary-Treasurer, the Vice-President in Charge of the Atlantic Area, the Vice-Presi­ dent in Charge of the (^ulf Area, the Vice-President in Charge of the Lakes and Inland Waters, and the National Director (or chief executive officer) of each subordinate body or division created or chartered by the Union whenever such subordinate body or division has attained a membership of 3,200 members and has maintained that membership for not less than three (3) months. Such National Director (or chief executive officn) shall be a member of the respective subordinate body or divi­ sion and must be qualified to hold office under the terms of the Constitution of such division or subordinate body._ The Executive Board shall meet no less than twice each year and at such times as the President and/or a majority of the Executive Board may direct. The President shall be chair­ man of all Executive Board meetings unless absent, in which case the Executive Board shall designate the chairman. Each member of the Executive Board shall be entitled to cast one vote in that body. Its decision shall be determined by majority vote of those voting, providing a quorum of three is present. It shall be the duty of the Executive Board to develop policies, strategies and rules which will advance and protect the interests and welfare of the Union and the Members. It shall be the duty of the Secretary-Treasurer, or in his absence, an appointee of the Executive Board, to keep accurate minutes of all Execu­ tive Board meetings. The Executive Board shall determine per capita tax to be levied and other terms and conditions of affiliation for any group of workers desiring affiliation. The Executive Board may direct the administration of all Union affairs, properties, policies and personnel in any and all areas not otherwise specifically provided for in this Constitution. Notwithstanding the foregoing, the Executive Board may act without holding a formal meeting provided all members of the Board are sent notice of the proposed action or actions and the decision thereon is reduced to writing and signed by a majority of the Executive Board. In the event that death, resignation or removal from office for any reason should occur to the President, the Executive Board by majority vote shall name a successor from its own member^ip who shall fill that vacancy until the next general election. In the event the President is incapacitated for a period of more than thirty (30) days, and the Executive Board by majority vote thereafter determines that such incapacity pre­ vents the President from carrying out his duties, the Executive Board by majority vote, may appoint from among its own membership the officer to fill the office of President. This appointment shall terminate upon the President's recovery from such incapacity or upon the expiration of the President's term of office whichever occurs first. The Executive Board by majority vote may grant requests for leaves of absences with or without pay to officers. In the event that a leave is granted to the President, the Executive Board by a majority vote shall designate from among its own membership who shall exercise the duties of the President during such period of leave. Section 12. Delegates. (a) The term "delegates" shall mean those members of the Union and its subordinate bodies or divisions who are elected in accordance with the provisions of this Constitution, to attend the convention of the Seafarers International Union of North America. The following officers upon their election to office shall, during the term of their office, be delegates to all Con­ ventions of the Seafarers International Union of North America in the following order of priority: President; Executive VicePresident; Vice-President in Charge of Contracts and Contract Enforcement; Secretary-Treasurer; Vice-President in Charge of the Atlantic Coast; Vice-President in Charge of the Gulf Coast; Vice-President in Charge of the Lakes and Inland Waters; Headquarters Representatives, with priority to those most senior in full book Union membership: Port Agents, with priority to those most senior in full book Union membership; and Patrolmen, with priority to those most senior in full book Union membership. Page 15 �(b) Each delegate shall, by his vote and otherwise, support those policies agreed upon by the majority of the delegates to the Convention. (c) The President shall assign to each subordinate body or division that number of delegates to which this Union would have been entitled, if its membership had been increased by the number of members of the subordinate body or division, in accordance with the formula set forth in the Constitution of the Seafarers International Union of North America, except that this provision shall not be applied so as to reduce the number of delegates to which this Union would otherwise have been entitled. Section 13. Committees. (o) Trial Committee. The Trial Committee shall conduct the trials of a person charged, and shall submit findings and recommendations as prescribed in this Constitution. It shall be the special obliga­ tion of the Trial Committee to observe all the requirements of this Constitution with regard to charges and trials, and their findings and recommendations must specifically state whether or not, in the opinion of the Trial Committee, the rights of any accused, under this Constitution, were properly safeguarded. (b) Appeals Committee. 1. The Appeab Committee shall hear all appeals from trial judgments, in accordance with such procedures as are set forth in this Constitution and such rules as may be adopted by a majority vote of the membership not inconsistent therewith. 2. The Appeals Committee shall, within not later than one week after the close of the said hearing, make and submit findings and recommendations in accordance with the provisions of this Constitution and such rules as may be adopted by a majority vote of the membership not inconsistent therewith. (c) Quarterly Financial Committee. 1. The Quarterly Financial Committee shall make an exami­ nation for each quarterly period of the finances of the Union and shall report fully on their findings and recommendations. Mepibers of this'committee may make dissenting reports, sepa­ rate recommendations and separate findings. 2. The findings and recommendations of this committee shall be completed within a reasonable time after the election of the members thereof, and shall be submitted to the SecretaryTreasurer who shall cause the same to be read in all ports, as set forth herein. 3. All ofiScers, Union personnel and members are responsible for complying with all demands made for records, bills, vouchers, receipts, etc., by the said Quarterly Financial Com­ mittee. The committee shall also have available to it, the serv­ ices of the independent certified public accountants retained by the Union. 4. Any action on the said report shall be as determined by a majority vote of the membership. 5. The Quarterly Financial Committee shall consist of seven (7) full book members in good standing to be elected at Head­ quarters—Port of New York. No officer. Headquarters Repre­ sentative, Port Agent, or Patrolman, shall be eligible for elec­ tion to this Committee. Committee members shall be elected at the regular Headquarters—Port of New York meeting desig­ nated by the Secretary-Treasurer. In the event such regular meeting cannot be held for lack of a quorum, the New York Port Agent shall call a special meeting as early as possible for the electing of Committee members to serve on the Quarterly Financial Committee. On the day following their election, and continuing until the Committee has completed its report, each Committee member shall be paid for hours worked at the standby rate of pay, but in no event shall they be paid for less than eight (8) hours per day. They shall be furnished room and board during the period they are performing their duties. In the event a committee member ceases to act, no replace­ ment need be elected, unless there are less than three 13) committee members, in which event they shall suspend their work until a special election for committee members shall be held as provided above, for such number of committee members as shall be necessary to constitute a committee of not less than three (3) members in good standing. (d) Strike Committee. 1. In no event shall a general strike take place unless ap­ proved by a majority vote of the membership. 2. In the event a general strike has been approved by the membership the Port Agents in all affected ports shall call a timely special meeting for the purpose of electing a strike com­ mittee. This committee shall be composed of three full book members and their duties shall consist of assisting the Port Agent to effectuate all strike policies and strategies. Article Xi Wages and Terms of Office of Officers and Other Elective Job Holders/ Union Employees, and Others Section 1. The following elected offices and jobs shall be held for a term of four years: President Vice-Presidents Secretary-T reasurer Headquarters Representatives Port Agents Patrolmen The term of four years set forth here is expressly subject to the provisions for assumption of office as contained in Article XIII, Section 6(b) of this Constitution. The first nomination and election of officers and jobs under this amended Constirution as provided for in this Article XI, and Articles XII and XIII. shall be held in the year 1971, notwithstanding the unexpired term of any office as a result of a prior election or appointment. ^ Section 2. The term of any elective jobs other than those in­ dicated in Section 1 of this Article shall continue for so long as is necessary to complete the functions thereof, unless sooner terminated by a majority vote of the membership or segment of the Union, whichever applies, whose vote was originally necessary to elect the one or ones serving. Section 3. The compensation to be paid the holder of any office or other elective job shall be determined from time to time by the Executive Board subject to approval of the mem­ bership. Section 4. The foregoing provisions of this Article do not apply to any corporation, business, or other venture in which this Union participates; or which it organizes or creates. In such situations, instructions conveyed by the Executive Board shall be followed. Page 16 Article XII Qualifications for Officers, - Headquarters Representatives, Port Agents, Patrolmen and Other Elective Jobs Section I. Any member of the Union is eligible to be a can­ didate W, and hold, any office or the job of Headquarters Representative, Port Agent or Patrolman provided: (a) He has at least three (3) years of seatime in an un­ licensed capacity aboard an American-flag merchant vessel or vessels. In computing time, lime spent in the employ of the Union, its subsidiaries and its affiliates, or in any employment at the Union's direction, shall count the same as seatime. Union records. Welfare Plan records and/or company records .can be used to determine eligibility; and (b) He has been a full book member in continuous good standing in the Union for at least three (3) years immediately prior to his nomination; and fc) He has at least one hundred (100) days of seatime, in an unlicensed capacity, aboard an American-flag merchant vessel or vessels covered by contract with this Union, or one hundred (100) days of employment with, or in any office or job of, the Union, its subsidiaries and its affiliates, or in any employment at the Union's direction, or a combination of these, between January 1st and the time of nomination in the election year; and (d) He is a' citizen of the United States of America; and (e) He is not disqualified by law. He is not receiving a pension from this Union's Pension Fund, if any, or from a Union-Management Fund to which Fund this Union is a party or from a company under cuiitract with this Union. Section 2. All candidates for. and holders of, other elective jobs not specified in the preceding sections shall be full book members of the Union. Section 3. All candidates for and holders of elective offices and jobs, whether elected or appointed in accordance with this G)nstitution, shall maintain full book membership in good standing. •e Article XIII Elections for Officers, Headquarters Representatives, Port Agents and Patrolmen Section 1. Nominations. Except as provided in Section 2(b) of this Article, any full book member may submit his name for nomination for any office, or the job of Headquarters Representative, Port Agent or Patrolman, by delivering or causing to be delivered in per­ son, to the office of the Secretary-Treasurer at headquarters, or sending, a letter addressed to the Credentials Committee, in care of the Secretary-Treasurer, at the address of headquarters. This letter shall be dated and shall contain the following: (a) The name of the candidate. (b) His home address and mailing address. (c) His book number. (d) The title of the office or other job for which he is a candidate, including the name of the Port in the event the position sought is that of.Agent or Patrolman. (e) Proof of citizenship. , (f) Proof of seatime and/or employment as required for candidates. (g) In the event the member is on a ship he shall notify the Credentials Committee what ship he is*on. This shall be done also if he ships subsequent to forwarding his credentials. (h) Annexing a certificate in the following form, signed and dated by the proposed nominee: "I hereby certify that I am not now, nor, for the five (5) years last past, have 1 been either a member of the Communist Party or convicted of, or served any part of a prison term resulting from conviction of robbery, bribery, extortion, embezzlement, grand larceny, burglary, arson, violation of narcotics laws, murder, rape, assault with intent to kill, ass'ault which inflicts grievous bodily injury, or violation of Title 11 or 111 of the Landrum-Criffin Act, or conspiracy to commit any such cVimes." Dated Signature of member Book No. Printed forms of the certificate shall be made available to nominees. Where a nominee cannot truthfully execute such a certificate, but is, in fact, legally eligible for an office or job by reason of the restoration of civil rights originally revoked by such conviction or a favorable determination by the Board of Parole of the United States Department of Justice, he shall, in lieu of the foregoing certificate, furnish a complete signed state­ ment of the facts of his case together with true copies of the documents supporting his statement. Any full book member may nominate any other full book member in which event such full book member so nominated shall comply with the provisions of this Article as they are set forth herein, relating to the submission of credentials. By reason of the above self nomination provision the responsisibility if any, for notifying a nominee of his nomination to office, shall be that of the nominator. All documents required herein must reach headquarters no earlier than July 15th and no later than August 15th of the election year. The Secretary-Treasurer is charged with the safekeeping of these letters and shall turn them over to the Credentials Com­ mittee upon the latter's request. Section 2. Credentials Committee. (a) A Credentials Committee shall be elected at the regular meeting in August of the election year, at the port where Head­ quarters is located. It shall consist of six (6) full book memhers in attendance at the meeting, with two (2) members to be elected from each of the Deck, Engine and Stewards De­ partments. No officer. Headquarters Representative. Port Agent or Patrolman, or candidate for office or the job of Headquarters Representative, Port Agent or Patrolman, shall be eligible for election to this Committee, except as provided for in Article X, Section 4. In the event any committee member is unable to serve, the Committee shall suspend until the President or Executive Vice-President, or the Secretary-Treasurer, in thai order, calls a special meeting at the port, where" Headquarters is located in order to elect a replacement. The Committee's results shall be By majority vote, with any tie vote being resolved by a majority vote of the membership at a special meeting called for that purpose at that Port. (b) After its election, the Committee shall immediately go into session. It shall determine whether the person has sub­ mitted his application correctly and possesses the necessuy qualifications. The Committee shaU prepare a report listing each applicant and his book number under the office or job he is seeking. Each applicant shall be marked "qualified" or "dis­ qualified" according to the findings of the Committee. Where an applicant has been marked "disqualified," the reason therefor must be stated in the report. Where a tie vote has been resolved by a special meeting of the membership, that fact shall also be noted, with sufficient detail. The report shall he signed by all of the Committee members, and be completed and submitted to the Ports in time for the next regular meeting after their election. At this meeting, it shall be read and incorporated in the minutes, and then posted on the bulletin board in each port. On the last day of nominations, one member of the Commit­ tee shall stand by in Headquarters to accept delivery of creden­ tials. All credentials must be in headquarters by midnight of closing day. (c) When an applicant has been disqualified by the commit­ tee, he shall be notified immediately by telegram at the ad­ dresses listed by him pursuant to Section 1 of this Article. He shall also be sent a letter containing the reasons for such dis­ qualification by air mail, special delivery, registered or certi­ fied, to the mailing address designated pursuant to Section Kb) of this Article. A disqualified applicant shall have the right to take an appeal to the membership from the decision of the Committee. He shall forward copies of such appeal to each port, where the appeal shall be presented and voted upon at a regular meeting no later than the second meeting after the Committee's election. It is the responsibility of the appli­ cant to insure timely delivery of his appeal. In any event, without prejudice to his written appeal, the applicant may appear in person before the Committee within two days after the day on which the telegram is sent, to correct his application or argue for his ({ualification. The committee's report shall be prepared early enough to allow the applicant to appear before it within the time set forth in his Constitution and still reach the ports in time for the first regular meeting after its election. (d) A majority vote of the membership shall, in the case of such appeals, be sufficient to over-rule any disqualification by the Credentials Committee, in which event the one so previously classified shall then be deemed qualified. (e) The Credentials (ilommittee, in passing upon the quali­ fications of candidates, shall have the right to conclusively pre^sume that anyone nominated and qualified in previous elections for candidacy for any office, or the job of Headquarters Repre­ sentative, Port Agent or Patrolman, has met all the requirements of Section 1(a) of Article Xll. ° Section 3. Balloting Procedures. (a) Balloting in the manner hereafter provided, shall com­ mence on November 1st of the election year and shall continue through December 31st, exclusive of Sundays and (for each individual Port) holidays legally recognized in the City of which the port affected is located. If November 1st or De­ cember 31st falls on a holiday legally recognized in a Port in the City in which that port is located, the balloting period in such port shall commence or terminate, as the case may be, on the next succeeding business day. Subject to the foregoing, for the purpose of full book members securing their ballots, the ports shall be open from 9:00 A.M. to 12 Noon, Monday through Saturdays, excluding holidays. (b) Balloting shall be by mail. The Secretary-Treasurer shall insure the proper and timely preparation of ballots, with­ out partiality as to candidates or ports. The ballots may con­ tain , general information and instructive comments not in­ consistent with the provisions of this Constitution. All qualified candidates shall be listed thereon alphabetically within each category with book number and job seniority classification status. The listing of the ports shall first set forth Headquarters and then shall follow a geographical pattern, commencing with the most northerly part of the Atlantic Coast, following the Atlantic Coast down to the most southerly port on that coast, then westerly along the Gulf of Mexico and so on, until the list of ports is exhausted. Any port outside the Continental United States shall then be added. There shall be no write in voting and no provisions for the same shall appear on the ballot. Each ballot shall be so prepared as to have the number thereon placed at the top thereof and shall be so perforated as to enable that portion containing the said number to be easily removed to insure secrecy of the ballot. On this removable portion shall also be placed a short statement indicating the nature of the ballot and the voting date thereof. (c) The ballots so prepared at the direction of the SecretaryTreasurer shall be the only official ballots. No others may be used. Each ballot shall be numbered as indicated in the pre­ ceding paragraph and shall be numbered consecutively, com­ mencing with number 1. A sufficient amount shall be printed and distributed to each Port. A record of the ballots, both by serial numbers and amount, sent thereto, shall be main­ tained by the Secretary-Treasurer, who shall also send each Port" Agent a verification list indicating the amount and serial numbers of the ballots sent. The Secretary-Treasurer shall also send to each Port Agent a sufficient amount of blank opaque envelopes containing the word. "Ballot" on the face of the envelope, as well as a sufficient amount of opaque mail­ ing envelopes, first class postage prepaid and printed on the face thereon as the addressee shall be the name and address of the depository for the receipt of such ballots as designated by the President in the manner provided by Article X, .Section 1, of this Constitution. In the upper left-hand corner of such mailing envelope, there shall be printed thereon, as a top line, provision for the voter's signature and on another line im­ mediately thereunder, provision for the printing of the voter's name and book number. In addition, the Secretary-Treasurer shall also send a sufficient amount of mailing envelopes identi­ cal with the mailing envelopes mentioned above, except that they shall be of different color, and shall contain on the face of such envelope in bold letters, the word, "Challenge". The Secretary-Treasurer shall further furnish a sufficient amount of "Roster Sheets" which shall have printed thereon, at the top thereof, the year of the election, and immediately thereunder, five (5) vertical columns designated, date, ballot number, signature full book merober's name, book number and com­ ments, and such roster sheets shall contain horizontal lines immediately under the captions of each of the above five columns. The^Secretary-Treasurer shall also send a sufficient amount of envelopes with the printed name and address of the depository on the face thereof, and in the upper left-hand corner, the liame of the port and address, and on the face of such envelope, should be printed the words, "Roster Sheets . and Ballot Stubs". Each Port Agent shall maintain separate Seatirers Log �records of the ballots sent him and shall inspect and count the ballots when received, to insure that the amount sent, as well as the numbers thereon, conform to the amount and numbers listed by the Secretary-Treasurer as having been sent to that Port. The Port Agent shall immediately execute and return to the Secretary-Treasurer a receipt, acknowledging the correctness of the amount and the numbers of the ballots sent, or shall notify the Secretary-Treasurer of any discrepancy. Discrepancies shall be corrected as soon as possible prior to the voting period. In any event, receipts shall be forwarded for all the aforementioned election material actually received. The Secretary-Treasurer shall prepare a file in which shall be kept memoranda and correspondence dealing with the election. This file shall at all times be available to any member asking for inspection of the same at the office of the SecretaryTreasurer and shall be turned over to the Union Tallying Committee. (d) Balloting shall be secret. Only full book members in good standing may vote. Each full book member may secure his ballot at Port offices, from the Port Agent or his duly designated representative at such port. Each Port Agent shall designate an area at the Port office over which should be losted the legend "Voting Ballots Secured Here." When a full >ook member appears to vote he shall present his book to the Port Agent or his aforementioned duly designated representa­ tive. The Port Agent or his duly -designated representative shall insert on the roster sheet under the appropriate column, the date, the number of the ballot given to such member and his full book number, and the member shall then sign his name on such roster sheet under the appropriate column. Such member shall have his book stamped with the word, "Voted" and the date, and shall be given a ballot, and simultaneously the perforation on the top of the ballot shall be removed. At the same time the member shall be given the envelope marked "Ballot" together with the pre-paid postage mailing envelope addressed to the depository. The member shall take such ballot and envelopes and in secret thereafter, mark his ballot, fold the same, insert it in the blank envelope marked "Ballot", seal the same, then insert such "Ballot" envelope into the mail­ ing envelope, seal such mailing envelope, sign his name on the upper left-hand comer on the first line of such mailing envelope and on the second line in the upper left-hand corner print his name and book number, after which he shall mail or cause the same to be mailed. In the event a full book member appears to vote and is not in good standing, or does not have his membership book with him or it appears for other valid reasons he is not eligible to vote, the same procedure as provided above shall apply to him, except that on the roster sheet under the column "Comments", notation should be made that the member voted a challenged ballot and the reason for his challenge. Such member's membership book shall be stamped "voted challenge", and the date, and such member instead of the above-mentioned mailing envelope, shall be given the mailing envelope of a different color marked on the face thereof with the word, "Challenge". At the end of each day, the Port Agent or his duly designated representative shall enclose in the envelope addressed to the depository and marked "Roster Sheets and Ballot Stubs", the roster sheet or sheets executed by the members that day, together with the numbered per­ forated slips removed from the ballots which had been given to the members, and then mail the same to such depository. To insure that an adequate supply of all balloting material is maintained in all ports at all times, the Port Agent or his duly designated representative, simultaneously with mailing of the roster sheets and ballot stubs to the depository at the end of each day, shall also make a copy of the roster sheet for that day and mail the same, to the Secretary-Treasurer at Head­ quarters. The Port Agent shall be responsible for the proper safeguarding of all election material and shall not release any of it until duly called for and shall insure that no one tampers with the material placed in his custody. (e) Full book members may request and vote an absentee ballot under the following circumstances; while such member is employed on a Union contracted vessel and which vessel's schedule does not provide for it to be at a port in which a ballot can be secur^ during the time and period provided for in Section 4(a) of this Article or is in a USPHS Hospital any­ time during the first ten (10) days of the month of November of the Election Year. The member shall make a request for an absentee ballot by registered or certified mail or the equivalent mailing device at the location from which such request is made, if such be the case. Such request shall con­ tain a designation as to the address to which such member wishes his absentee ballot returned. The request shall be post­ marked no later than 12:00 P.M. on the 15th day of November of the election year, shall be directed to the SecretaryTreasurer at Headquarters and must be delivered no later than the 25th of such November. The Secretary-Treasurer shall determine whether such member is eligible to vote such absentee ballot. The Secretary-Treasurer, if he determines that such member is so eligible, he shall by the 30th of such November, send by registered mail, return receipt requested, to the address so designated by such member, a "Bal ot", after removing the perforated numbered stub, together with the hereinbefore mentioned "Ballot" envelope, and mailing en­ velope addressed to the depository, except that printed on the face of such mailing envelope, shall be the words "Absentee Ballot" and appropriate voting instructions shall accompany such mailing to the member. If the Secretary-Treasurer de­ termines that such member is ineligible to receive such absentee ballot, he shall nevertheless send such member the afore­ mentioned ballot with accompanying material except that the mailing envelope addressed to the depository shall have printed on the "face thereof the words "Challenged Absentee Ballot." The Secretary-Treasurer shall keep records of all of the fore­ going, including the reasons for determining such member's ineligibility, which records shall be open for inspection by full book members and upon the convening of the Union Tallying Committee, presented to them. The SecretaryTreasurer shall send to all Ports, the names and book numbers of the members to whom absentee ballots were sent. (f) All ballots to be counted, must be received by the depository no later than the January 5th immediately sub­ sequent to the election year and must be postmarked no later than 12 midnight December 31st of the election year. Section 4. (a) At the close of the last day of the period for securing ballots, the Port Agent in each port, in addition to his duties set forth above, shall deliver or mail to Head­ quarters by registered or certified mail, attention Union Tally­ ing Committee, all unused ballots and shall specifically set forth, by serial number and amount, the unused ballots so forwarded. (b) The Union Tallying Committee shall consist of 14 full book members. Two shall be elected from each of the seven ports of New York, Philadelphia, Baltimore, Mobile, New Orleans, Houston and Detroit. The election shall be held at the regular meeting in December of the election year, or if the Executive Board otherwise determines prior thereto, at a April 1972 special meeting held in the aforesaid ports, on the first business day of-the last week of said month. No officer. Headquarters Representative, Port Agent, Patrolman, or candidate for office, or the job or Headquarters Representative, Port Agent or Patrolman, shall be eligible for election to this Committee, except as provided for in Article X, Section 4. In addition to its duties herein set forth, the Union Tallying Committee shall be charged with the tallying of all the ballots and the preparation of a closing report setting forth, in complete- detail, the results of the election, including a complete accounting of all ballots and stubs, and reconciliation of the same with the rosters, and receipts of the Port Agents, all with detailed reference to serial numbers and amounts and with each total broken down into port totals. The Tallying Committee shall have access to all election records and files for their inspection, examination and verification. The report shall clearly detail all discrepancies discovered and shall contain recommendations for the treatment of these discrepancies. All members of the Committee shall sign the report, without prejudice, however, to the right of any member thereof to submit a dissenting report as *0 the accuracy of the count and the validity of the ballots, with pertinent details. In connection with the tally of ballots there shall be no counting of ballots until all mailing envelopes containing valid ballots have first been opened, the ballot envelopes removed intact and then all of such ballot envelopes mixed together, after which such ballot envelopes shall be opened and counted in such multiples as the Committee may deem expedient and manageable. The Committee shall resolve all issues on chal­ lenged ballots and then tally those found valid, utilizing the same procedure as provided in the preceding sentence either jointly or separately. (c) The members of the Union Tallying Committee shall, after their election, proceed to the port in which Headquarters is located, to arrive at that port no later than January 5th of the year immediately after the election year. Each member of the Committee not elected from the port in which Head­ quarters is located shall be reimbursed for transportation, meals, and lodging expenses occasioned by their traveling to and returning from that Port. Committee members elected from the port in which Headquarters is located, shall be similarly, reimbursed, except for transportation. All members of the Committee shall also be paid at the prevailing standby rate of pay from the day subsequent to their election to the day they return, in normal course, to the port from which they were elected. The Union Tallying Committee shall elect a chairman from among themselves and, subject to the express terms of this Constitution, adopt its own procedures. All decisions of such Committee and the contents of their report shall be valid if made by a majority vote, provided there be a quorum in at­ tendance, which quorum is hereby fixed at nine (9). The Committee, but not less than a quorum thereof, shall have the sole right and duty to obtain all mailed ballots and the other mailed election material from the depository and to insure their safe custody during the course of the Committee's proceedings. The proceedings of the Committee except for their organizational meeting and their actual preparation of the closing report and dissents therefrom, if any, shall be open to any member, provided he observes decorum. Any candidate may act as an observer and/or designate another member to act as his observer at the counting of the ballots. In no. event shall issuance of the above referred .to closing report of the Comm'ittee be delayed beyond January 31st immediately subse­ quent to the close of the election year. In the discharge of its duties, the Committee may call upon and utilize the services of clerical employees of the Union. The Committee shall be discharged upon the completion of the issuance, and dispatch of its report as required in this Article. In the event a recheck and recount is ordered pursuant to this Article, the Committee shall be reconstituted, except that if any member thereof is not available, a substitute therefore shall be elected from the appropriate port at a special meeting held for that purpose as soon as possible. (d) The report of the Committee shall be made up in suffi­ cient copies to comply with the following requirements: two copies shall be mailed by the Committee to each Port Agent and the Secretary-Treasurer no later than January 31st im­ mediately subsequent to the close of the election year. As soon as these copies are received, each Port Agent shall post one copy of the report on the bulletin board, in a conspicuous manner, and notify the Secretary-Treasurer, in writing, as to the date of such posting. This copy shall be kept posted until after the Election Report Meeting, which shall be the March regular membership meeting immediately following the close of the election year. At the Election Report Meeting, the other copy of the report shall be read verbatim. (e) Any full book member claiming a violation of the election and balloting procedure or the conduct of the same, shall within 72 hours of the occurrence of the claimed violation, notify the Secretary-Treasurer at Headquarters, in writing, by certified mail, of the same, setting forth his name, book number and the details so that appropriate corrective action if warranted may be taken. The Secretapf-Treasurer shall ex­ peditiously investigate the facts concerning the claimed viola­ tion, take such action as may be necessary if any, and make a report and recommendation, if necessary, a copy of which shall be sent to the member and the original shall be filed for the Union Tallying Committee for their appropriate action, report and recommendation, if any. The foregoing shall not be applicable to matters involving the Credentials Committee's action or report, the provisions of Article Xlll, Sections 1 and 2 being the pertinent provisions applicable to such matters. All protests as to any and all aspects of the election and balloting procedures or the conduct of the same, not passed upon by the Union Tallying Committee in its report, excluding therefrom matters involving the Credentials Committee's action or report as provided in the last sentence of the immediately preceding paragraph, but including the procedure and report of the Union Tallying Committee, shall be filed in writing by certified mail with the Secretary-Treasurer at Headquarters, to be received no later than the February 25th immediately sub­ sequent to the close, of the election year. It shall be the re­ sponsibility of the member to insure that his written protest is received by the Secretary-Treasurer no later than such Febru­ ary 25th. The Secretary-Treasurer shall forward copies of such written protest to dl ports in sufficient time to be read at the Election Report Meeting. The written protest shall contain the full bode member's name", book number, and all details constituting the protest. (f) At the Election Report Meeting the report and recom­ mendation of the Uiiion Tallying Committee, including but not limited to discrepancies, protests passed upon by them, as well as protests filed with the Secretary-Treasurer*as provided for in Section (e) immediately above, shall be acted upon by the meeting. A majority vote of the membership shall decide what action, if any, in accordance with the Constitution shall be taken thereon, which action, however, shall not include the ordering of a special vote, unless reported discrepancies or protested procedure or conduct found to have occurred and to be violative of the Constitution, affected the results of the vote for any office or job, in which event, the special vote shall be restricted to such office, offices and/or job or jobs, as the case may be. A majority of the membership at the Election Report Meetings may order a recheck and recount when a dissent to the closing report has been issued by three (3) or more members of the Union Tallying Committee. Except for the contingencies provided for in this Section 4(f), the closing report shall be accepted as final. There shall be no further protest or appeal from the action of the majority of the membership at the Election Report Meetings. (g) Any special vote ordered pursuant to Section 4(f) shall be commenced within ninety (90) days after the first day of the month immediately subsequent to the Election Report Meetings mentioned above. The depository shall be the same as designated for the election from which the special vote is ordered. And the procedures shall be the same as provided for in this Section 4, except where specific dates are provided for, the days shall be the dates applicable, which provide for the identical time and days originally provided for in this Section 4. The Election Report Meeting for the aforesaid special vote shall be that meeting immediately subsequent to the report of the Union Tallying Committee separated by one calendar month. Section 5. Elected OfRcers and Job Holders: (a) A candidate unopposed for any office or job shall be deemed elected to such office or job notwithstanding that his name may appear on the ballot. The Union Tallying Committee shall not be required to tally completely the results of the voting for such unopposed candidate but shall certify in their rejiort, that such unopposed candidate has been elected to such office or job. The Election Report Meeting shall accept the above certification of the Union Tallying Committee without change. Section 6. Installation into Office and the Job of Head­ quarters Representative, Port Agent or Patrolman: (a) The person elected shall be that person having the largest number of votes cast for the particular office or job involved. Where more than one person is to be elected for a particular office or job, the proper number of candidates receiving the successively highest number of votes shall be declared elected. These determinations shall be made only from the results deemed final and accepted as provided in this Article. It shall be the duty of the President to notify each individual elected. (b) The duly elected officers and other job holders shajl take over their respective offices and jobs, and assume the duties thereof, at midnight of the night of the Election Report Meet­ ing, or the next regular meeting, depending upon which meet­ ing the results as to each of the foregoing are deemed final and accepted, as provided in this Article. The term of their predecessors shall continue up to, and expire at, that time, notwithstanding anything to the contrary contained in Article XI, Section 1. This shall not apply where the successful candi­ date cannot assume his office because he is at sea. In such event, a majority vote of the membership may grant additional time for the assumption of the office or job. In the event of the failure of the newly-elected President to assume office the provisions of Article X, Section 11 shall apply until the expiration of the term. All other cases of failure to assume office shall be dealt with as decided by a majority vote of the membership. Section 7. The Secretary-Treasurer is specifically charged with the preservation and retention of all election records, including the ballots, as required by law, and is directed and authorized to issue such other and further directives as to the election procedures as are required by law, which directives shall be part of the election procedures of this Union. Article XiV Other Elections Section 1. Trial Committee. A Trial Committee shall be elected at a special meeting held at 10:00 A.M., the next business day following the regular meeting of the Port where the Trial is to take place. It shall consist of five full book members, of which three shall consti­ tute a quorum. No officer. Headquarters Representative, Port Agent, Port Patrolman, or other Union personnel may be elected to serve on a Trial Committee. No member who intends to be a witness in the pending trial may serve, nor may any member who cannot for any reason, render an honest decision. It shall be the duty of every member to decline nomination if he knows, or has reason to believe, any of the foregoing dis­ qualifications apply to him. The members of this committee shall be elected under such generally applicable rules as are adopted by a majority vote of the membership. Section 2. Appeals Committee. The Appeals Committee shall consist of seven full book members, five of whom shall constitute a quorum, elected at the port where headquarters is located. The same disquali­ fications and duties of members shall apply with regard to this committee as apply to the Trial Committee. In addition, ho member may serve on an Appeals Committee in the hearing of an appeal from a Trial (Zpmmittee decision, if the said member was a member of the Trial Committee. Article XV Trials and Appeals Section 1. Any member may bring charges against any other member for the commission of an offense as set forth in this Constitution. These charges shall be in writing and signed by the accuser, who shall also include his book number. The accuser shall deliver these charges to the. Port Agent of the port nearest the place of the offense, or the port of pay-off, if the offense took place aboard ship. He shall also request the Port Agent to present these charges at the next regular meeting The accuser may withdraw his charges before the meeting takes place. Section 2. After presentation of the charges and the request to the Port Agent, the Port Agent shall cause those charges to be read at die said meeting. If. the charges are rejected by a majority vote of the port, no further action may be taken thereon, unless ruled othenvise by a majority yote of the membership of the Union within 90 days thereafter. If the charges are accepted, and the accused is present, he shall be automatically on notice that he will be tried the following morning. At his request, the trial shall be postponed until the morning following the next regular meeting, at which lime the Trial Committee will then be elected. He Page 17 �shall also be handed a written copy of the charges made against him. If the accused is not present, the Port Agent shall immedi< ately cause to be sent to him, by registered mail addressed to his last known mailing address on file with the Union a copy of the charges,, the names and book numbers of the accusers, and a ilotification, that he must appear with his witnesses," ready for trial the morning after the next regular meeting, at which meeting the Trial Committee will be elected. In the event a majority of the membership of the Union shall vote to accept charges after their rejection by a port, the trial shall take place'in the Port where Headquarters is located. Due notice thereof shall be given to the accused, who shall be informed of the name of his accusers, and who shall receive a written statement of the charges. At the request of the accused, transportation and subsistence shall be provided the accused and his witnesses. Section 3. The Trial Committee shall hear all pertinent evidence and shall not be bound by the rules of evidence required by courts of law but may receive all relevant testi­ mony. The Trial Committee may grant adjournments, at the request of the accused, to enable him to make a proper defense. In the event the Trial Committee falls beneath a quorum, it shall adjourn until a quorum does exist. Section 4. No trial shall be conducted unless all the accusers are present. The Trial Committee shall conduct the trial except that the accused shall have the right to cross-examine the accuser, or accusers, and the witnesses, as well as to conduct his own defense. The accused may select any member to assist him in his defense at the trial, provided, (a) the said member is available at the time of the trial and fb) the said member agrees to render such assistance. If the accused challenges the qualifications of the members of ibe Trial Committee, or states that the charges do not adequately inform him of what wrong he allegedly committed, or the time and place of such commis­ sion, such matters shall be ruled upon and disposed of, prior to proceeding on the merits of the defense. The guilt of an accused shall ,be found only if proven by the weight of the evidence, and the burden of such proof shall be upon the accuser. Every finding shall be based on the quality of the evidence and not solely on the number of witnesses produced. Section 5. The Trial Committee shall make findings as to guilt or innocence, and recommendations as to punishment and/or other Union action deemed desirable in the light of the proceedings. These findings and recommendations shall be those of a majority of the committee, and shall be in writing, as shall be any dissent. The committee shall forward its find­ ings and recommendations, along with any dissent to the Port Agent of the port where the trial took place, while a copy thereof shall be forwarded to the accused and the accusers, either in person or by mail addressed to their last known addresses. The findings shall include a statement that the rights of the accused under this Constitution, were properly safeguarded. The findings also must contain the charges made, the date of the trial, the name and address of the accused, the accuser, and each witness; shall 'describe each document used at the trial; shall contain a fair summary of the proceedings, and shall state the findings as to guilt or innocence. If possible, all documents used at the trial shall be kept. All findings and recommendations shall be made a part of the regular files. Section 6. The Port Agent of the Port of Trial shall, upon receipt of the findings and recommendations of the Trial Com­ mittee, cause the findings and recommendations to be presented, and entered into the minutes, at the next regular meeting. Section 7. The Port Agent shall send the record of the entire proceedings to headquarters, which shall cause sufficient copies thereof to be made and sent to each Port in time for the next regularly scheduled meeting. Section 8. At the latter meeting, the proceedings shall be dis­ cussed. The meeting shall then vote. A majority vote of the membership of the Union shall: (a) Accept the findings and recommendations, or (b) Reject the findings and recommendations, or (c) Accept the findings, but modify the recommendations, or (d) Order a new trial after finding that substantial justice has not been done with regard to the charges. In this event, a new trial shall take place at the port where headquarters is located and upon application, the accused, the accusers, and their witnesses shall be furnished transportation and subsist­ ence. Section 9. After the vote set forth in Section 8, any punish­ ment so decided upon shall become effective. Headquarters shall cause notice of the results thereof to be sent to each accused and accuser. Section 10. An accused who has been found guilty, or who is under effective punishment may appeal in the following manner: He may send or deliver a notice of appeal to Headquarters within 30 days after receipt of the notice of the decision of the membership. Section II. At the next regular meeting of the port where Headquarters is located, after receipt of the notice of appeal, the notice shall be presented and shall then become part of the minutes. An Appeals Committee shall then be elected. TTie Vice-President in charge of contracts is charged with the duty of presenting the before-mentioned proceedings and all avail­ able documents used as evidence at the trial to the Appeals -Committee, as well as any written statement or argument sub­ mitted by the accused. The accused may argue his appeal in person, if he so desires. The appeal shall be heard at Union Headquarters on the night the committee is elected. It shall be the responsibility of the accused to insure that his written statement or argument arrives at headquarters in time for such presentation. Section 12. The Appeals Committee shall decide the appeal as soon as possible, consistent with fair consideration of the evidence and arguments before it. It may grant adjournments and may request the accused or accusers to present arguments, whenever necessary for such fair consideration. Section 13. The decision of the Appeals Committee shall be by majority vote, and shall be in the form of findings and recommendations. Dissents will be allowed. Decisions and dissents shall be in writing .and signed by those participating in such decision or dissent. In making its findings and recom­ mendations, the committee shall be governed by the following: (a) No finding of guilt shall be reversed if there is sub­ stantial evidence to support such a finding and, in such case, the Appeals Committee shall not make its own fiiidings as to the weight of evidence. (b) In no event shall increased punishment be recommended. (c) A new trial shall be recommended if the Appeals Com­ mittee finds--(a) that any member of the Trial Committee Page 18 should have been disqualified, or (b) that the accused was not adequately informed of the details of the charged offense, which resulted in his not having been given a fair trial, or (c) that for any other reason, the accused was not given a fair trial. (d) If there is not substantial evidence to support a finding of guilt, the Appeals Committee shall recommend that the charge on which the finding was based be dismissed. (e) The Appeals Committee may recommend lesser punish­ ment. Section 14. The Appeals Committee shall deliver its decision and dissent, if any, to headquarters, which shall cause sufficient copies to be published and shall have them sent to each port in time to reach there before the next regular scheduled meeting. Headquarters shall also send a copy to each accused and accuser at their last known address, or notify them in person. Section 15. At the meeting indicated in Section 14 of this Article, the membership, by a majority vote, shall accept the decision of the Appeals Committee, or the dissent therein. If there is no dissent, the decision of the Appeals Committee shall stand. If a new trial is ordered, that trial shall be held in the port where headquarters is located, in the manner provided for in Section 2 of this Article. Any decision so providing for a niew trial shall contain such directions as will insure a fair hearing to the accused. Section 16. Headquarters shall notify the accused and each accuser, either in person or in writing addressed to their last known address, of the results of the appeal. A further appeal shall be allowed as set forth in Section 17 of this Article. Section 17. Each member is charged with knowledge of the provisions of the Constitution of the Seafarers International Union of North America, and the rights of, and procedure as to, further appeal as provided for therein. Decisions reached thereunder shall be binding on all members of the Union. Section 18. It shall be the duty of all members of the Union to take all steps within their constitutional power to carry out the terms of any effective decisions. Section 19. Every accused shall receive a written copy of the charges preferred against him and shall be given a reasonable time to prepare his defense, but be may thereafter plead guilty and waive any or all of the other rights and privileges granted to him by this Article. If an accused has been properly notified of his trial and fails to attend without properly requesting a postponement, the Trial Committee may hold its trial without his presence. Article XVi Offenses and Penalties Saction 1. Upon proof of the commi.ssion of the following offenses, the member shall be expelled from membership: (a) Proof of membership in any organization advocating the overthrow of the Government of the United States by force; (b) Acting as an informer against the interest of the Union or the membership in any organizational campaign; (c) Acting as an informer for, or agent of, the company against the interests of the membership or the Union; (d) The commission of any act as part of a conspiracy to destroy the Union. Sectibn 2. Upon proof of the commission of any of the fol­ lowing offenses, the member shall be penalized up to and including a penalty of expulsion from the Union. In the event the penalty of expulsion is not invoked or recommeded, the penalty shall not exceed suspension from the rights and privi­ leges of membership for more than two (2) years, or a fine of $50.00 or both; (a) Willfully misappropriating or misusing Union property of the value in excess of $50.00. (b) Unauthorized use of Union property, records, stamps, seals, etc., for the purpose of personal gain; (c) Willful misuse of any office or job, elective or not, within the Union for the purpose of personal gain, financial or other­ wise, or the willful refusal or failure to execute the duties or functions of the said office or job, or gross neglect or abuse in executing such duties or functions or other serious misconduct or breach of trust. The President may, during the pendency of disciplinary proceedings under this subsection, suspend the officer or jobholder from exercising the functions of the office or job, with or without pay, and designate his temporary re­ placement. (d) Unauthorized voting, or unauthorized handliiig of bal­ lots, stubs, rosters, verification lists, ballot boxes, or election files, or election material of any sort; (e) Preferring charges with knowledge that such charges are false; (f) Making or transmitting, with intent to deceive, false reports or communications which fall within the scope of Union business; (g) Deliberate failure or refusal to join one's ship, or mis­ conduct or ne^ect of duty aboard ship, to the detriment of the Union or its agreements; (h) Deliberate and unauthorized interference, or deliberate and malicious villification, with regard to the execution of the duties of any office or job; (i) Paying for, or receiving money for, employment aboard a vessel, exclusive of proper earnings and Union payments; (j) Willful refusal to submit evidence of affiliation for the purpose of avoiding or delaying money payments to the Union, or unauthorizedly transferring or receiving evidence of Union affiliation, with intent to deceive: (k) Willful failure or refusal to carry out the order of those duly authorized to make such orders during time of strike. (1) Failure or refusal to pay a fine or assessment within the time limit set therefor either by the Constitution or by action taken in accordance with the Constitution. Section 3. Upon proof of the commission of any of the fol­ lowing offenses, members shall be penalized up to and including a suspension from tbe rights and privileges of membership for two(2) years, or a fine of $50.00 or both: (a) Willfully misappropriating or misusing Union property of the value under $50.00; (b) Assuming any office or job, whether elective or not with knowledge of the lack of possession of the qualifications re­ quired therefor; (c) Misconduct during any meeting or other official Union proceeding, or bringing the Union into disrepute by conduct not provided for elstwhere in this Article; (d) Refusal or negligent failure to carry out orders of those duly authorized to make such orders at any time. Saction 4. Upon proof of the commission of any of the fob lowing offenses, members shall be penalized up to and including a fine of $^.00: (a) Refusal or willful failure to be present at sign-ons or pay-offs; (b) Willful failure to submit Union book to Union repre­ sentatives at pay-off; (c) Disorderly conduct at pay-off or sign-on; (d) Refusal to cooperate with Union representatives in dis­ charging their duties; (e) Disorderly conduct in the Union hall; (f) Gambling in the Union hall; (g) Negligent failure to join ship. Section 5. Any member who has committed an offense penal­ ized by no more tban a fine-of $50.00 may elect to waive his rights under this Constitution subject to the provisions of Article XV, Section 19 and to pay the maximum fine of $50.00 to the duly authorized representative of the Union. Section 6. This Union, and its members, shall not be deemed to waive any claim, of personal or property rights to which it or its members are entitled, by bringing tbe member to trial or enforcing a penalty as provided in this Constitution. Section 7. Any member under suspension for an offense under tbis Article shall continue fo pay all dues and assessments and must observe his duties to the Union, members, officials, and job holders. Article XVil Publications This Union may publish such pamphlets, journals, news­ papers, magazines, periodicals and general literature, in such manner as may be determined, from time to time, by the Executive Board. Article XVIII Bonds Officers and job holders, whether elected or appointed as well as all other employees handling monies of the Union shall be bonded as required by law. Article XIX Expenditures Section 1. In tbe event no contrary policies or instructions are in existence, the President may authorize, make, or incur such expenditures and expenses as are normally encompassed within the authority conferred upon him by Article X of this Constitution. Section 2. The provisions of Section 1 shall similarly apply to the routine accounting and administrative procedures of the Union except those primarily concerned with trials, appeals, negotiations, strikes, and elections. Saction 3. The provisions of this Article shall supersede to the extent applicable, the provisions of Article X of this Constitution. Article XX Income Section 1. The income of this Union shall include dues, initiation fees, fines, assessments, contributions, loans, interest, dividends, as well as income derived from any other legitimate business operation or other legitimate source. Section 2. An official Union receipt, properly filled out, shall be given to anyone paying money to the Union or to any person authorized by the Union to receive money. It shall be the duty of every person affiliated with the Union who makes such payments to demand such receipt. Section 3. No assessments shall be levied except after a ballot conducted under such general rules as may be decided upon by a majority vote of the membership, provided that: (a) The ballot must be secret. (b) The assessment must be approved by a majority of the valid ballots cast. Section 4. Except as otherwise provided by law, all payments by members or otber affiliates of tbis Union shall be applied successively to the monetary obligations owed the Union com­ mencing with the oldest in point of time, as measured from the date of accrual of such obligation. The period of arrears shall be calculated accordingly. Saction 5. To the extent deemed appropriate by the major­ ity of tbe Executive Board, funds and assets of the Union may be kept in an account or accounts without separation as to purpose and expended for all Union purposes and objects. Article XXI Other Types of Union Affiliation To the extent permitted by law, this Union, by majority vote of the membership, may provide for affiliation with it by individuals in a lesser capacity than membership, or in a capacity other thart membership. By majority vote of the mem­ bership, the Union may provide for the rights and obligations incident to such capacities or affiliations. These rights and obligations may include, but are not limited to (a) the applic­ ability or non-applicability of all or a >y part of the Consti­ tution; (b) the terms of such affiliation; (c) the right of the Union to peremptory termination of such affiliation and, (d) the fees required for such affiliation. In no event may anyone not a member receive evidence of affiliation equivalent to tbat of members, receive priority or rights over members, or be termed a member. Article XXII Quorums Section 1. Unless elsewhere herein otherwise specifically pro­ vided, the qqorum for a special meeting of a port shall be six (6) full book members. Section 2. The quorum for a regular meeting of a Port shall be fifty (50) members. Section 3. Unless o'therwise specifically set forth herein, the decisions, reports, recommendations, or other functions of any segment of the Union requiring a quorum to act officially, shall be a majority of tbose voting, and shall not be official or effective unless the quorum requirements are met. Seafarers Log �Sactien 4. Unless otherwise indicated herein, where the re­ quirements for a quorum are not specifically set forth, a quorum shall be deemed to be a majority of those composing the ap­ plicable segment of the Union. Article XXiii Meetings iI • Soction 1. Regular membership meetings shall be held monthly only in the following major ports at the following times: During the week following the first Sunday of every month a meeting shall be held on Monday—at New York; on Tuesday— at Philadelphia; on Wedne.sday—at Baltimore; and on Friday— at Detroit During the next week, meetings shall be held on Monday — at Houston; on Tuesday — at New Orleans; on Wednesday—at Mobile; and on Thursday—at San Francisco. All re^lar membership meetings shall commence at 2:30 P.M. local time. Where a meeting day falls on a Holiday officially desimated as such by the authorities of the state or muni­ cipality in which a port is located, the port meeting shall take place on the following business day. Saturday and Sun­ day shall not be deemed business days. The Area Vice Presidents shall be the chairmen of all regular meetings in ports in their respective areas. In the evept the Area Vice Presidents are unable to attend a regular meeting of a port, tbey shall instruct the Port Agents, or other elected job holders, to act as chairmen of the meetings. In the event a quorum is not present at 2:30 P.M. the chairman of the meeting at the pertinent port shall postpone the opening of the meeting but in no event later than 3:00 P.M. Section 2. A special meeting at a port may be called only at the direction of the Port Agent or Area Vice President. No special meeting may be held, except between the hours of 9:00 A.M. and 5:00 P.M. Notice of such meeting shall be posted at least two hours in advance, on the port bulletin board. The Area Vice Presidents shall be the chairmen of all special meetings in ports in their respective areas. In the event the Area Vice Presidents are unable to attend a special meet­ ing of a port, they shall instruct the Port Agents, or other elected job holders, to act as chairmen of the meetings. Section 3. Notwithstanding anything to the contrary, all reg­ ular meetings shall be governed by the following: 1. The Union Constitution. 2. Majority vote of the members assembled. Article XXiV Definitions and Miscellaneous Provisions Relating Thereto Section 1. Incapacity. Unless otherwise set forth or dealt with herein, the term "incapacity," shall mean any illness or situation preventing the affected person from carrying out his duties for more than 30 days, provided that this does not result in a vacancy. However, nothing contained in this Article shall be deemed to prohibit the execution of the functions of more than one job and/or office in which event no incapacity shall be deemed to exist with regard to the regular job or office of the one taking over the duties and functions of the one incapacitated. The period of incapacity shall be the time during which the circumstances exist. Section 2. Unless otherwise set forth or dealt with herein, the term "vacancy" shall include failure to perform the func­ tions of any office or job by reason of death, or resignation, or suspension from membership or expulsion from the Union with no further right to appeal in accordance with the pro­ visions of Article XV of this Constitution. Section 3. When applicable to the Union as a whole the term, "majority vote of the membership," shall mean the majority of all the valid votes cast by full book members at an official meeting of those ports holding a meeting. This definition shall prevail notwithstanding that one or more ports cannot hold meetings because of no quorum. For the purpose of this Sec­ tion, the term "meeting" shall refer to those meetings to be held during the time period within which a vote must be taken in accordance with the Constitution and the custom and usage of the Union in the indicated priority. Soetion 4. When applicable solely to port action and not con­ cerned with, or related to, the Union as a whole, and not forming part of a Union-wide vote, the term "majority vote of the membership," shall refer to the majority of the valid votes cast by the full book members at any meeting of the Port, regular or special. Section 5. The term, "membership action", or reference thereto, shall mean the same as the term "majority vote of the membership." Section 6. Where the title of any office or job, or the holder thereof, is set forth in this Constitution, all references thereto and the provisions concerned therewith shall be deemed to be equally applicable to whomever is duly acting in such .office or job. Section 7. The term "Election Year" shall be deemed to mean that calendar year prior to the calendar year in which elected ) April 1972 t r ' officials and other elected job-holders are required to asume office. Soction 8. The terms, "this Constitution," and "this amended Constitution," shall be deemed to have the same meaning and shall refer to the Constitution as amended which takes the place of the one adopted by the Union in 1939, as amended up through March, 1972. Section 9. The term, "member in good standing", shall mean a member whose monetary obligations to the Union are not in arrears for thirty days or more, or who is not under suspen­ sion or expulsion effective .in accordance with this Constitution. Unless otherwise expressly indicated, the term, "member," shall mean a member in good standing. Section 10. Unless plainly otherwise required by the context of their use, the terms "Union book," "membership book," and "book," shall mean official evidence of Union membership. Section II. The term "full book" or "full Union book" shall mean only an official certificate issued as evidence of Union membership which carries with it complete rights and privileges of membership except as may he specifically constitutionally otherwise provided. Section 12. The term, "full book member", shall mean a member to whom a full book has been duly issued and who is entitled to retain it in accordance with the provisions of this Constitution. Article XXV Amendments This Constitution shall be amended in the following manner: Section I. Any full hook member may submit at any regular meeting of any Port proposed amendments to this Constitu­ tion in resolution form. If a majority vote of the membership of the Port approves it, the proposed amendment shall be for­ warded to all Ports for further action. Section 2. When a proposed amendment is accepted by a ma­ jority vote of the membership, it shall be referred to a Con­ stitutional Committee in the Port where Headquarters is located. This Committee shall be composed of six full book members, two from each department and shall be elected in accordance with such rules as are established by a majority vote of that Port. The Committee will act on all proposed amendments referred to it. The Committee may receive whatever advice and assistance, legal or otherwise, it deems necessary. It shall prepare a report on the amendment together with any proposed changes or substitutions or recommendations and the reasons for such recommendations. The latter shall then be submitted to the membership. If a majority vote of the membership approves the amendment as recommended, it shall then be voted upon, in a yes or no vote by the membership of the Union by secret ballot in accordance with the procedure directed by a majority vote of the membership at the time it gives the approval necessary to put the referendum to a vote. The Union Tallying Comnjittee shall consist of six (6) full book members, two from each of the three (3) departments of the Union, elected from Headquarters Port. The amendment shall either be printed on the ballot, or if too lengthy, shall be referred to on the ballot. Copies of the amendment shall be posted on the bulletin boards of all ports and made available at the voting site in all ports. Section 3. If approved by a majority of the valid ballots cast, the amendment shall become effective immediately upon notification by the aforesaid Union Tallying Committee to the Secretary-Treasurer that the amendment has been so approved, unless otherwise specified in the ayiendment. The SecretaryTreasurer shall immediately notify all ports of the results of the vote on the amendment. EXHIBIT A Minimal requirements to be contained in Constitution of subordinate bodies and divisions chartered by or affiliated with the Seafarers International Union of North America — At­ lantic, Gulf, Lakes and Inland Waters District. I All members shall have equal rights and privileges, subject to reasonable rules and regulations, contained in this Consti­ tution, including secret election, freedom of speech, the right to hold office and the right of secret votes on assessment and dues increases, all in accordance with the law. Gulf, Lakes and Inland Waters District, and this Constitution and any amendments thereto, shall not take effect unless and until approved as set forth in the Constitution of that Union. iV An object of this Union is, within its reasonable capacity, to promote the welfare of, and assist, the Seafarers Interna­ tional Union of North .America—Atlantic, Gulf, Lakes and In­ land Waters District. The charter (and/or affiliation) relationship between this Union and the .Seafarers International Union of North America —Atlantic, Gulf, Lakes and Inland Waters District shall not be dissolved so long as at least ten members of this Union, and the Seafarers International Union of North America— Atlantic, Gulf, Lakes and Inland Waters District acting through its Executive Board wish to continue such relationship. ^ VI No amendment to this Constitution shall be effective unless and until approved by at least a two-thirds vote of the member­ ship in a secret referendum conducted for that purpose. In any event, the adoption of this Constitution and any amend­ ments thereto, will not be effective unless and until compliance with Article II of the Constitution of the Seafarers Interna­ tional Union of North America—Atlantic, Gulf, Lakes and Inland Waters District is first made. yii The Seafarers International Union of North America—^At­ lantic, Gulf, Lakes and Inland Waters District shall have the right to check, inspect and make copies of all the books and records of this Union upon demand. VIII This Union shall not take any action which will have the effect of reducing its net assets, calculated through recognized accounting procedures, below the amount of its indebtedness to tbe Seafarers International Union of North America—^Atlan­ tic, Gulf, Lakes and Inland Waters District, unless approved by that Union through its Executive Board. IX So long as there exists any indebtedness by this Union to the Seafarers, International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, that Union shall have the right to appoint a representative or representatives to this Union who shall have the power to attend all meetings of this Union, or its sub-divisions, or governing boards, if any; and who shall have access to all books and records of this Union on demand. This representative, or these representatives, shall be charged with the duly of assisting this Union and its mem­ bership, and acting as a liaison between the Seafarers Inter­ national Union of North America—Atlantic, Gulf, Lakes and Inland Waters District and this Union. So long as any unpaid per capita tax, or any other indebtedness-of any sort is owed by this Union to the Seafarers Inter­ national Union of North America—Atlantic, Gulf, Lakes and Inland Waters District, such indebtedness shall constitute a first lien on the assets of this Union, which lien shall not be impaired without the written approval of the Seafarers Inter­ national Union of North .America—Atlantic, Gulf Lakes and Inland Waters District acting through its Executive Board. XI The per capita tax payable by this Union to the Seafarers International Union of North .America—.Atlantic, Gulf, Lakes and Inland Waters District shall be that which is fixed in ac­ cordance with the terms of the Constitution of that Union. Xil This Constitution and actions by this Union pursuant thereto are subject to those provisions of the Constitution of the Sea­ farers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District pertaining to affiliation, dis­ affiliation, trusteeships, and the granting and removal of charters. II XIII No member may be automaticaly suspended from member­ ship except for non-payment of dues, and all members shall be afforded a fair hearing upon written charges, with a reas­ onable time to prepare defense, when accused of an offense under the Constitution. This Union shall be affiliated with the Seafarers International Union of North America through the Seafarers International Union of North America—Atlantic, Gulf, Lakes and Inland Waters District. It shall share in, and participate as part of, the delegation of that District to the Convention of the Sea­ farers International Union of North America in accordance with the provisions of the Constitution of the Seafarers Inter­ national Union of North America—Atlantic, Gulf, Lakes and Inland Waters District. III This Union is chartered by (and/or affiliated with), the Seafarers International Union of North America—Atlantic, ,i -' Page 19 �^ ., ••-' ''';•;'' V- •; -"' %' 'T^'-^ 'S-*-'; '"v - • "'•"-'^•TH li ' •' -r ^•' I : "^ ' .•••••.rA-.f v! 'r^n-.:ir.' •"•;•• bb" b - ;• •. • ^ ; •; ^ .-i. 'i-;^;'.. '.-i vj* •,'. ;• S;y},; .yy 8 .• -..-.r, vL;V-'''-V-br ;i,j;:j.yb yy>' ....A \ --.-w:. -vr .'.--a v •,-. i. - J.-J ' •: _• y t.-r,-.- r .•' .•' •.•^.1-;:.. ,./.I _u /-fy''y» •" y •-•••i.--.;'.;• • •-5'• £r£/?y SEAFARER IS GUARANTEED • • Protection of the rights and privileges guaranteed htm under the Constitution of the Union. » The right to vote. • The right to nominate himself for, and to hold, any office in the Union. ' • %<:- .> <1 > i] 41 ll fy^''y official of the Union shall be hound to Uphold and protect the rights of every member and that in no case shall any member be deprived of his rights and privileges as a member without due process of the law of the Union. " 31 The right to be confronted by his accuser and to be given a fair trial by an impartial committee of his brother Union members if he should be charged with conduct detrimental to the welfare of Seafarers banded together in this Union. • r •''•r'-'wO ;,... •;;' -.y-;y The right to express himself freely on the floor of any Union meeting or in committee. The assurance that his brother Seafarers will stand with him in defense of the democratic principles set forth in the Constitution of the Union. , 'r':': i •- w.j.-- '"' 'V'5' -- ; ' s•. SbjiJt-;, ;:'-K--: \ .y • :V Iv ' •: • • •'•-"f- , ;•'''"• • "vy'J ••"'-s'':-u''y . ;.- b-".. • : y y-y^xy.y f - .•.-/• . /v; :.\r. •: y|yy '••••• •iV-', 'y' 'i '•• .v,-V •'-1". iisiiilii; b;'8y;if'-, Page 20 17 ,. • . ' . i.',- .' • ••; .'.' *:• •, , • 1. ••/- ••••'>r.--"5';,"~y •;-. • • , - •'•'•.'J i.Xr-n: • '•/- •• yt" i'•'•"• ' . y,.;,. ..'y-r, ,. • - .'•-5. ^'- 1 - .' <••••1 • . . •.•.•.••i«(r i-y • '.. iJ -« •• • . -11, • !»i I, >.5 •; r-.. ' . .. •• . •• „ • ••-c - •-• -i 8^ - .i-i' 'y.:. •'.• • 'h, •..»•-•;• .V 'vb;' - .:•• ' - nj--. •.' •• ••'•. * -V' ' • "•^•. - '• '-X • 'A I ••^li ./ •' . ^' T - . .- *•• s.jar' . " .t ' Y-..i.-; -T^vi. ••Ti,. j.i_^ - • . •(.'.r^.-X-. �Burke Claims Imports Cost MARITIME Is US. Jobs "We need to protect ourselves in many fields from this incredible flood of imports that has washed hundreds of thousands of jobs away in its wake," Rep. James A. Burke (DMass.) said. Unless this country receives the im­ mediate protection from the "grossly unfair reality of our free trade policy," he predicted that a slow starvation of the nation's economy and an erosion of jobs and income will result. There can only be a "collision course of chaos" he said, when referring to the imbalance of American imports and exports. Rep. Burke, along with Sen. Vance Hartke (D-Ind.), is co-sponsor of the Burke-Hartke Foreign Trade and In­ vestment Act bill which is pending in Congress. This bill seeks to limit American imports and restrict the tax loopholes of multinational corpora' tions. The government must establish its rightful share of these corporations' profits, he said of those multinational firms that are "raking in by producing things abroad and sending them back here for sale. They have for far too long been exempt from U.S. taxes be­ cause they have offshore operations." The Massachusetts congressman sjpoke at a luncheon sponsored by the eight-million member AFL-CIO Mari­ time Trades Department in Washing­ ton, D.C. He told the audience that there is a "global law of supply and demand" which is accompanied with a "mythology of free trade." Barkers First Law However, he continued, "there hasn't been free trade in the memory of man and you can put this down as Burke's first law of world trade: It will never be free." He retraced U.S. foreign trade pol­ icy which has "played benefactor to the world ... (and) operated for many years on the discredited notion that world trade is free." He said: "Our experts trained people around the world in ways they could compete with our industry. We gave away the machinery to set up shop and sent technicians to get the . operations going. We licensed patents so that the latest technology could be adapted to industry overseas. And perhaps worst of all, through a system of tax advantages and credits, we en­ couraged our nation's industry to lo­ cate overseas. And they did." But, he noted that "The myth is beginning to wear thin." American firms are now scattered around the globe, "where labor comes cheap, taxes come cheaper and profits climb faster through their sales back home," the congressman said. Meanwhile, in this country, he add­ ed, people are waiting in lines to cash unemployment checks. These are people, he said, "who have many skills to contribute to America's develop­ ment and who cannot because the jobs aren't there." He concluded in calling the MTD and its affiliates "a loud, clear voice warning all of us . . . that the disaster was coming. It is only now that I and some of my colleagues on the Hill are begining to see . . . that we must, for the survival of the national standard of living, put a halt to these continual losses in world trade . . . (from) a trade policy that is bankrupting the country." April 1972 ' ' Protection. Protection for Seafarers. Protection against threats to the personal liberties of Seafarers. That's what the Maritime Defense League !s all about, it is a voluntary fund set up to assiure •that maritime workers are afforded the funda­ mental right to counsel in times of such a heed. , MDL was established in 1967 as a Jieague supported by voluntary contributions. Jt was indorsed by the SlU hiembershipQ It Wes set up to fill a pressing need which existed then and ^exists today..":,,. There was a time when a rnah^s union could tdp in and help him "when he nei^ed But recent laws and recent eduft intefpfetations of those laws made such assistance vir­ tually impossible. To filt this awful void, M created. It collects the voluntary contributions needed for |he defense of rheSbers who can't turn to their union for help—because the law denies therrr^ the help they need. vMDL means that when a union brother has to? defpnd hinriself ill a dourt of?^ gdverhmehf; agency, he does hot have to see|| legal aid thrbugh charity or handouts. When a^ union brother is in this kind of trouble—fhiili kind of serious trouble —- he knows he can turrtli to MpL for helpv And the help wU Wi receivj^ is not charity, npt a handdut. It's phrt of tHdl Seafarers*! heritage --- the Brotherhood of thi|: -5ea.^\'v That's why it is important to keep MDL alive^; and thriving—-SO it can continue to help mari.i time Workers when they need help. That's why| your own contributions are essential. . To make a Contribution to MDL, or for more, information or assistance, write to the Maritime; Defense League, One Hanson Place, Brooklyn,; N.Y. 11217. Delta Brazil Garners Award For the second consecutive year, the crew of the SlU-contracted Delta Brazil has earned the Delta Lines Fleet Safety Award for their exceptional safe­ ty record at sea. A total of 1,289 consecutive accident-free days have been logged by the vessel. The total includes perfect safety recmrds for 1970 and 1971 as well as ac­ cident free days chalked up in prior years. Captain J. L. Cox, master of the Delta Brazil acknowledged that full credit for achieving the fine record of safety must be ex­ tended to each and every mem­ ber of the vessel's crew. He noted that safety requires team­ work and teamwork abounds aboard the Delta Brazil. A sister ship, the SlU-contracted Delta Mexico, was the "first runner-op" in the safety competition with a total of 1,118 consecutive accident-free days. Both the ships have earned the two-year Jones F. Devlin Safety Award. The award is presented annually by the American In­ stitute of Merchant Shipping. In the accompanying photo Capt. Cox accepts a safety plaque on behalf of the officers and crew from Capt. C. P. McFaull, Delta's saf^ director. Page 21 'A -• �The SIU Ships' Committees exist to serve the union's members at sea. And by serving the members, they also serve the union as a whole. Each Sunday while at sea it is the duty of each ship's committee chair­ man to call a meeting of aU unlicensed personnel. These meetings provide a forum for the individual member to voice his feelings and opinions on matters affecting him in particular and the SIU in general. These thoughts, suggestions and criticisms are recorded and forwarded to the union's headquarters ashore. Here they are reviewed and in cases where they will best serve the greatest number, tiiey are implemented. These meetings serve as more than a one-way street. At the meetings members are informed of what has been taking place at rmion head­ quarters and halls across the country. In this way they are kept abreast of what the SIU is doing in their interests. Only through full and active partic­ ipation by all members can the ships' committee meetings be productive. By taking part in these meetings each member is benefitting not only himself, but also his brothers in the SIU. There are six members of the stand­ ing ship's committee with three elected and three appointed delegates, but every Seafarer is urged to attend each meeting i^Sfi^'^come involved in the proceedings. The six in­ clude the ship's committee chaiiman, the education director, the secretaryreporter, and elected representatives of LAFAYETTE (Waterman)—Newark, New Jersey was a short stopover for the Lafayette before she sailed for Africa and the Far East. From left are: T. Sanford, ship's chairman; R. Lyie, engine delegate; F. Quindayo, secretaryreporter; 0. Woods, deck delegate; L. Ellison, steward delegate, and H. John­ son, educational director. FALCON LADY (Falcon Carriers) — Ship's committee aboard the modern tanker Falcon Lady includes, from left: 0. Terry, deck delegate; J. Sorel, ship's chairman; J. McCrannie, steward delegate; M. loth, secretary-reporter, and J. Sanchez, engine delegate. the deck, engine and steward depart­ ments. The chairman is responsible for calling the meeting and preparing an agenda. He also moderates the group to insure proper parliamentary proce­ dure is used to guarantee every mem­ ber's right to be heard. The education director is charged with maintaining a shipboard library of imion publications and must be able to answer any questions relating to union upgrading and educational programs. The secretary-reporter serves as a recorder of the minutes of the meeting and is responsible for relaying the minutes and recommendations to SIU headquarters. Each of the elected department delegates is concerned with questions relating to the entire crew, in general and the members of his department, in particular. The SIU ships' committees have succeeded in bridging the communica­ tions barrier between a far-flung mem­ bership and the officials entrusted to head Ae union. They have succeeded in keeping the membership informed and active in the highest democratic traditions. JACKSONVILLE (Sea-Land)—^Another voyage through the Panama Canal was logged during March by the Jacksonville. From left are: I. Buckley, secretaryreporter; W. King, engine delegate; C. Ludwick, steward delegate; V. Nelsen, ship's chairman, and D. Jesus, deck delegate. . :rJ r I 'A' • Ir CITIES SERVICE MIAMI (Cities Service)—^The Cities Service Miami has just completed a coastwise voyage from Texas, through the Gulf of Mexico to Boston and New York. From left are: C. Vow, steward delegate; T. Weems, deck delegate; F. Wilkison, ship's chairman, and W. Foley, engine delegate. Page 2i TRANSINDIANA (Hudson Waterways)—^The Transindiana recently completed a voyage from Puerto Rico. From left are: A. Amabile, engine delegate; A. Rivera, ship's chairman; W. Datzko, secretary-reporter; S. Zieleiski, educa­ tional director: 0. Ortiz, deck delegate, and J. Fanoli, steward delegate. �Digest of SEATRAIN SAN lUAN (Scatrain), Dec. 12—Chairman A. Sakelis; Secretary A. Aragones. Some disputed OT in deck depart­ ment, otherwise no beefs were reported. OVERSEAS ARCTIC (Maritime Over­ seas), Dec. 5—Chairman R i.ert Pope; Secretary Stanley Schuyler; Deck Delegate George W. Baker; Engine Delegate Wil­ liam H. Bowman; Steward Delegate Rich­ ard Valkerts. $125 in ship's fund. Every­ thing is running smoothly with no beefs and no disputed OT. TRANSEASTERN (Hudson Waterways), Dec. 12—Chairman H. B. Butts; Secretary M. B. Elliott. $7 in ship's fund. Everything is running smoothly with no beefs. 'It's Chow Time That "Let's get to it" look In the eye of Transoregon Chief Cook Ray­ mond Perez (left) makes it clear that the evening meal is about to be served and those fresh roasts need slicing. Third Cook Ernesto Ruiz is ready to lend a helping hand. BOSTON (Sea-Land), Dec. 26—Chair­ man Ray Knoles; Secretary George Hair. Small amount of disputed OT in engine de­ partment. Vote of thanks, to the steward department for the excellent Christmas din­ ner. STONEWALL JACKSON (Waterman), Dec. 26—Chairman Robert H. Pitcher; Secretary Stanley Gondzar. No beefs. Ev­ erything is running smoothly. SL 181 (Sea-Land), Dec. 19—Chairman J. J. McHale; Secretary G. Walter; Deck Delegate Fred Jenson; Engine Delegate James W. Robertson; Steward Delegate Stonewall Jackson. $15 in ship's fund. Some disputed OT in Deck and Engine depart­ ments. YELLOWSTONE (Ogden Marine), Dec. 26—Chairman Danny Merrill; Secretary George William Luke; Deck Delegate Joe Cane; Steward Delegate Wililam Gonzalez. $15 in ship's fund. Everything is running smoothly with no beefs. Vote of thanks to the steward department for a job well done. SUMMIT (Sea-Land), Jan. 2—Chairman J. Gonzales; Secretary T. Williams. Every­ thing is running smoothly with no beefs. Vote of thanks wa,s extended to the en­ tire steward department for the excellent Christmas and New Year's dinners. PENN CHAMPION (Penn Shipping), Dec. 26—Chairman J. T- Mann; Secretary V. Swanson. $3 in ship's fund. No beefs were reported. Vote of thanks to the stew­ ard department for the fin^i Christmas din­ ner. INGER (Reynolds Metal), Jan. 1— Chairman M. Beeching; Secretary L. J. Beale; Deck Delegate D. C. Brown; Stew­ ard Delegate Charles S. Smith. Few hours disputed OT in engine department. m DELTA PARAGUAY (Delta Lines), Nov. 28—Chairman Norman W. Dubois; Secretary Charles J. Mitchell; Deck Dele­ gate William T. Roche; Engine Delegate Elvert Welsh; Steward Delegate Charles E. Ludwick. $1 in ship's fund. Few hours dis­ puted OT in deck and steward depart­ ments. Vote of thanks to the steward de­ partment for the excellent Thanksgiving Day dinner. TRANSHAWAII (Hudson Waterways), Dec. 19—Chairman Edward F. Wallace; Secretary W. Seltzer; Deck Delegate Frank J. Balasia; Engine Delegate P. Marcial; Steward Delegate John J. Breen. $24 in ship's fund. Few hours disputed OT in deck department. Vote of thanks to the Steward department for a job well done over the holidays. MISSOURI (Ogden Marine), Jan. 2— Chairman William Hale; Secretary W. J. Miles; Deck Delegate Leonard Bartlett. $21 in ship's fund. No beefs were reported. TRENT (Verity Marine), Jan. 9—Chair­ man Benny Brinson; Secretary C. E. Tur­ ner; Deck Delegate Peter E. Dolan; En­ gine Delegate John Fedesovich; Steward Delegate August Lanepinto. $19 in ship's fund. No beefs and no disputed OT. Vote of thanks to the steward department, es­ pecially the cooks, for the fine meals. CHICAGO (Sea-Land), Jan. 2—Chair­ man Dan Butts; Secretary J. M. Davis; Deck Delegate H. E. Miller; Engine Dele­ gate S. E. Hoopes; Steward Delegate John Knuden. Everything is running smoothly. Few repairs were taken care of. $16 in ship's fund. Vote of thanks to the entire steward department for a job well done. SAN PEDRO (Sea-Land) Jan. 2—Chair­ man A. Beck; Secretary R. H. Casanover, Deck Delegate Frank Barron; Engine Dele­ gate John Der; Steward Delegate John Tilley. Some disputed OT in deck and en­ gine departments. SLlsi (Sea-Land), Jan. 2—Chairman J. J. McHale; Secretary G. Walter; Engine Delegate H. W. Robertson; Steward Dele­ gate Stonewall Jackson. $15 in ship's fund. Some disputed OT in deck department. Vote of thanks to the steward department for a job well done. Everything seems to be running smoothly. Most of the repairs have been taken care of. MOBILE (Sea-Land), Jan. 9—Chairman David Atkins(Hi; Secretary G. Bryant; Deck Delegate A. J. Eckert; Engine Delegate R. E. Tumison. Everything is running smoothly with no beefs and no disputed OT. Vote of thanks to the steward depart­ ment for a job well done. SEATRAIN WASHINGTON (Hudson Waterways), Jan. 3—Chairman Willard Taylor, Secretary Lauren Santa Ana; Deck Delegate John Taubman; Engine Delegate Howard Menz; Steward Delegate Bernard McNally. No beefs, everything is running smoothly. Vote of- thanks to the depart­ ment delegates and to the entire steward department for a job well done. MT. VERNON VICTORY (Victory Car­ riers), Jan. 9—Chairman V. Grima; Secre­ tary Bill Stark. $10 ia ship's fund. No beefs were reported. Vote of thanks to the steward department for the exceptional holiday meals. RACHEL V (Vantage). Jan. 30—Chair­ man Earl DeAngelo; Secretary Harvey M. Lee. Some disputed OT in deck depart­ ment. Vote of thanks to the steward de­ partment for a job well done. STEEL SEAFARER (Isthmian), Jan. 23— Chairman A. Donnelly; Secretary, Herb Knowles; Deck Delegate Ramon Quiles; Engine Delegate P. Charrette; Steward Delegate M. Anzalone. $15 in ship's fund. Vote of.thanks to the steward department for a job well done. Some disputed OT in engine department. PENN CHAMPION (Penn Shipping). Jan. 9—Chairman J. T. Mann; Secretary V. L. Swanson; Joseph D. McPhee; En­ gine Delegate Paul R. Simmons; Steward Delegate Cleo Jones. $3 in ship's fund. Vote of thanks to the steward department for a job well done. CALMAR (Calmar), Jan. 23—Chairman Joseph Snyder; Secretary B. Falk. Some disputed OT in deck department. The stew­ ard department extended a vote of thanks to the crew for cooperating in keeping messhall clean. Vote of thanks was. ex­ tended to the steward department for a job well done. Ships Meetings STEEL EXECUTIVE (Isthmian), Jan. 3—Chairman Robert A. Sipsey; Swretary John C. Reed. Everything is running smoothly. Vote of thanks to the steward department for a job well done. BETHLOR (Bethlehem Steel), Feb. 13— Chairman J. E. Rose; Secretary J. G. Lakwyk. $24 in ship's fund. Few hours dis­ puted OT in deck department. Vote of thanks to the deck and engine departments for keeping the messroom clean at night. THETIS (Rye Marine), Jan. 2— Chair­ man J. Northcutt; Secretary S. J. Davis; Deck Delegate S. Anderson; Engine Dele­ gate Homer C. Frazier. $27 in ship's fund. No beefs were reported. Vote of thanks to the steward department for a job well done. YORKMAR (Calmar), Jan. 2—Chairman A. Antonio; Secretary R. Clarke; Deck Delegate Thomas J. McSweeney; Engine Delegate John W. DeVaux; Steward Dele­ gate Frank Ridrigs. Everything is running smoothly. This has been a very good trip with no beefs. Vote of thanks was extended to the steward department for a job well done. PORTLAND (Sea-Land), Feb. 13—Chair­ man N. Becklivanis; Secretary W. Moore; Deck Delegate C. Maynard; Engine Dele­ gate T. Frazier; Steward Delegate J. Rod­ riguez. Everything is running smoothly. Some disputed OT in engine department. BUCKEYE ATLANTIC (Buckeye), Jan. 2—Chairman George Hayes; Secretary C. M. Modellas. $10 in ships fund. Disputed OT in engine department. HOOD (Verity), Dec. 26—Chairman W. C. Byrd; Secretary E. Bradley; Deck Dele­ gate Joseph J. Mall- Jr.; Engine Delegate F. F. Gomez; Steward Delegate W. Brown. $18 in ship's fund. No beefs were reported. Vote of thanks to the steward department for a job well done. MONTICELLO VICTORY (Victory Car­ riers), Jan. 16—Chairman W. G. Thomas; Secretary W. B. Yarbrough; Deck Dele­ gate L. Harvey; Engine Delegate J. B. Da­ vis; Steward Delegate Raymond Prouby. $45 in ship's fund. Some disputed OT in deck and engine departments. Vote of thanks to the steward department for a job well done. YORKMAR (Calmar), Dec. 26—Chair­ man Angelo Antonio; Secretary R. Clarke; Deck Delegate Thomas J. McSweeney; En­ gine Delegate Earl D. Willis; Steward Del­ egate Frank Ridrigs. Wonderful trip with a very good crew on board. No beefs and everything is running smoothly. Vote of thanks to the Steward and his entire de­ partment for the excellent Christmas din­ ner. LONGVIEW VICTORY (Victory Car­ riers), Sept. 12—Chairman James C. Baudoin; Secretary E. C. Cooper; Deck Dele­ gate J. C. Flippo; Engine Delegate William R. Dixon; Steward Delegate George A. O'Berry. $30 in ship's fund. No beefs were reported. Everything is running smoothly. Vote of thanks to the steward department for a job well done. CITRUS PACKER (Waterman), Jan. lbChairman P. Shelldrake; Secretary C. Shirah; Deck Delegate F. S. Sellman; Engine Delegate Douglas McLeod; Steward Dele­ gate A. Rankin. $19 in ship's fund. Vote of thanks was extended to all crewmembers for a job well done. Some disputed OT in deck and engine departments to be taken up with patrolman. WESTERN PLANET (Western Agency), Jan. 23—Chairman O. J. O'Blantz; Secre­ tary A. P. Hargis. Some disputed OT in deck and engine departments. The captain sent the company a telegram regarding the mail situation. Liberty Time The supertanker Overseas Ulla is making ports in the Far East, in­ cluding that of Okinawa. In the photo tielow, making their way to shore in a launch are, from left: John Shields, deck maintenance; Tom Maher, oiler; Gary Paull, oiler; John Williamsen, able seaman, and ship's Third As­ sistant Engineer Joe Williams. In the photo at right. Seafarer Henry Scott shows a sure foot as he boards the launch back to the Overseas Ulla. Page 23 �If I.U/ For all its hugeness, impersonality and unprecedented skyscrapers, the Port of New York can still be a quaint place. One and two story buildings from the late nineteenth century, cobble stone streets, and ships that know a less modern world than that of today, can still be enjoyed by the Seafarers in lower Manhattan—on South, Front, Fulton and Water Streets. The South Street Seaport Museum located there restores and re-creates the flavor of the "Old" Port of New York. Six ships of the past are docked at Pier 16 at the foot of Fulton Street so that visitors can see what sailing used to be like. Also, the museum maintains centers where ship models, paintings and relics of sea­ farers past can be seen as well. On any day from noon to 6 p.m., except Thanksgiving and Christmas, the Seafarer can enjoy a tour of his livelihood's past. One of the Museum's proudest and loveliest ships is the Wavertree, an 1885 British square-rigger. Her 19th-century style is a magnificent Sight in New York Harbor. Restoration work on the ship continues. One of the latest additions at the Museum's Pier 16 is the tugboat Mathilda. Built in 1899 this team tug was owned by McAllister Towing, Ltd. " This model of the steamer Majestic is on display at the Seaport. Started In 1914, she was delayed by World War I and not completed until 1922. She was bought by White Star Line and was rebuilt as a training ship in 1938 and received the new name of Caledonia. The 956-foot long vessel caught fire and burned in a British harbor. Page 24 . .• .4^' '• . ....J,:,,, �;i r. ;• Jii ; ?• The wheel of the last American square rigger Kaiulani is shown at the Museum's display center on Fulton Street. The Kaiulani was built In Bath, " ^1 >1 Me. in 1899. ^i 1 " The Ambrose lightship is part of the ever-growing fleet at the Museum's Pier 16. Built in 1907, the 135-foot ship for many years helped countless ships to find their way into New York harbor. She was built by the New York Ship­ building Corp. at Camden, N.J. and cost $115,000. At the Museum's display center on Front Street, visitors can see some well designed ship models including this one of the Contessa. "A boat of the banana trade." The plaque reads, "she served for many years out of Pier 14 on the East River." The Contessa was built for the Standard Fruit Company of New Orleans and was scrapped in the early 1960's. i -4 This model of the Steel Surveyor was loaned to the Museum by States MarineIsthmian Lines and is being shown at 203 Front Street. When the Steel Surveyor was tn service, many an SlU man logged a voyage or two with her. This is the South Street Seaport Museum display of "The Seaport of the Future." The intricate model shows ships already obtained by the Museum and vessels which they eventually hope to acquire. The display also shows what this section of lower Manhattan will be like when full restoration of the historic area is completed. April 1972 V. Page 25 �Busy Tanker Falcon Lady In New York The Falcon Lady (Falcon Carriers, Inc.), one of the newest and proudest additions to the SlUcontracted tanker fleet, paid a visit to the Port of New York last month. The 672-foot-long vessel built in 1971 has al­ ready logged a number of voyages, mostly coast­ wise from the upper Atlantic down to and through the Gulf ports. The Falcon Lady can carry more than 300,000 barrels of oil or other liquid cargo in her holds. Her design includes the latest in safety features for the protection of both crewmembers and their ship. Brother John Sanders relaxes with a good cigar before leaving Port of New York for Baton Rouge, La. Sanders joined the SlU in Miami in 1941 and is currently a resident of Ft. Lauderdale, Fla. Lending a hand bringing stores aboard before sailing for the Gulf ports are, from left: J. Sorel, bosun; E. Thurlow, ordinary seaman, and G. Hernandez, able seaman. This foursome of SlU tankermen topside aboard the Falcon Lady is, from left: E. Hall, L. Kool, I. Fitch, and H. White. All sail as able seamen. Able seaman G. Hernandez catches up on some reading in crew's recreation room aboard the tanker. Brother Hernandez is a native of Galveston, Tex., and joined the SlU in 1953. Brother Michael Toth, steward aboard the Falcon Lady, gets early start on dinner preparations In ship's galley. ' •/ . If-. Page 26 J?- �Some Correspondence Schools 'Not Ethical' by Sidney Maigolfais Some of the high-pressure trade Md correspondence schools are get­ ting a long-overdue scrutiny by various state and local authorities. Many work­ ing families have lost large sums of money because of the failure of state educational departments and t^bsrr government agencies to adequately po­ lice the selling methods and quality of courses sold by some of these schools. Also responsible for the widespread deception of moderate-income students • are dollar-hungry TV stations that broadcast deceptive commercials for trade schools; newspapers that accept "employment" ads which are really sales lures for courses; state education departments that "accredit" trade • schools without adequately investigat­ ing their courses, and the Veterans Administration. The VA provides much of the money these schools take in but relies on the equally-neglectful state educa­ tion departments for approval of the schools. About 20 percent of the young veterans going back to school under GI benefits take correspondence school courses. Blames Banks, Too Some of the biggest banks in the country also have played a part in helping correspondence and trades schools sell high-priced courses of un­ certain usefulness. In the case of the now-bankrupt Famous Artists and Famous Writers Schools, the Bank of America in California (nation's larg­ est) and Chase Manhattan in New York (third largest) provided the fi­ 4 nancing for these schools by taking I V* overthe installment contracts. Thus, even if students quit because they are disappointed or for other reasons, they v must continue to pay the banks a spec­ ified portion of the fee under the no­ } torious "holder in due course" laws LV in most states. Often the student does not realize' that the school has "sold" his account to a bank until the bank contacts him. »• But often the students cannot continue to meet the high costs of the courses, which are pyramided by the additional finance charges they must pay the banks. Such bad debts, along with over-expansion, were cited by the Famous Schools for their recent bank­ ruptcy petition. Even before the bankruptcy pro­ ceedings a number of state authorities had moved to stop some of the selling and collection activities of the Famous Schools. Bess Myerson, New York City Consumer Affairs Commissioner, made the Chase Manhattan Bank stop sending misleading collection letters for contracts it financed for the Far mous Writers School. The bank wrote to delinquent students threatening law­ suits to collect not only the money the students had agreed to pay but addi­ tional sums for the bank's attorneys' fees. Denial Issued The bank denied that it ever "in­ tentionally engaged" in such practices but agreed not to threaten people with lawsuits unless it actually intended to sue. The fact was. Commissioner My­ erson said, the bank never did sue any such customers. Furthermore, despite the threat to collect attorneys' fees, in actuality the bank was prohibited from doing so by a state law passed in 1967. This law made it illegal for a creditor's attorney to add a bill for legal fees to the amount of debt a creditor sues for. The Famous Writers School also was compelled by New York City and State authorities to discontinue some of their selling practices in that re­ gion. Bess Myerson's office fouhd|that even though the company itself ad­ mitted that the average student com­ pleted only one-third of the full course of 24 lessons, students who took the course for more than six months were told they must pay for the whole course whether they finish or not. The two-year course costs $780 plus bank finance charges if paid in installments. Seafarers Welfare, Pension and Vacation Plans CASH BENEFITS PAID For Month of March 1972 FOR PERIOD DECEMBER 1, 1971 thru MARCH 31, 1972 NEHBER OF BENEFITS SEAFARERS WELFARE FLAN Scholarship 17 1,960 22 708 36 1,329 2,307 809 411 5,536 13,135 Death Benefits Medicare Benefits Maternity Benefits Optical Benefits Meal Book Benefits Seafarers Pension Plan- AMOUNT PAID $ 1,089.90 50,991.19 63,599.00 3,966.30 7,200.00 46,139.42 98,781.06 11,612.60 4,114.20 42,700.00 330,193.67 1,898 461,087.60 1,115 536,177.81 16,148 $1,327,459.08 Seafarers Vacation Plan- -Benefits Paid Total Welfare, Pension & Vacati(Hi Benefits The investigators also found that in the early stages of the course the school did not provide "personalized" criticism. Instructors merely selected their criticisms from computerized pre-written paragraphs. The so-called "aptitude tests" by which some trade and correspondence schools claim to "select" students also has come under fire. In the case of Famous Writers, the New York City authorities found that between 78 and 95 per cent of those who took the aptitude test were given passing marks. Computer Schools Scored Miss Myerson reports a number of complaints from students of computer schools who were told they had passed "selective" aptitude tests and were cap­ able of completing the course. But after they enrolled and obligated them­ selves to pay large fees such as $545, they found they could not do the school work. One woman who could barely speak Enlish was told she had passed a test to become a computer programmer. But later she could not understand the material. A man who quit his job to take a computer course found he could not get a job when he finished. Two prospective employers gave him their own tests which showed he had no aptitude to become a pro­ grammer. Similarly, adult-education officials in Bloomington, 111., reported that the Cuban-refugee parents of an 18-yearold girl had bought a correspondence course in bookkeeping for her, but the girl was unable at all to cope with the materials. Labor union officials and govern­ ment authorities have also become concerned about the methods used by some heavy-equipment trade schools. One of the most effective campaigns was started by Adolf Tobler, a mem­ ber of IAM Local 459 and business representative of the St. Paul Trades and Labor Assembly. He became con­ cerned by the number of people he saw being victimized by short courses in jet mechanics. He got the local papers interested. With the help of the Minnesota State Education Depart­ ment, the press and labor unions con­ ducted an impressive campaign reveal­ ing many abuses. . Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agree­ ments. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expen­ ditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund finan­ cial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. Get to know your shipping rights. Copies of these contract^ are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Eul Shepard, Chairman, Seafarers Appeals Board 275-20fii Street, Brooklyn, N.Y. 1121S EDITORIAL POLICY—SEAFARERS LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for I^g policy is vested in an edi­ torial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions under which you work and live aboard ship. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to Pequire any such payment be made without supplying a re­ ceipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer is attempting to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All Seafarers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union> has negotiated with the employ­ ers. Consequently, no Seafarer may be discriminated against because of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATIONS. One of the basic rights of Seafarers is the right to pursue legislative and politic^ objectives which will serve the best interests of themselves, their families and their Union. To achieve these objectives, the Seafarers Political Activity Do­ nation was established. Donations to SPAD are entirely voluntary and constitute the funds through which legislative and political activities are conducted for the membership and the Union. If at any time a Seafarer feds ttiat any of the above rights have been violated, or that he has been denied his constttntional right of access to Union records or information, he should immediately notify SIU President Paul HaB at headquarters by certified mall, return receipt requested. Page 27 �• '-'-..'Js'''*'':"i^^^-• •"i !•" S/U Pensioners Alfred Uhler, 59, jomed the un­ ion in 1947 in the Port of New York and sailed in the engine department. He often served as department dele­ gate while sailing. Brother Uhler was issued a picket duty card in 1961. A native of the Philippine Islands, Seafarer Uhler now lives in Jackson Heights, N.Y. Hsing FOG Tung, 65, joined the union in 1951 in the Port of Norfolk and sailed in the deck department. A native of China, Brother Tung now resides in Manhattan, N.Y. Oayton L. Barnes, 65, is a native of Massachusetts and now makes his home in Brooklyn, N.Y. He joined the union in 1948 in the Port of New York and sailed in the deck depart­ ment. Brother Barnes was a picket duty captain in the District Council 37 Beef. Jose R. Ricamonte, 68, is a native of the Philippine Islands and now makes his home in Fremont, Calif. He joined the union in 1947 in the Port of Baltimore and sailed in the steward department. Brother Rica­ monte was issued a picket duty card in 1961. He served in the Coast Guard from 1925 to 1929. His re­ tirement ended a sailing career of 42 years. Frank Burst, 60, is one of the' early members of the union having joined in 1939 in the Port of New York. He sailed in the deck department. Broth­ er Borst was issued picket duty cards in 1961, 1962 and 1963 and also served picket duty during the Dis­ trict Council 37 Beef. A native of New York, Brother Borst now makes his home in Bellrose, N.Y. Seafarer Borst served in the Navy from 1928 to 1930. Robert Scherflius, 62, is one of'the first members of the union having joined in 1938 in the Port of Mobile. I Brother Scherfiius sailed in the deck department. A native of Florida, Sea­ farer Scherffius now lives in Mobile, Ala. His retirement ended a sailing career of 43 years. Walter Cressman, 59, is a native of Pennsylvania and now makes his home in Qaakertown, Pa. One of the early members of the union. Brother Cressman joined in 1939 in the Port of Philadelphia and sailed in the en­ gine department. Joseph Roll, 65, is a native of Bal­ timore, Md. and now resides in Ha­ cienda Heights, Calif. He joined the union in 1947 in the Port of BalUmore and sailed in the steward de­ partment. Brother Roll is an Army veteran of World War II. £ ^k| Steve Kardanis, 66, joined the union in the Port of Milwaukee in 1958 and sailed in the en­ gine department on the Great Lakes. A native of Greece, Brother Kardanis now resides in Mar­ tins Ferry, O. ••i Howard A. Smtth, 68, is a native of Pennsyl­ vania and now makes his home in River Rouge, Mich. He joined the union in the Port of Frank­ fort and sailed in the steward department on the Great Lakes. James L, Tucker, 59, is one of the first mem­ bers of the union, having joined in 1938 in the Port of Baltimore. He sailed in the deck depart­ ment. A native of Macon, Ga., Brother Tucker now lives in Kenansville, N.C. His retirement ended a sailing career of 38 years. Everett K. Noack, 54, joined the union in the Port of Detroit and sailed in the deck department on the Great Lakes. A native of Michigan, Brother Noack now lives in Alpena, Mich. Oren C. Johnston, 66, is a native of Alpena, Mich, and now lives in Hubbard Lake, Mich. He joined the union in the Port of Alpena and sailed in the deck department on the Great Lakes. Brother Johnston's retirement ends a sailing career of 40 years. I SIxto Rodriguez, 60, is one of the first members of the union, having joined in 1939 in the Port of New York. Brother Rodriguez sailed in the engine depart­ ment. He was issued a picket duty card in 1961 and also served as department delegate while sailing. A native of Puerto Rico, Rodriguez now lives in Jersey City, N.J. ,<v. Robert W. Runner, 58, is a native of Grafton, W.Va. and now lives in Kelso, Wash. He joined the union in 1955 in the Port of Miami and sailed in the stew­ ard department. Brother Bunner retired after sailing 27 years. y Edwin L. Brown, 68, joined the union in 1951 in the Port of San Francisco and sailed in the steward department. A native of Rock Falls, 111., Seafarer Brown now lives in Concord, Calif. He served in the Army from 1920 to 1921. Sergio H. Anrebola, 50, is a native of Cuba and now makes his home in New Orleans, La. He joined the union in 1947 in the Port of Miami and sailed in the steward department. New SlU Pensioners Receive Congrafulafions SIU Vice President Earl Shepard (at microphone) congratulates three more Seafarers going on pen­ sion at the March membership meeting in the Port of New York. Facing Shepard from left are: Page 28 Felix Bonefont, Demetres Mastrantonis, and Frank Borst. Looking down from rostruni is New York Port Agent Leon Hall. SIU Representative George McCartney is in background. s*. �*•»« *%'»«• RS REPORT Aflmrie, l^ Mareli 1.1972 to Morch 31.1972 ::hm DICK DiTAlrrMENT TOTAL REGISTERED AIIGKOUBB CIMBA CbM 7 7 106 34 17 15 51 21 19 10 34 19 14 7 57 15 88 56 85 59 11 16 121 82 31 19 641 360 j'Port', . I^Boston.;..;...............:::^;;]-; New York.;.. I; iPhiladelphia..j..i.,. ||^BaItimore...i..,i..,.. Norfolk.......... JacksonviUe......... ^ew Orleans.;..,... i Houston... ,,...., Wilmington........... .1 San Francisco. Seattle.............. Totals.. TOTAL SHIPPED I^ISTERED ON B£A< AO Croops ClaiBA OanB OimC 1 60 ri.: 3 39 5 11 7 f~9 8 14 0 15 2 9 2 4 ,42 6 70 50 4 -v 4 101 37 17 31 369 182 0 0 0 0 0 0 0 0 0 14 0 0 0 14 AJlGroBps ClaiBA OMBB 14 8 213 125 43 29 97 AT 41 iS8 19 113 200 149 62 161 , 37 1207 KNGINE DErAI(TMS4T TOTAL REGISTERED All Groups CbssA ClassB FttPl Boston.... »• »'« •• » «• »'4« •••'• •''' New Yorfc...i Philadelphia......,.:.,;..;:..-.;; Baltimore.:;....;......, Norfolk...,........,.....;;...^.....;,', Jacksonville;....,.....,,..;...^^.:; , Tampa............ MobUe... ^New Orleans......;;,;........;..;, ^Houston............................... iWilmlngton........,;...,..,........ " n Francisco...;;:.,.;..;..,;...: attle....... ^^ptals............ 3 4 87 81 5 4 33 38 8 11 21 16 6 7- •: 29 23 73 65 92 V 46 • 11 10 91 97 14 21 473 423 TOTAL SHIPPED REGISTt^ ON BEACH AUGronps ClaiSA Class B CIMB C 2 5 0 33 25 0 4 5 0 31 21 1 4 0 i2 21 0 1 0 6 0 : 35 17 0 62 48 1 5 6 0 68 72 0 18 21 0 287 252 2 AllGroops CbssA dassB 9 160 20 83 29 29 9 69 178 142 27 111 19 885 -'POfl .•« -.ry. AH Groups ClassA ClassB New York;..;:..........,..,..;;..... Philadelphia.;....;.............;... Baltimore.....;..,..................;.. Norfolk..;.,';...,,,.;,..........;........ Jacksonville.,;;;.;;.....;..;....,.;;;. Tampa Mobile.........;...... New Orleans.......... Houston.. Wilmington.............. ,San Francisco.... ; Seattle......:......., Totals.;..,..,;...,,;.;; V TOTAL SHIPPpb SECRETARY-TREASURER Joe DiGlorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Lindsey Williams A Robert Matthews HEADQUARTERS 675 4th Ave., Blyn. 11232 AIPK^IWA x.. U ALPENA, Mich REGISTERED ON BEACH AO Groups aassA ClassB OassC '3•::::29. .:V'.-4:-'. 12 - 2 8 0 - 2 : M3:.;/>': 32 0 41 14 160 - MEMBERSHIP MEETINGS' SCHEDULE SIU-AGLIWD Meetings May 16—2:30 p.m May 17—2:30 p.m May 22—2:30 p.m May 18—2:30 p.m. May 26 •2:30 p.m. ; May 8- •2:30 p.m. May 9—^2:30 p.m. May 10—2:30 p.m. May 19—2:30 p.m. May 15—2:30 p.m. United Industrial Workers New Orleans ...May 16—7:00 p.m. Mobile .....May 17—7:00 p.m. New York May 8—7:00 p.m. Philadelphia May 9—7:00 p.m. Baltimore. May 10—7:00 p.m. Houston . May 15—7:00 J.m. Great Lakes SIU Meetings Detroit May 8—^2:00 p.m. Buffalo May 8—7:00 p.m. Alpena ........May 8- -7:00 p.m. Chicago May 8- -7:00 p.m. Duluth ........May -7:00 p.m. Frankfort..... May 8—7:30 p.m. Great Lakes Tug imd Dredge Section tSault Ste. Marie May 16—7:30 p.m. Chicago May 18—7:30 p.m. New Orleans Mobile Wilmington San Francisco Seattle New York Philadelphia Baltimore Detroit tHouston April 1972 Duluth Cleveland Milwaukee May May May May May May 17—7:30 19—7:30 19—7:30 19—7:30 15—7:30 15—7:30 SIU Inland Boatmen's Union New Orleans May 16—5:00 May 17—5:00 Philadelphia May 9—5:00 Baltimore (licensed and XT May 1(^-5:00 May 11—5:00 Houston ....May 15—5:00 Philadelphia *» . • ®^'hmore 'Norfolk SIU Atlantic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers PRESIDENT Paul Hall DEPARTMENT TOTAL REGISTERED Directory of Union Halls p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. p.m. Railway Marine Region May 16—10 a.m. & 8 p.m. May 17—10 a.m. & May 18—10 l.m!& J«tsey City May 15—10 a.m." & ... . 8 p.m. IMeeting held at Galveston wharves. tMeeting held in Labor Temple, Sault Ste. Marie, Mich. •Meeting held in Labor Temple, Newport News. (212) HY 9-6600 800 N. Second Ave. 49707 (517) EL 4-3616 BALTIMORE, Md 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex SL 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 SIU (716) XL 3-9259 IBU (716) XL 3-9259 CHICAGO, in 9383 Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio 1420 W. 25th St. 44113 MA 1-5450 DETROIT, Mich. ..10225 W. Jefferson Ave. 48218 (313) VI 3-4741 DULUTH, Minn 2014 W. 3d SL 55806 _ (218) RA 2-4110 FRANKFORT, Mich P.O. Box 287, 415 Main SL 49635 (616) EL 7-2441 HOUSTON, Tex. 5804 Canal SL 77011 (713) WA 8-3207 JACKSONVILLE, Fia 2608 Pearl SL 32233 (904) EL 3-0987 JERSEY CITY, N.J. 99 Mtmtgomery SL 07302 (201) HE 5-9424 MOBILE, Ala. 1 South Lawrence SL 36602 (205) HE 2-1754 NEW ORLEANS, La 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3d SL 23510 (703) 622-1892 PHILADELPHIA, Pa 2604 S. 4th St. 19148 (215) DE 6-3818 PORT ARTHUR, Tex. 534 Ninth Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. ..1321 Mission SL 94103 (415) 626-6793 SANTURCE, P.R 1313 Fernandez Juncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash 2505 First Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo 4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 312 Harrison SL 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit SL 43604 (419) 248-3691 WILMINGTON, Calif. 450 Seaside Ave. Terminal Island, Calif. 90744 (213) 832-7285 YOKOHAMA, Japan Iseya Bidg., Room 810 1-2 Kaigan-Dori-Nakaku 2014971 ExL 281 Page 29 �Edmund M. Marsh, 74, was an SIU pensioner who passed away on Dec. 29, 1971 in Ben Hill County Hospital, Fitzgerald, Ga. after an illless of two years. Brother Marsh joined the union in 1941 in the Port of New Orleans and sailed in the steward department. A native of North Carolina, Brother Marsh was a resident of Fitzgerald when he died. Among his survivors is his sister, Ada Marsh Best of Warsaw, N.C. Burial was in Evergreen Cemetery, Fitzger­ ald. Guy G. Gage, 62, passed away Jan. 5 of heart trouble in Harbor Springs, Mich. One of the first mem­ bers of the union. Brother Gage had joined in 1938 in the Port of Balti­ more. He sailed in the steward de­ partment. A native ' of Harbor Springs Seafarer Gage was a resi­ dent there when he died. Among his survivors is his mother, Blanche Gage. Burial was in Lakeview Ceme­ tery. George C. Warren, 59, passed away Jan. 24 in Maryview Hospital, Portsmouth, Va. as the result of in­ juries received in an auto accident on Jan. 17 in Churchland, Va. Broth­ er Warren joined the union in 1947 in the Port of Norfolk and sailed in the engine department. At his death he had been sailing 34 years. A na­ tive of Virginia, Brother Warren was a resident of Portsmouth when he died. He served in the Navy from 1934 to 1940. Among his survivors is his wife, Margaret. Burial was in Oak Grove Cemetery in Portsmouth. Manuel Laureano, 54, passed away Nov. 29, 1971 in Hospital Prebisteriano, San Juan, P.R. A native of Puerto Rico, Brother Laureano was a resident of Carolina, P.R. when he died. Seafarer Laureano joined the union in 1952 in the Port of New York and sailed in the deck depart­ ment. He was issued a picket duty card in 1961. Among his survivors is his mother, Luisa Negron Laureano of Rio Piedras, P. R. Burial was* in Municipal Cemetery, San Juan, P.R. LeRoy L. Dlx, 43, passed away Oct. 24, 1971 in Mueller Township, Mich, as the result of injuries received in an auto accident. A native of Forestville, Wis., Brother Dix was a resident of Algoma, Wis. when he died. Seafarer Dix joined the union in 1969 in the Port of Detroit and sailed in the deck department on the Great Lakes. He served in the Army from 1946 to 1948. Among Dix's survivors are his three children, Terrie, Timothy and Tammi, all of Al­ goma. Burial was in St. Paul's Ceme­ tery in the town of Ahnapee, Wis. Raymond E. Tollefson, 54, passed away Jan. 2 of heart trouble in Lengby, Minn. A native of Minnesota, Seafarer Tollefson was a resident of Lengby when he died. Tollefson joined the union in 1969 in the Port of Duluth and sailed in the engine department on the Great Lakes. He was an Army veteran of World War 11. Among his survivors is his brother, Clifford D. Tollefson of Dilworth, Minn. Burial was in Kingo Cemetery in Lengby. Burton E. Hardway, 57 passed away Jan. 5, 1972 of heart disease in De­ troit General Hospital, Detroit, Mich. Brother Hardway joined the union in 1960 in the Port of Detroit and sailed in the engine department on the Great Lakes. A native of Duck, W.Va., Hardway was a resi­ dent there when he died. He was an Army veteran of World War II. Among his survivors is his wife, Lina. Hardway's body was removed to McLaughlin Cemetery in Clay County, W.Va. Page 30 Leonard H. Goodwin, 90, was an SIU pensioner who passed away Dec. 9, 1971 in Yarmouth County, Nova Scotia. One of the first members of the union. Brother Goodwin had joined in 1938 in the Port of Boston and sailed in the deck department. A native of Canada, Goodwin was a resident of Yarmouth County when he died. Among his survivors is his wife, Nellie. James B. Porter, 49, passed away Jan. 28, 1972 in Baltimore, Md. A native of Virginia, Brother Porter was a resident of Baltimore when he died. He joined the union in 1949 in the Port of Norfolk and sailed in the deck department. Porter had been sailing 30 years when he died. Cremation was in Washington, D.C. Karl S. Svendsen, 74, was an SIU pensioner who passed away Dec. 19, 1971 after an illness of four months in Veterans Administration Hospital, Buffalo, N.Y. A native of Norway, Brother Svendsen was a resident of Erie, Pa. when he died. He sailed on the Great Lakes as a wheelsman and was an Army veteran of World War II. Among his survivors is his wife, Leanora. Burial was in Erie Cem­ etery. Leonard E. Hodges, 61, was an SIU pensioner who passed away Jan. 3 of heart trouble in Memorial Medi­ cal Center in Savannah, Ga. A native of Savannah Brother Hodges was a resident there when he died. One of the early members of the union, Hodges had joined in 1939 in the Port of Savannah. He sailed in the engine department. Brother Hodges retired in 1963. Among his survivora is his brother. Earl L. Hodges of Savannah. Burial was in Laurel Grove Cemetery in Savannah. Douglas Dehn, Jr., 24, passed away Nov. 28, 1971 of illness in Port Huron General Hospital, Port Huron, Mich. A native of Ann Arbor, Mich., Brother Dehn was a resident of Mt. Pleasant, Mich, when he died. Dehn joined the union last year in the Port of Detroit and sailed in the deck de­ partment. Among his survivors is his father, Douglas A. Dehn, Sr. of Mt. Pleasant. Burial was in Riverside Cemetery, Mt. Pleasant. Jorge J. Marrero, 45, passed away Jan. 21, 1972 in Philadelphia, Pa. Brother Marrero joined the union in 1951 in the Port of Norfolk and sailed in the steward department. A native of Puerto Rico, Marrero was a resident of Philadelphia when he died. Among his survivors is his wife, Clotilde. Burial was in Hillside Cem­ etery in Pennsylvania. Edward L. Blevins, 48, passed away Jan. 15 of heart disease in Johnston Memorial Hospital, Abingdon, Va. Brother Blevins joined the union in 1945 in the Port of Norfolk and sailed in the deck department. A native of North Carolina, Blevins was a resident of Damascus, Va. when he died. Among his survivors is his wife, Margaret. Burial was in Lewis Cem­ etery in Taylors Valley, Va. John Hartman, 53, was an SIU pensioner who passed away Jan. 1, 1972 of illness in the USPHS Hos­ pital in Baltimore, Md. A native of the Philippine Islands, Seafarer Hartman was a resident of Baltimore when he died. He joined the union in 1945 in the Port of Baltimore and sailed in the steward department. Among his survivors is his wife, Mayme. Cremation was in Loudon Park Crematory in Baltimore. Raymond G. Munseii, 40, passed away Oct. 4, 1971 of illness in Ohio State University Hospital, Columbus, O. A native of Fowlerville, Mich., Brother Munsell was a resident there when he died. Munsell joined the un­ ion in 1961 in the Port of Buffalo and sailed on the Great Lakes as a tug­ boat fireman. He was a Marine veter­ an of the Korean war. Among his sur­ vivors is his wife, Mae. Burial was in Greenwood Cemetery in Fowlerville. His wife has started a research fund in Brother Munsell's name at the Ohio State University Hospital in Co­ lumbus, O. and she writes that "if any of his former fellow workers would like to contribute to the Anyotrophic Lateral Sclerosis Research Fund, they may send the money to Dr. Ernest Johnson" at the hospital. Aaron Turner, Jr., 53, passed away Sept. 17, 1971 in Highland General Hospital, Oakland, Calif, of heart disease. A native of Fair Banks, La., Brother Turner was a resident of Oak­ land, when he died. Turner joined the union in 1965 in the Port of San Francisco and sailed in the steward department. He was a veteran of World War II having served in the Navy from 1942 to 1963. Among his survivors is his brother, Forrest Simms of Birmingham, Ala. Adolph A. Hanson, 80, was an SIU pensioner who passed away Jan. 22 of heart disease in Virginia, Minn. A native of Wisconsin, Brother Han­ son was a resident of Mt. Iron, Minn when he died. Hanson joined, the union in the Port of Chicago and sailed on the Great Lakes. Hanson had been sailing 39 years when he retired in 1964. Among his survivors is his brother, Theodore J. Hanson of Mt. Iron. Burial was in Greenwood Ceme­ tery in Virginia, Minn. Harold C. Holdeifield, 43, passed away Dec. 13, 1971 of illness in Baltimore, Md. A native of North Carolina, Brother Holderfield was a resident of Baltimore when he died. Among his survivors is his wife. Bertha. Burial was in Veterans Ad­ ministration Cemetery in Jalisbury, N.C. Oliver S. Flynn, 68, was an SIU pensioner who passed away Dec. 23, 1971 of illness in Our Lady of the Lake Hospital, Baton Rouge, La. Brother Flynn joined the union in 1952 in the Port of Savannah and sailed in the steward department. He was given a personal safety award for his part in making the Alcoa Reamer an accident free ship in the first half of 1960. Seafarer Flynn had been sailing 25 years when he retired in 1969. Flynn was a resident of Baton Rouge when he died. Among his survivors is his wife, Maude. Burial was in Greenoaks Cemetery in Baton Rouge. Aide P. Perlnl, 47, passed away Dec. 25, 1971 of heart disease in Fort Lauderdale, Fla. He joined the union in 1948 in the Port of New York and sailed in the deck depart­ ment. Brother Perini was issued pick­ et duty cards in 1961 during the Greater New York Strike and in 1962 during the Moore McCormackRobin Line Beef. Perini was a Marine veteran of World War II. Among his survivors is his sister, Dina P. Nolan of Manhattan, N.Y. Brother Perini's body was removed to Calvary Ceme­ tery in Queens, N.Y. �SlU Arrivals -/ I iX fi I Calvin Raynor, born Dec, 22, 1971, to Seafarer and Mrs. Oscar M. Raynor, Lafoilette, Tenn, Roxanne Garcia, born Feb. 7, 1972, to Seafarer and Mrs. Luciano F. Garcia, Los Angeles, Calif. Kenneth Arnold, born Oct. 21, 1971, to Seafarer and Mrs. Charles R. Arnold, New Orleans, La. Tracy Hoitt, born Jan. 31, 1972, to Seafarer and Mrs. Ernest R. Hoitt, Jr., Portsmouth, N.H. Brett Castle, born Oct. 9, 1971, to Seafarer and Mrs. Bruce A. Castle, Point Pleasant, W.Va. Kevin Green, bom Feb. 16, 1972, to Seafarer and Mrs. Haywood Green, Robertsdale, Ala. Natalie Brady, born Feb. 9, 1972, to Seafarer and Mrs. Rick Brady, Lachine, Mich. Jose Caraballo, born Feb. 5, 1972, to Seafarer and Mrs. Carlos J. Caraballo, Baltimore, Md. Dwaune Dugas, bora Dec. 29, 1971, to Seafarer and Mrs. Lawrence J. Du­ gas, Houma, La. Newman Larce, bora Mar. 2, 1972, to Seafarer and Mrs. William M. Larce, New Orleans, La. Robert McLeod, born Feb. 21, 1972, to Seafarer and Mrs. Robert W. Mc­ Leod, Alameda, Calif. John Rocker, born Nov. 10, 1971, to Seafarer and. Mrs. James T. Rocker, Jackson, Ala. Benjamin Simmons, born Feb. 6, 1972, to Seafarer and Mrs. Raymond Simmons, Jr., Kirbyville, Tex. Amber Carpenter, born Nov. 23, 1971, to Seafarer and Mrs. Billy W. Carpenter, Arcadia, Tex. DIonne Jones, born Feb. 9, 1972, to Seafarer and Mrs. Henry Jones, Jr., Saint Rose, La. Angela Cooper, born Feb. 18, 1972, to Seafarer and Mrs. Marshall C. Coop­ er, Robertsdale, Ala. Nicole Davalie, born Oct. 22t 1971, to Seafarer and Mrs. Caraavius M. Dav­ alie, New Orleans, La. Sherry Pipkins, born Sept. 7, 1971, to Seafarer and Mrs. Charles E. Pipkins, Pascagoula, Miss. Anthony Davalie, bora Jan. 4, 1972, to Seafarer and Mrs. Tookie A. Davalie, New Orleans, La. Marine Cuenca, born Feb. 5, 1972, to Seafarer and Mrs. Estuardo I. Cuen­ ca, Brooklyn, N.Y. Stephanie Lee, born Feb. 3, 1972, to Seafarer and Mrs. John Q. Lee, Lums berton, N.C. Wendy Solomon, born Jan. 29, 1972, to Seafarer and Mrs. Samuel A. Solo­ mon, Jr., Mobile, Ala. Sammi Moody, born Jan. 2, 1972, to Seafarer and Mrs. Samuel M. Moody, Sabine Pass, Tex. Lyell Amora, born Feb. 14, 1972, to Seafarer and Mrs. Felix P. Amora, San Francisco, Calif. Rodney Orgel, born Feb. 21, 1972, to Seafarer and Mrs. Richard E. Orgel, Toledo, Ohio. Nikki Klein, bora Jan. 8, 1972, to Seafarer and Mrs. John P. Klein, Abbe­ ville, La. Jason Woods, born Feb. 2, 1972, to Seafarer and Mrs. William E. Woods, Charleston, Mo. Tina Baughman, born Dec. 30, 1971, to Seafarer and Mrs. Robert J. Baugh­ man, Elberta, Mich. Gregg Allen, born Feb. 15, 1972, to Seafarer and Mrs. Alfred D. Allen, Seattle, Wash. Tammy Gainey, born Jan. 23, 1972, to Seafarer and Mrs. Gilbert K. Gainey, Jacksonville, Fla. Stacie Power, bora Dec. 23, 1971 to Seafarer and Mrs. Joseph J. Power, Pine Run, N.J. James Arnett, Jr., born Nov. 18, 1971, to Seafarer and Mrs. James A. W. Arnett, Onalaska, Tex. Ann Marie Christopher, born Jan. 10, 1972, to Seafarer and Mrs. William T. Christopher, III, Irvington, Ala. P' Pvr -• Horse. Barbs. Mary Jane. Speed. Downers. You've heard of all of them. They are narcotics. And, they are deadly danger signals which every Seafarer MUST avoid just as his ship steers clear of shallow water and treacherous reefs. Narcotics are illegal. Soft, hard, pill, powder or leaf—all illegal. Hallucinations, dizziness, prolonged periods of depression or euphoria, and "flashbacks" of the drug experience are results of narcotic usage. Using drugs once and being "busted," whether on land or at sea will immediately be the end of a Seafarer's career. His right to the sea—not just for a little while but, FOREVER! It will mean his mind and body are not functioning at ail times at full capacity. He iis physically and mentally weakening. And, it will hurt those who associate with the Seafarer—his family, friends and fellow shipmates. Even his ship. All will be affected by the drug user's "bust. A ship needs each Seafarer to be alert and able to do his individual duties. If a Seafarer is popping pills or searching for veins, then he is unable to help the ship. Other crew members have to take on more responsibilities to make up for his inade­ quacy. The respect of his fellow shipmates, friends and the dignity of his ship all go aground when narcotics are involved. A ship with a record of a Seafarers drug use will always be under surveillance by customs authorities and narcotics agents wherever it docks. ^ The crew, too, his fellow Seafarers will be under close watch. They may have been "clean," but at the expense of their drug using shipmate, they are punished. Everyone loses in the narcotics games. There is NO second chance. All Seafarers must know the consequences of narcotics use—even once—to his job, his life, his ship and his shipmates. Sc The temporary "high" is not worth all the hassle and bad times that will ^low |hg "bqsted" Seafarer, * ^ ^4; ::4M| . - ' ' •' .A 4.) ' S. ' Page 31 �SEAFARERS^UMS OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL UNION . ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO yr:',. 0m _ •?: In^ortant tbli^ oft, peclally If they f^e eiily a smnate or two of Seafam^ tite to ^ ftihig an o^tiHl^ Ilnient4»i^di^^ d^ the ipiifero and is easy to do, yet it no iufonnation Plim|&||P^P^ sanM5 time is one of the most imporfaiitpiro* "v^ " !^My sisd:-it:.is smport ^ ' fecttoiB « Seafaiw and his famfly fll ^ "eft out Tte benefici^s A ^ shouid. he entered ci^y, ^HSU'the Seafarera signature shoiiid be,w is:f ' ' rntitointie §#ie iatiwA irifirtwii»jati^ *»«f i H once. If ybii have a card bh fSe but hare lec^^ :acqiih^^ n^^l^^d^ndents,^ wailt;io§^|^^ your hene£|id|l|^^ a new card Is a ninil i^l&on't. ddii^^ vDMd "vK . . . :,\ Mte'S Soofarers Welfare and Pension Plans 275-20fli Street, BrooHyn, HY. 11215 mtOUMINT-IINSPICIAtV CAM Name PRINT: LAST NAME FIRST NAME / MIDDLE INITIAL Address PRINT: NUMSCR AND STREET Cirr ZONE NO. Social Security No. COUNTY STATE Z No. Dote of Birth I revoks oil prsvioui bansAciory nominoliont and make the following nominolion with rsipscl lo oil bensflft provided ROW or ot ony lime in the future under Ihe S^oforers Welfare Won, ilill reserving to myself the priYilege of other ond further chonges. Nome of Beneficiory. Relotionship to You PRINT: Address of Beneficiory. PRINT: » STREET Dote .Employee's Signoture ZIP CODE CITY . COUNTY STATE Witness _ SIGNATURE OTHH THAN SINilKIAIT Address _ NUMBER AND STREET PRINT: LIST eiLOW NANUS OF YOUR CITY WIFE AND LIST NAMES IN ORDEt OF AGE—ELDEST FIRST UNMARRIED ZIP CODE CHILDREN UNDER -CHECK ( • ) RELATIONSHIP Wife Husbond Sen Doughler CQUNTY 19 YEARS STATE OF AOE DATE OF BIRTH MONTH DAY YEAR 1, k! . IMPORTANT: At soon as pottlbia, mail photostatic coplos of your morrioeo cortlflcoto ond tho birth cortiflcotos of oil unmorriod childron en this cord to the Seoforors Wslforo Plon, 37S — 30th Street, Sroeklyn, N. Y. 11315. Foliwre to do so could doloy tho poymont of wolforo bonoRts. , • • - . 'i •WP aoo 4.97 • ,Vr.i- - -'ui:-- - •/ rTlSlisSSi^'•K .•r—S'?^''-^-C9«3F-S • ••" � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource April 1972 Description An account of the resource Headlines SEA-LAND RECEIVES PHS HONOR STATE - A FORMIDABLE FOE U.S. NEEDS A STRONG, VIABLE MERCHANT FLEET INSURERS SAY STATE DEPT. HURTS U.S. MERCHANT MARINE MARITIME AUTHORIZATION BILL PASSES HOUSE BY WIDE MARGINS UNCLAIMED WAGES AWAIT SIU MEMBERS RESOLUTION FOR MERGER AND CONSTITUTIONAL AMENDMENTS MTD'S MOODY OPTIMISTIC ON U.S. MARITIME FUTURE MARAD'S GIBSON SUGGESTS NEW MARITIME CONCEPTS SIU CLINICS: A VITAL SERVICE A SAD SITUATION NEW LIGHT ON ENERGY CRISIS A PART OF THE GAME KIRKLAND SEES NATIONAL HEALTH CARE PROGRESS MEANY CRITICIZES COMMERCE DEPT. RUBBER WORKERS ISSUE SHARP REBUTTAL TO INDUSTRY CLAIMS LUNDEBERG TRAINEES, STAFF TOUR FALCON LADY TEXT OF SIU CONSTITUTION BURKE CLAIMS IMPORTS COST IS U.S. JOBS DELTA BRAZIL GARNERS AWARD SIU SHIPS COMMITTEES SOUTH STREET SEAPORT: SEA HISTORY RETOLD BUSY TANKER FALCON LADY IN NEW YORK SOME CORRESPONDENCE SCHOOLS 'NOT ETHICAL' IS YOUR BENEFICIARY CARD UP TO DATE? Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 4/1/1972 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. XXXIV, No. 4 1972 Periodicals Seafarers Log